HomeMy WebLinkAbout03/03/2015 09 Airport Master Plan Adoption and Amendment to the Yakima Urban Area Comprehensive PlanBUSINESS OF THE CITY COUNCIL
YAKIMA, WASHINGTON
AGENDA STATEMENT
Item No. 9.
For Meeting of: March 03, 2015
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ITEM TITLE:
SUBMITTED BY:
SUMMARY EXPLANATION:
Public hearing and ordinance to adopt the Airport Master Plan
Robert K. Peterson, Airport Manager 509-575-6149
The Airport Master Plan is an extensive airport -wide study with the goal of developing short-,
medium-, and long-term plans to meet future aviation demand. The specific process is highly
variable and dependent on each airport, but the general process includes pre -planning, public
involvement, environmental considerations, existing conditions inventory, aviation forecasts,
facility requirements, alternatives development, Airport Layout Plan (ALP), facilities
implementation plan, and financial feasibility analysis.
The public may access the Airport Master Plan document by the internet through the Yakima Air
Terminal's website: http://www.yakimaairterminal.com/master-plan/ (click on link titled: Airport
Master Plan Draft/Final).
Resolution:
Other (Specify):
Contract:
Start Date:
Item Budgeted: NA
Funding Source/Fiscal
Impact:
Strategic Priority:
Insurance Required? No
Mail to:
Phone:
APPROVED FOR
Ordinance: X
Contract Term:
End Date:
Amount:
Funding to develop the Airport Master Plan was
provided by the Federal Aviation Administration
under the Airport Improvement Program (Project
No. 3-53-0089-32).
Economic Development
City Manager
SUBMITTAL:
RECOMMENDATION:
Airport staff recommends the City Council adopt the Airport Master Plan to allow for the Federal
Aviation Administration to accept the plan in it's entirety.
ATTACHMENTS:
Description
❑ Memo
❑ ordinance
Upload Date
2/23/2015
2/26/2015
Type
Cover Memo
Ordinance
11111111 1111 "��' 110 00
111111 �101101111111111111
Memorandum
To: Honorable Mayor and Members of the Yakima City Council
From: Robert Peterson, Airport Manager
Date: February 20, 2015
Re: Adoption of Airport Master Plan
111
Since opening in 1926, the Yakima Air Terminal -McAllister Field has seen tremendous
growth. Expansion efforts have required the airport to add pavement, passenger terminals,
vehicle parking facilities, and hangar facilities to keep up with the demands of the
surrounding community. As the airport continues to grow, the Federal Aviation
Administration requires it to conduct periodic updates to its Airport Master Plan. In early
2011, the airport's Board of Directors initiated the process not only to address the FAA's
requirements but to evaluate the community's needs as Yakima Valley continues to grow.
Airport Master Plan
An Airport Master Plan is a comprehensive study of an airport that usually describes
airport development over 5, 10, and 20 years to meet future aviation demands. Airport
Master Plans are prepared to support the modernization or expansion of existing airports or
the construction of new airports. The Airport Master Plan documents existing conditions
and forecasts airport growth to help both the FAA and the airport sponsor make informed
planning and development decisions.
Airport Master Plan Users
Airport Master Plans are used by the FAA, state aviation officials, airport sponsor, and
members of the aviation community. The plan becomes a useful tool that may be used by
airport advisory committees, local governing officials, state, regional, local planning personnel
and the public.
Airport Master Plan Elements
The elements in the master plan vary in complexity and level of detail depending on the size,
function, issues, and problems of the airport. The following list outlines the elements of an
Airport Master Plan.
1) Pre planning — The pre -planning process includes an Initial Needs Determination,
Request for Proposal and Consultant Selection, Development of Study Design,
Negotiation of Consultant Contract, and Application for Study Funding.
2) Public Involvement — Once the consultant team is under contract a notice -to -proceed is
issued. Public involvement discussions are held in order to identify and document the
key airport related issues of various stakeholders.
3) Environmental Considerations — A clear understanding of the environmental
requirements needed to move forward with each project in the recommended
development program is developed.
4) Existing Conditions — An inventory of pertinent data for use in subsequent plan
elements is collected and verified.
5) Aviation Forecasts — Forecasts of aeronautical demand for short, medium and long-
term time frames are prepared.
6) Facility Requirements — The ability of the existing airport, both airside and landside, to
support the forecast demand is assessed. Then, the demand levels that will trigger the
need for facility additions or improvements and are identified estimate the extent of
new facilities that may be required to meet the demands is estimated.
7) Alternatives Development and Evaluation — Identify options to meet projected facility
requirements and alternative configurations for each major component. Assess the
expected performance of each alternative against a wide range of evaluation criteria,
including its operational, environmental and financial impacts. A recommended
development alternative will emerge from this process and will be further refined in
subsequent tasks. This element should aid in developing the purpose and need for
subsequent environmental documents.
8) Airport Layout Plans — One of the key products of a Master Plan is a set of drawings
that provides a graphic representation of the long-term development plan for an airport.
The primary drawing in this set is the Airport Layout Plan. Other drawings may also
be included, depending on the size and complexity of the individual airport.
9) Facilities Implementation Plan — Provides a summary description of the recommended
improvements and associated costs. The schedule of improvements depends, in large
part, on the levels of demand that trigger the need for expansion of existing facilities.
2
10) Financial Feasibility Analysis — Identifies the financial plan for the airport, describes
how the sponsor will finance the projects recommended in the master plan and
demonstrate the financial feasibility of the program.
Evaluation of Yakima's Primary Runway and Required Length
During the development of the Airport Master Plan, one element reviewed was Yakima
Airport's existing runway length to ensure it was adequate to handle current and future
aircraft operations. Through a series of data collected with current aircraft operations URS
determined the critical aircraft for the airport is the Bombardier Q-400, operated by Alaska
Airlines. Although the Bombardier is listed as the critical aircraft for Yakima, the data
illustrated various types of aircraft requiring additional runway length to support flight
destinations greater than 1,500 miles in length. Given this information airport staff
worked with URS on various recommendations to address these concerns and came to a
conclusion to extend the primary Runway to 8,847 feet. This extension, which adds
approximately 1,243 feet to the west end of the runway, keeps the Runway Protection
Zone on airport property. This recommendation is also the least costly to construct in
order to meet current FAA standards.
Summary of Master Plan Elements
Airport staff and URS Corporation feel the Airport Master Plan is developed including
valuable information from key participants to provide the airport a functional product that
encompasses all aspects of the community's needs as well as aviation users. The Master
Plan is a key element, which will allow airport staff and City officials to make informative
and timely decisions to meet growing demands. Following the Airport's acceptance of the
Master Plan, steps should be taken to secure government agency approvals that are needed
to facilitate subsequent implementation of elements in the plan. These steps will include
obtaining City Council's concurrence with the Airport Master Plan of which will then be
forwarded to the FAA for formal approval.
3
AN ORDINANCE
ORDINANCE NO. 2015 -
relating to the regulation of land use, comprehensive planning,
and airport development in the City of Yakima adopting a new
Airport Master Plan, and amending appendix "D" of City of
Yakima's Yakima Urban Area Comprehensive Plan 2025,
December 2006 (Ord. 2006-62):
WHEREAS, the City of Yakima is required to plan under the Washington State Growth
Management Act (GMA) RCW 36.70A.040; and
WHEREAS, the GMA RCW 36.70A.200 requires all cities and counties planning under
the act provide and plan for essential public facilities such as airports, and state or regional
transportation facilities; and
WHEREAS, the RCW 36.70.547 requires every county, city, and town in which there is
located an airport that is operated for the benefit of the general public, whether publicly owned
or privately owned public use, shall, through its comprehensive plan and development
regulations, discourage the siting of incompatible uses adjacent to such airport; and
WHEREAS, the City of Yakima under a joint resolution with Yakima County, R-2011-99
accepted a grant on June 21, 2011 from the Federal Aviation Administration in the amount of
$477,642.00 for the development of the Airport Master Plan - AIP 03-53-0089-32, and
WHEREAS, the Yakima Air Terminal/McAllister Field entered into an agreement with
URS Corporation to develop the Airport Master Plan in accordance with the Federal Aviation
Administration's Advisory Circular 150/5070-6B, Airport Master Plans; and
WHEREAS, in accordance with RCW 36.70.547 the City of Yakima and URS provided
formal consultation with: Airport owners, managers, private airport operators, general aviation
pilots, ports, and the aviation division of the department of transportation, and scheduled and
conducted a series of public meetings concerning the plan; and
WHEREAS, following the above mentioned public input, URS did deliver the City's
Yakima Air Terminal / McAllister Field Airport Master Plan; and
WHEREAS, the City of Yakima Planning Division did conduct State Environmental
Policy Act Review (SEPA) on the draft plan which included public notice of the application and
opportunity to comment by citizen and agencies with environmental expertise from December
15, 2014, to January 5, 2015; and
WHEREAS, on January 9, 2015, the City of Yakima Planning Division reviewed all
submitted comments, forwarded them on the the Yakima Air Terminal Manager, and concluded
its SEPA review of the Yakima Air Terminal / McAllister Field Airport Master Plan issuing a
SEPA Determination of Non -Significance (DNS), where no appeals were filed during following
14 -day appeal period; and
1
WHEREAS, the City of Yakima and its consultant reviewed the submitted comments and
made appropriate changes; and
WHEREAS, the final draft Airport Master Plan was forwarded to the Federal Aviation
Administration for final review and approval, and has approved the draft plan; and
WHEREAS, the City Council has held a public hearing on March 3, 2015, pursuant to
notice, to consider adoption of the Master Plan; and
WHEREAS, the City Council of the City of Yakima, having considered the record herein,
hereby finds and determines that adoption of the Airport Master Plan and amendment of
appendix "D" of the Yakima Urban Area Comprehensive Plan 2025, December 2006 (Ord.
2006-62) is in the best interests of the residents of the City of Yakima and will promote the
general health, safety and welfare; therefore
BE IT ORDAINED BY THE CITY OF YAKIMA:
Section 1. The City of Yakima hereby adopts the Yakima Air Terminal / McAllister
Field Airport Master Plan, on file with the City of Yakima and incorporated herein by this
reference.
Section 2. Appendix "D" Documents Adopted by Reference of the City of Yakima's
Yakima Urban Area Comprehensive Plan 2025, December 2006 (Ord. 2006-62) is hereby
amended to include the Yakima Air Terminal / McAllister Field Airport Master Plan as approved
in Section 1 above.
Section 3. This ordinance shall be in full force and effect 30 days after its passage,
approval, and publication as provided by law and by the City Charter.
PASSED BY THE CITY COUNCIL signed and approved this 3rd day of March, 2015.
ATTEST:
City Clerk
Publication Date:
Effective Date:
2
Micah Cawley, Mayor
AIRPORT MAS- R PLAN
YAKIMA AIR TERMINAL / McALLISTER FIELD
`( NkW A\AZE\lM\NP.t
Moat\ CERF\ELO
URS
HLA
Huibregtse, Louman Associates, Inc.
Civil Engineering. Land Surveying++Planning
TABLE OF CONTENTS
Chapter 1: Executive Summary
1.1 Introduction 1-1
1.2 What Is the Goal or Purpose of This Airport Master Plan? 1-2
1.3 What Are the Project's Mission Statements? 1-2
1.3.1 Community and Agency Advisory Committee (CAAC) Statement 1-2
1.3.2 Technical Advisory Committee (TAC) 1-3
1.4 What Are the Components of an Airport Master Plan? 1-3
1.5 What Were the Key Issues for This Master Plan? 1-4
1.6 What Is the Approval Process for the Airport Master Plan? 1-5
1.7 Study Findings 1-5
1.7.1 Aviation Demand Forecasts 1-5
1.7.2 Airport Requirements 1-7
1.8 Airport Development Plan 1-8
1.9 Airport Layout Plan 1-10
1.10 Implementation Plan 1-12
1.11 Business Plan 1-15
Chapter 2: Existing Conditions
2.1 Introduction 2-1
2.2 Airport History 2-1
2.3 Existing Airport Plans 2-4
2.3.1 Previous Master Plan Update 2-4
2.4 Applicable Federal/State Plans 2-4
2.4.1 FAA National Plan of Integrated Airport Systems (NPIAS) 2-4
2.4.2 Washington State Department of Transportation Long -Term Air
Transportation Study (LATS) 2-5
2.5 Airport Facilities 2-5
Yakima Air Terminal/McAllister Field Master Plan
Page 1 1
Contents
2.5.1 Runways and Taxiways 2-7
2.5.2 Passenger Terminal Area 2-19
2.5.3 General Aviation Facilities 2-30
2.5.4 Fuel Storage and Distribution 2-35
2.5.5 Utility Systems 2-36
2.5.6 Perimeter Fencing 2-38
2.6 Environmental Data 2-38
2.6.1 Hydrology 2-38
2.6.2 Landfill 2-41
2.6.3 Wind and Weather 2-42
2.7 Historical Airport Activity 2-46
2.7.1 Commercial Airline Service Area 2-46
2.7.2 General Aviation Service Area 2-47
2.8 Existing Airport/Community Land Use Compatibility Planning 2-51
2.8.1 WSDOT — Airport Land Use Compatibility Program 2-51
2.8.2 City and County Ordinances 2-51
2.8.3 Airport Safety Overlay 2-52
Chapter 3: Forecast of Aviation
3.1 Introduction 3-1
3.2 Summary of Forecasts for YKM 3-3
3.3 Forecasting Process 3-4
3.4 Forecast of Commercial Activity 3-5
3.4.1 Background and Trends 3-5
3.4.2 Local Input 3-5
3.4.3 Forecast of Enplaned Passengers 3-9
3.4.4 Summary of Enplaned Passenger Projections 3-12
3.4.5 Forecasts by Others 3-16
3.4.6 Total Passenger Forecast 3-16
3.4.7 Forecast of Air Carrier Operations 3-17
3.4.8 Forecast of Commuter/Air Taxi Operations 3-18
3.4.9 General Aviation Operations 3-19
3.4.10 General Aviation Trends 3-20
Yakima Air Terminal/McAllister Field Master Plan
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Contents
3.4.11 Local Factors 3-21
3.4.12 General Aviation Forecast 3-22
3.4.13 Military Operations 3-27
3.5 Peaking 3-27
3.5.1 Total Annual Operations 3-31
3.6 Instrument Operations 3-31
3.7 Operations by Aircraft Type 3-32
Chapter 4: Facility Requirements
4.1 Introduction 4-1
4.2 Airfield Requirements 4-2
4.2.1 Runway Length Requirements 4-2
4.2.2 Runway Orientation and Wind Coverage 4-5
4.3 Runway Capacity 4-10
4.3.1 Design Standards 4-11
4.3.2 Requirement Recommendation 4-13
4.3.3 Runway Safety Areas (RSA) 4-14
4.3.4 Runway Object Free Areas (OFA) 4-15
4.3.5 Runway Protection Zones (RPZs) 4-15
4.4 Terminal Requirements 4-16
4.4.1 Passenger Terminal Building Requirements 4-16
4.4.2 Air Cargo Activity 4-21
4.5 Aircraft Storage Requirements 4-22
4.5.1 Hangar Storage Requirements 4-23
4.5.2 Based Aircraft Tiedown Storage Requirements 4-24
4.5.3 Transient Aircraft Tiedown Requirements 4-24
4.5.4 Summary of Aircraft Storage Requirements 4-25
4.5.5 Fixed Base Operator (FBO) Facilities 4-25
4.6 Automobile Parking and Access 4-27
4.7 Utilities and Drainage 4-27
4.8 Airport Support Facilities 4-27
4.8.1 Fuel Service 4-27
Yakima Air Terminal/McAllister Field Master Plan
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Contents
4.8.2 Perimeter Fencing/Equipment 4-27
4.8.3 Summary of Requirements 4-28
Chapter 5: Evaluation of Alternatives
5.1 Introduction 5-1
5.2 Runway Alternatives 5-5
5.2.1 Runway 9/27 5-5
5.2.2 Analysis of Runway 9/27 Alternatives 5-9
5.2.3 Runway 9/27 Recommendation 5-11
5.2.4 Runway 4/22 5-12
5.2.5 Runway 4/22 Recommendation 5-13
5.2.6 Taxiways 5-14
5.3 Terminal Alternatives 5-14
5.3.1 Analysis of Terminal Alternatives 5-17
5.3.2 Recommended Terminal Area Alternative 5-19
5.4 General Aviation/Aircraft Storage Requirements 5-20
5.5 Other Requirements 5-21
5.6 Airport Land Use Plan 5-22
Chapter 6: Airport Layout Plan
6.1 Introduction 6-1
6.2 Title Sheet 6-2
6.3 Airport Layout Plan 6-2
6.4 FAR Part 77 Airspace Plan 6-3
6.4.1 Primary Surface 6-3
6.4.2 Approach Surface 6-3
6.4.3 Horizontal Surface 6-4
6.4.4 Conical Surface 6-4
6.4.5 Transitional Surface 6-4
6.4.6 Inner Runway Approach Surfaces 6-4
6.5 Terminal and General Aviation Area Plans 6-5
6.6 Off -Airport Land Use 6-5
Yakima Air Terminal/McAllister Field Master Plan
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Contents
6.6.1 Height 6-6
6.6.2 Noise 6-6
6.6.3 Land Use Compatibility 6-12
6.6.4 Noise Impacts 6-14
6.7 Airport Property Map 6-19
Chapter 7: Financial Implementation Plan
7.1 Introduction 7-1
7.2 Estimates of Probable Cost 7-1
7.2.1 AIP Entitlement Grants 7-4
7.2.2 AIP Discretionary Grants 7-4
7.2.3 Washington Department of Transportation State Aviation Grants 7-4
7.2.4 Passenger Facility Charges 7-5
7.2.5 Private Third Party Financing 7-5
7.3 CIP Implementation Plan 7-8
7.3.1 Financial Summary 7-12
7.4 Business Plan 7-13
7.4.1 Overall Approach 7-14
7.4.2 Airport Revenues 7-14
7.4.3 Airport Expenses 7-18
7.5 Airport Operations and Management Budgets 7-19
Yakima Air Terminal/McAllister Field Master Plan
Page 1 V
Contents
FIGURES
Figure 1-1: Master Planning Process 1-1
Figure 1-2: Airport Master Plan Components 1-4
Figure 1-3: Airport Layout Plan 1-11
Figure 2-1: Airport Location Map 2-1
Figure 2-2: Yakima Air Terminal Development Timeline 2-2
Figure 2-3: Existing Airport Facilities 2-6
Figure 2-4: Existing Pavement Conditions 2-12
Figure 2-5: FAR Part 77, Imaginary Surfaces - Diagram 2-16
Figure 2-6: FAR Part 77, Imaginary Surfaces for YKM 2-17
Figure 2-7: Terminal Area 2-20
Figure 2-8: Terminal Floor Plan (First Floor) 2-22
Figure 2-9: Terminal Floor Plan (Second Floor) 2-23
Figure 2-10: Terminal Facility Assessment 2-24
Figure 2-11: GA Facilities - Key Plan 2-30
Figure 2-12: Northwest GA Area 2-31
Figure 2-13: GA Terminal Area 2-32
Figure 2-14: East GA Area 2-33
Figure 2-15: Southeast GA Area 2-34
Figure 2-16: Floodplains 2-41
Figure 2-17: All Weather Wind Rose 2-43
Figure 2-18: Visual Flight Rules (VFR) Wind Rose 2-44
Figure 2-19: Instrument Flight Rules (IFR) Wind Rose 2-45
Figure 2-20: Commercial Service Airports 2-46
Figure 2-21: Regional Airport Locations 2-48
Figure 4-1: Aircraft Runway Length Requirements 4-4
Figure 4-2: All Weather Wind Rose 4-7
Figure 4-3: Visual Flight Rules (VFR) Wind Rose 4-8
Figure 4-4: Instrument Flight Rules (IFR) Wind Rose 4-9
Figure 5-1: No -Action 5-6
Figure 5-2: Extend Runway 9/27 to 10,000 Feet 5-7
Figure 5-3: Extend Runway 9/27 to the Maximum Extent on Existing Airport Property (8,847
feet) 5-8
Figure 5-4: Aircraft Use of 8,847 -Foot Runway at YKM 5-12
Figure 5-5: Terminal Location Alternatives 5-17
Yakima Air Terminal/McAllister Field Master Plan
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Contents
Figure 5-6: General Aviation Development Alternatives 5-21
Figure 5-7: On -Airport Land Use Plan 5-23
Figure 6-1: A Comparison of Common Noise Levels 6-8
Figure 6-2: Converting SEL to DNL 6-10
Figure 6-3: Integrated Noise Model (INM) - Year 2012 6-15
Figure 6-4: Integrated Noise Model (INM) - Year 2030 6-17
TABLES
Table 1-1: Forecast Summary 1-6
Table 1-2: Summary of Facility Requirements 1-7
Table 1-3: Summary of Analysis of Alternatives 1-8
Table 1-4: Estimated Cost of Recommended Improvements 1-13
Table 2-1: Airport Runway Data 2-7
Table 2-2: Existing Conditions vs. C -III Design Criteria (Runway 9/27) 2-9
Table 2-3: Existing Conditions vs. B -I (small) Design Criteria (Runway 4/22) 2-10
Table 2-4: Navigational Aids 2-13
Table 2-5: Published Procedures 2-14
Table 2-6: Runway Protection Zone (RPZ) 2-15
Table 2-7: General Aviation Tenants (Northwest Area) 2-31
Table 2-8: General Aviation Tenants (Terminal Area) 2-32
Table 2-9: General Aviation Tenants (East Area) 2-33
Table 2-10: General Aviation Tenants (South Area) 2-34
Table 2-11: Commercial Service Airports 2-46
Table 2-12: Regional Airports 2-47
Table 2-13: Annual Enplaned Passengers 1990 through 2009 2-49
Table 2-14: Annual Operations: 1990 through 2009 2-50
Table 3-1: Forecast Summary 3-4
Table 3-2: Historical Enplaned Passenger Levels 3-8
Table 3-3: Enplaned Passengers Forecasts Based on Market Share Analyses 3-11
Table 3-4: Summary of Projections and Preferred Forecast of Enplaned Passengers 3-12
Table 3-5: Range of Enplaned Passenger Forecast 3-15
Table 3-6: Preferred Forecast Compared with TAF and LATS 3-16
Yakima Air Terminal/McAllister Field Master Plan
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Contents
Table 3-7: Forecasts for Total Passengers 3-17
Table 3-8: Forecasts of Annual Air Carrier Operations 3-18
Table 3-9: Forecast of Commuter/Air Taxi Operations 3-19
Table 3-10: Regional General Aviation Airports 3-20
Table 3-11: Forecasts for Based Aircraft 3-24
Table 3-12: Recommended YKM Fleet Mix Forecast 3-25
Table 3-13: General Aviation Operations Forecast 3-26
Table 3-14: Forecast of General Aviation Local and Itinerant Operations 3-27
Table 3-15: Forecast of Peak Period Activity 3-30
Table 3-16: Forecast of Total Annual Operations 3-31
Table 3-17: Forecast of Instrument Operations 3-32
Table 3-18: Forecast of Operations by Aircraft Type 3-34
Table 4-1: Existing Facilities Assessment 4-1
Table 4-2: Existing and Future Aircraft Use 4-3
Table 4-3: FAA Runway Design Program Output Airport and Runway Data 4-5
Table 4-4: Runway Capacity/Demand Comparison 4-11
Table 4-5: Existing Conditions vs. C -III Design Criteria (Runway 9/27) 4-12
Table 4-6: Existing Conditions vs. B -I (small) Design Criteria (Runway 4/22) 4-13
Table 4-7: Runway Protection Zone (RPZ) 4-15
Table 4-8: Terminal Building Requirements 4-17
Table 4-9: Automobile Parking Requirements 4-21
Table 4-10: Air Cargo Requirements 4-22
Table 4-11: Storage Distribution Percentages 4-23
Table 4-12: Hangar Requirements 4-23
Table 4-13: Based Aircraft Tiedown Requirements 4-24
Table 4-14: Transient Tiedown Requirements 4-24
Table 4-15: Aircraft Storage Requirements 4-26
Table 4-16: Total GA Facility Need 4-26
Table 4-17: Existing Facilities Assessment 4-28
Table 5-1: Summary of Alternative Analyses 5-2
Table 5-2: Analysis of Runway Alternatives 5-10
Table 5-3: B -I (small) Design Criteria (Runway 4/22) 5-13
Table 5-4: Summary of Terminal Location Analysis 5-19
Table 5-5: Summary of General Aviation Requirements 5-20
Table 6-1: Land Use Compatibility Matrix 6-13
Table 7-1: Estimated Cost of Capital Improvement Projects 7-2
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Contents
Table 7-2: Capital Improvement Projects — Probable Funding Sources 7-6
Table 7-3: 2014 Airport Capital Improvement Program 7-9
Table 7-4: Capital Improvement Projects — 2022 through 2030 7-11
Table 7-5: Project Funding 7-13
Table 7-6: YKM Growth Scenarios 7-21
Table 7-7: Potential Future Revenues Derived from Airport Operations 7-22
Table 7-8: YKM High Growth Scenario 7-23
Table 7-9: YKM Status Quo Growth Scenario 7-27
Table 7-10: YKM Low Growth Scenario 7-31
Table 7-11: YKM Preferred Forecast Scenario 7-35
Table 7-12: Financial Analysis — High Growth Scenario 7-39
Table 7-13: Financial Analysis — Status Quo Scenario 7-40
Table 7-14: Financial Analysis — Low Growth Scenario 7-41
Table 7-15: Financial Analysis — Preferred Forecast Scenario 7-42
SHEETS
Sheet 1: Title Sheet 6-21
Sheet 2: Airport Layout Plan 6-23
Sheet 3: Airspace Plan, Inner Approach - Runway 9/27 6-25
Sheet 4: Airspace Plan, Outer Approach - Runway 27 6-27
Sheet 5: Airspace Plan, Runway 4/22 6-29
Sheet 6: Inner Approach Surface, Runway 9/27 6-31
Sheet 7: Inner Approach Surface, Runway 4/22 6-33
Sheet 8: Terminal and General Aviation (East) Plan 6-35
Sheet 9: General Aviation (West and South) Plan 6-37
Sheet 10: On -Airport Land Use Plan 6-39
Sheet 11: Airport Community Land Use Plan 6-41
Sheet 12: Airport Property Map Exhibit A 6-43
Yakima Air Terminal/McAllister Field Master Plan
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Contents
APPENDICES
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Glossary of Terms
Terminal Facility Assessment
Pavement Management Plan
Approach/Departure Plates
City and County Ordinances
Airport Layout Plan Checklist
SEPA Checklist
WSDOT Land Use
Yakima Air Terminal/McAllister Field Master Plan
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1
1.1 INTRODUCTION
The Yakima Air Terminal/
McAllister Field (YKM)
Master Plan has been
developed to guide future
airport development to
accommodate long-term
growth in airline, air cargo,
general aviation, aviation
industrial and military needs.
The successful completion of
this master plan is the result of
a collaborative effort among
airport and community
stakeholders which included
the City of Yakima, the
Federal Aviation Admin-
istration (FAA), Yakima
County, the City of Union
Gap, airport tenants, regional
agencies and the general
public. This process is
depicted in Figure 1-1.
EXECUTIVE SUMMARY
Stakeholder �'
Participation
(
Implemenatlon
Plan
I` Airport
Requirements
Anaylses
Airport Layout
Plan
Concept
Development
Figure 1-1: Master Planning Process
The YKM Master Plan
followed a logical process that proceeded with consistent review and comments from the public and
stakeholder groups throughout. Additionally, the master plan's scope was expanded to include three
specialized analyses:
1. A detailed assessment of the passenger terminal building including recommendations for
future terminal development,
2. An evaluation of all paved areas on the airport (including airfield, roadways and parking
lots) and an update of the Pavement Conditions Index (PCI) report. The result is a
Yakima Air Terminal/McAllister Field Master Plan
Page 1 1-1
Chapter 1 ♦ Executive Summary
detailed Pavement Maintenance Program that is included in the proposed Capital
Improvement Program (CIP),
3. An analysis of the airport's financial condition and assessment of its ability to generate
sufficient funds to implement the CIP.
The final master plan provides a phased schedule for development and gives the City advanced
notice of pending needs to aid in future scheduling and budgeting. The master plan will guide the
physical growth of the airport in coordination with future demand for services, available funding,
and environmental considerations. The airport master plan uses text, drawings, pictures and graphs
to explain plans for future development both on and around the airport.
1.2 WHAT IS THE GOAL OR PURPOSE OF THIS
AIRPORT MASTER PLAN?
The goal of the master plan is to provide a framework to guide future airport development that will
effectively satisfy aviation demand, while giving full consideration of potential environmental and
socioeconomic impacts. The master plan provides the tools necessary to react to uncertainties by
examining key trends in the aviation industry, such as changing airline business models,
improvements in technology, and local/regional economics that could affect airport activity.
1.3 WHAT ARE THE PROJECT'S MISSION
STATEMENTS?
At the initiation of the master plan, key stakeholders including airport tenants, users, neighbors, local
governmental entities (City of Yakima, Yakima County, and City of Union Gap), economic
development agencies (Chamber of Commerce, Economic Development Agencies), and others
participated in stakeholder interviews and workshops to establish the community issues to be
addressed during the development of the plan. As a result of these, project mission statements were
developed to help guide the effort of the planning team. These are as follows.
1.3.1 Community and Agency Advisory Committee (CAAC) Statement
The CAAC included owners of property in the area surrounding the airport; elected representatives
of the communities in the vicinity; planning commissioners from Union Gap, City of Yakima and
Yakima County; and economic development organizations and the Chambers of Commerce from
those same communities. The input of this committee resulted in the following mission statement:
Yakima Air Terminal/McAllister Field Master Plan
1-2 1 Page
Executive Summary ♦ Chapter 1
"The YKM master plan should result in an airport that serves the community (cities and county),
provides reliable air service, and is a safe, first-class regional facility that remains compatible with
the community."
1.3.2 Technical Advisory Committee (TAC)
The TAC was comprised of aviation, business, community, and public interests (i.e. pilots,
passengers, airline representatives, local and regional governmental entities, airport tenants, Fixed
Base Operator (FBO), air cargo companies, property owners, "at -large" positions (reserved for
citizens) and airport board members. The input of this committee resulted in the following mission
statement:
"The YKM master plan should promote aviation, establish a clear vision to be followed by the
City, be implementable, financially feasible, and adoptable by the FAA, county, and cities."
1.4 WHAT ARE THE COMPONENTS OF AN
AIRPORT MASTER PLAN?
Developing the master plan followed a process that included;
• Collect and analyze data regarding existing facilities, current activity and operations
• Develop aviation activity forecasts for a twenty-year time period
• Determine the future requirements for facility expansion or upgrade needed to accommodate
activity growth
• Develop alternative concepts for airport development and analyze the best course for future
development decisions with respect to cost, environmental factors, land use compatibility
and other factors.
• Develop a financial implementation plan
• Conduct an environmental review/analysis
• Prepare the Airport Layout Plan (ALP) in accordance with federal airport operating and
design standards
The following chart shows the process used over the course of plan development.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 1-3
Chapter 1 • Executive Summary
DETERMINATION
OF REQUIREMENTS
ALTERNATIVE IMPLEMENTATION
ANALYSIS Operational PLAN
Screening
Demand
Capacity
Analysis
Airfield
Alternatives
Engineering
Screening
Airport
Layout
Plan
REPORTING
AND
FINALIZATION
Airport
Community
Inventory
Forecasts
Terminal
Alternatives
Environmental
Screening
Recommende
Airport Plan
Financial
Implementation
Plan
Draft Master
Plan and ALP
Final Master
Plan and ALP
Capital
Improvement
Plan
Facility
Requirements
Landslide
Alternatives
Financial
Screening
AIRPORT APPROVAL
FAA ACCEPTANCE
Environmental
Analysis
Community!
Pditical
Screening
TAC/CAAC
TAC/CAAC
TAC/CAAC PUBUC
Figure 1-2: Airport Master Plan Components
1.5 WHAT WERE THE KEY ISSUES FOR THIS
MASTER PLAN?
The key issues addressed in this master plan include: (1) the need for an extension to Runway 9/27,
(2) the future for Runway 4/22, (3) revisions to the Airport Safety Overlay Zone, (4) planning for a
new passenger terminal, (5) the development of additional general aviation facilities, and (6) the
preservation of airport lands for potential use by aircraft manufacturing or maintenance facilities.
Yakima Air Terminal/McAllister Field Master Plan
1-4 1 Page
Executive Summary ♦ Chapter 1
1.6 WHAT IS THE APPROVAL PROCESS FOR THE
AIRPORT MASTER PLAN?
Airport master plans are approved by the legal sponsor, or "owner," of the airport, in this case the
City of Yakima. FAA will accept the master plan once it is approved by the City. The FAA's
acceptance of the plan represents acceptance of the general location of future facilities with respect
to the safety, efficiency, and utility of the airport. Additional approvals and steps are needed before
the FAA will move a planned project into the design and construction phase.
Once formal approval of the master plan is complete, the local jurisdictions (Yakima County, the
City of Yakima and the City of Union Gap) are encouraged to adopt the plan's recommendations
into their Comprehensive Planning process.
1.7 STUDY FINDINGS
1.7.1 Aviation Demand Forecasts
Forecasts of future activity were prepared using methods detailed in FAA Advisory Circular (AC)
15015070-6B "Airport Master Plans." Details of the historical information used as the forecast base,
the assumptions used, and final decisions regarding the development of the forecasts are contained in
Chapter 3, the following six items summarize the results.
The growth in the number of commercial passengers using YKM will continue to be influenced by
the level of service at both the Tri -Cities and Seattle -Tacoma International Airports until such time
as additional service destinations are added to the Yakima schedule. Efforts by the City of Yakima,
Yakima County and other local supporters of the airport, such as the Chamber of Commerce and the
Yakima Valley Development Agency successfully attracted SeaPort Airlines, which offered six daily
flights to Portland International Airport and Pangborn Memorial Airport in Wenatchee beginning in
March 2012 and ending in December 2012. This additional passenger service expanded the range of
the commercial market at YKM but was ultimately unsuccessful due to financial and operational
factors common to start-up airlines.
Increase scheduled commercial service will be driven by increasing passenger levels, airline
decisions regarding new destinations, and overall airline profitability. This means that adding flights
to the daily schedule will depend on whether the airline is attaining satisfactory load factors on its
existing flights. In other words, the aircraft operating at YKM will need to depart with profitable
load factors before flights are added. Since it is likely that service will continue to be offered on 75 -
to 100 -passenger aircraft, such as the Bombardier Q-400 currently being used by Alaska Airlines or
Yakima Air Terminal/McAllister Field Master Plan
Page 1 1-5
Chapter 1 ♦ Executive Summary
a similarly sized regional jet, this translates to an average of 80 percent loads or 60 to 80 passengers
per departure.
Air cargo and air taxi operations are primarily carried out by the three carriers using small turboprop
aircraft such as the Cessna Caravan, Embraer 120, or Cessna 340. Cargo service will continue to
expand as the population in the Yakima Valley grows however this service will continue to be
offered by small "feeder" aircraft operating from YKM to the carriers' bases at Boeing Field,
Spokane International Airport, or Seattle -Tacoma International Airport.
The general aviation community in YKM is healthy and active and the forecasts show continued
growth is expected over the 20 -year forecast period. It is assumed the business aviation sector will
remain the most active and that business-related operations will increase in the future. Sport aviation
and private flights in small, piston aircraft will also remain active at YKM.
The number of aircraft based at YKM will continue to grow as aircraft owners seek the services
offered at YKM and take advantage of the good flying weather in the valley.
Military operations at YKM consist primarily of training on the Instrument Landing System (ILS).
Future use by the military is unpredictable, but this forecast assumes the military will continue to use
the airport as it has in the past. Table 1-1 shows the anticipated growth in activity levels forecast for
YKM.
Table 1-1: Forecast Summary
inplaned Pass
operations
Lommercial'
Lir Cargo/Air Taxi
General Aviation
Military
Iotal Operations
Lod Aircraft
J1
Actual7
2010 2015 2020 2025 2030
58,994 65,134 75,508 96,370 122,995
2,190 2,285 2,483 2,983 3,596
5,777 6,222 6,701 7,219 7,778
38,481 40,130 42,132 44,287 46,651
4,040 4,040 4,040 4,040 4,040
50,488 52,677 55,357 58,529 62,065
162 175 185 196 208
Source: Actual - AirportRecords
Forecast - URS
Yakima Air Terminal/McAllister Field Master Plan
1-6 1 Page
Executive Summary ♦ Chapter 1
1.7.2 Airport Requirements
The master plan next looked at the existing facilities at YKM and assessed their ability to
accommodate the forecast activity levels. Any capacity deficiencies were identified as were actions
needed to correct them. Issues addressed were the ultimate configuration of the airfield, the
passenger terminal, air cargo facilities, aircraft hangar and apron areas, Fixed Base Operator (FBO)
facilities, access and vehicle parking, utilities, and aviation support facilities. A summary of the
requirements is presented in Table 1-2.
Table 1-2: Summary of Facility Requirements
Actual
Conclusions
Airfield System 1
Passenger Terminal
Automobile Parki
ini.
Air Cargo
Based Aircraft Ha
Storage
FBO and support
facility expansion
Fueling
The wind coverage and capacity needs at YKM are met by a single runway.
Runway 9/27, at 7,604 feet, provides sufficient take -off length for most of the
aircraft forecast to use the airport. However, if unanticipated demand arises or if the
City successfully attracts new aviation related businesses, the runway may need to be
extended in the future.
The passenger terminal building needs to be remodeled and renovated to serve short-
term needs and will require expansion before 2020. Terminal maintenance issues
may require that action be taken sooner to maintain an acceptable level of passenger
service.
URS recommends expanding the public, rent -a -car ready/return and parking area
prior to 2020.
Although air cargo is forecasted to continue to consist of feeder service using small
aircraft, additional space will need to be provided in the future, either by remarking
existing pavement or by constructing a new air cargo apron.
With the forecasted growth in based aircraft, as well as the existing unmet demand
for hangar space, additional area for hangar development will need to be made
available.
Expanded FBO facilities will be required to provide support for the general aviation
community. These facilities will provide not only aircraft maintenance hangars, but
also pilot lounge areas, area for fueling aircraft, and sufficient space for transient
J aircraft parking.
The current system is adequate, assuming the private sector continues to upgrade its
facilities and improve delivery as needed.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 1-7
Chapter 1 ♦ Executive Summary
1.8 AIRPORT DEVELOPMENT PLAN
The facility requirements that require physical improvements are identified in the preceding and
alternative ways to meet them were developed and compared with a preferred development plan
selected as the basis for the Airport Layout Plan (ALP). The findings of the alternative analyses are
summarized in the following table.
Table 1-3: Summary of Analysis of Alternatives
Issue
Miirport Classification and
Design:
1
IAA ARC Classification
1 Runways:
p
Runway Length
Crosswind Runway
Conclusions
C -III for all airfield facilities.
The recommendation is to extend
the runway to 8,847 feet.
It was necessary to assure that the
existing length of 7,604 feet is
maintained on Runway 9/27 to
accommodate all forecast
operations. Preserving the
potential for a runway extension
should demand for additional
length occur in the future, either to
accommodate new aircraft or as
part of a strategic plan to attract
new airport tenants was
determined to be essential to the
long term goal of using the airport
as a central component of
community economic
development.
FAA standards have shown that
Runway 4/22 is not required for
either capacity or wind coverage.
Therefore the runway is not
eligible for continued FAA
funding.
Summary
No alternatives were considered.
Three alternatives were considered
including: (1) keeping the runway at
its current length; (2) maintaining
the previous master plan's
recommendation for extension of
the runway to 10,000 feet; or (3)
extending the within the current
airport property lines (8,847 feet).
The alternatives considered were to
either close the runway and
redevelop the land for other airport
purposes or for the City to commit
locally generated funds to its long-
term maintenance and operation.
The City has determined that the
runway should continue to function
until the cost of maintenance
exceeds the City's ability to finance
them.
Yakima Air Terminal/McAllister Field Master Plan
1-8 1 Page
Recommend construction of
corporate and T -hangars
New FBO facilities are required to
provide support for the general
aviation community
Build or No -build
Build or No -build
1
Executive Summary ♦ Chapter 1
Table 1-3: Summary of Analysis of Alternatives (Continued)
Issue
Terminal Facilities:
Conclusions "MEV Summary
Passenger Terminal Building
Support Facilities
The existing terminal building will
need to be larger to accommodate
increases in enplaned passengers.
Additionally, the condition of the
existing building is such that major
maintenance and rehabilitation
efforts will be needed to keep it
functional.
The airline apron, automobile
parking, and other facilities
associated with the passenger
terminal are included in the
alternative discussion related to the
terminal building.
Two primary alternatives were
considered: the first maintains
operations in the existing terminal
building and the second constructs a
new terminal to replace the existing.
Several alternatives were considered
as to the ultimate location of a new
terminal.
It is recommended that a new
terminal be constructed at the
existing site in order to continue to
use the aircraft apron and
automobile parking facilities.
All decisions for these facilities will
be driven by the ultimate decision
regarding the location of the
terminal building.
General Aviatio
General Aviation Facility
The existing GA areas will need to
grow in order to accommodate the
increased demand for hangar and
aircraft parking aprons.
Primary consideration has been
given to where new GA
development should occur.
The recommended actions are to
have the City purchase those
facilities that are part of the closed
Noland Dacoto facility and reopen
them to airport use. Additional
demand should be accommodated in
the south GA area.
Based Aircraft Hangar Storage
Fixed Base Operator (FBO) and
support facility expansion
Support Facilities:
Fueling
J
Airport Maintenance
The current system is adequate.
The private sector will continue to
upgrade and improve as needed.
Recommend consolidated
maintenance facility be
constructed.
None
On- or off -airport site.
Yakima Air Terminal/McAllister Field Master Plan
Page 1-9
Chapter 1 ♦ Executive Summary
1.9 AIRPORT LAYOUT PLAN
The YKM Airport Layout Plan, Figure 1-3, depicts the existing airport facilities and the
recommended improvement projects. Specifically shown on these drawings are;
1. The eventual extension of Runway 9/27 to a total length of 8,847 feet to allow the City to be
prepared to provide added length when it becomes necessary. Although demand for this
extension is not anticipated during the 20 -year time horizon it could materialize at any time
should the city's efforts to attract industry to the airport be successful.
2. The continued maintenance of Runway 4/22 as pavement conditions deteriorates and the
surface becomes unsuitable for aircraft operations. Repairs to this runway are not eligible for
federal funds.
3. Reconfiguration of some access taxiways and taxilanes to eliminate direct access to the
runway. These changes are proposed to lessen the possibility for runway incursions.
4. The addition of a partial parallel taxiway on the south side of Runway 9/27 to increase safety
by providing runway crossings at the end of the runway instead of at the intersection.
5. Construction of a new passenger terminal building at the site of the existing building. This
allows for the continued use of the access and parking facilities as well as of the concrete
aircraft apron.
6. Acquisition of portions of the former Noland-Dacoto property and returning the hangars and
aviation facilities to service to accommodate increases in general aviation demand.
7. Construction of an additional parallel taxiway to the South GA area to allow for two way
traffic from the hangars to the runway.
Yakima Air Terminal/McAllister Field Master Plan
1-10 1 Page
Executive Summary • Chapter 1
Figure 1-3: Airport Layout Plan
1
t
4
s.
5
d
c
1 ,1r1) 1j'
i Ili151104,
1
11
Yakima Air Terminal/McAllister Field Master Plan
Page I 1-11
Chapter 1 ♦ Executive Summary
1.10 IMPLEMENTATION PLAN
An estimate of the probable cost of each recommended project was prepared for all projects. These
are shown in Table 1-4. The table also includes information regarding the possible sources of
funding for the projects. As shown the cost of implementation is approximately $60 million.
However, the cost shown for the extension of Runway 9/27 and the rehabilitation of Runway 4/22
are not included as part of our capital development plan. Therefore the required investment
envisioned for the 20 -year period is closer to $50 million. Of this $50 million, the majority of the
projects are eligible for funding under the Airport Improvement Program (AIP).
AIP funds are allocated by a formula driven by the number of annual enplaned passengers. The
FAA evaluates all airport grant requests using a priority ranking system weighted toward safety,
security, airfield pavement and airfield capacity projects. Other projects, such as terminal building
construction and maintenance and construction of main access/entrance roads, are also eligible but
receive lower priority rankings. Within the entitlement amount, up to 90 percent of eligible project
costs are funded for non -hub airports such as YKM with the remaining 10 percent provided from
other, local sources. Given current entitlement distribution formulas, the City can receive up to
$1,000,000 per year from the AIP for use on eligible projects.
AIP discretionary grants are also occasionally awarded to airports for high priority projects that
enhance safety, security or airport capacity but which would be difficult to fund within the
entitlement program. These grants are over and above the airport's entitlement funding. The
amounts of individual discretionary grants vary but can be significant in comparison to entitlements.
Discretionary grant applications are evaluated based on need, the FAA's project priority ranking
system, the FAA's assessment of a project's significance within the national airport and airway
system and funding availability.
Additionally the Aviation Safety and Capacity Expansion Act of 1990 established the authority for
commercial service airports to apply to impose a Passenger Facility Charge (PFC) of up to $3 per
enplaned passenger. AIR -21, enacted in 2000, increased the allowable PFC level to $4.50. The
proceeds from PFCs are eligible to be used for AIP eligible projects and for additional projects that
preserve or enhance airport capacity, safety or security; mitigate the effects of aircraft noise; or
enhance airline competition. PFCs may also be used to pay debt service on bonds and other
indebtedness incurred to carry out eligible projects. PFC funds are collected at YKM and the
proceeds are dedicated to meeting the local funding requirements of the CIP.
Yakima Air Terminal/McAllister Field Master Plan
1-12 1 Page
Executive Summary ♦ Chapter 1
Table 1-4: Estimated Cost of Recommended Improvements
irM
Project
Airfield Projects
Extend Runway 9-27
Reconstruct Runway 4-22
Enhanced Pavement Markings
Lighting Replacement Runway 9-27
Taxiway Lighting Replacement
Snow Removal Equipment - Sweeper and
Tractor
Snow Removal Equipment - Vacuum
Truck
Snow Removal Equipment - Broom and
Snow Blower
New ARFF Vehicle
Security Upgrades (Gates)
Wildlife Hazard Assessment
Total
Terminal Construction
Conduct Environmental Analysis
Construct Terminal Building
Terminal Apron
Expand Auto Parking
Total
Total Cost
$5,136,586
$2,459,309
$575,904
$575,904
$575,904
$500,150
$392,975
$1,071,750
$1,571,900
$714,500
$71,450
$13,646,332
Federal
Funding
1
$4,622,927
$0
$518,314
$518,314
$518,314
$450,135
$353,678
$964,575
$1,414,710
$643,050
$64,305
$10,068,321
$122,900
$19,913,329
$1,261,021
$146,615
$21,443,866
$110,610
$17,921,996
$1,134,919
$0
$19,167,525
WSDOT
Funding
$0
$250,000
$0
$0
$0
$0
$0
$0
$0
$0
$0
$250,000
$0
$0
$0
$0
$0
Local
Funding
$513,659
$2,209,309
$57,590
$57,590
$57,590
$50,015
$39,298
$107,175
$157,190
$71,450
$7,145
$3,328,011
$12,290
$1,991,333
$126,102
$146,615
$2,276,340
Yakima Air Terminal/McAllister Field Master Plan
Page 1 1-13
Chapter 1 ♦ Executive Summary
Table 1-4: Estimated Cost of Recommended Improvements (Continued)
Project
'ost
Federal 1 WSDOT 1 Local
Funding Funding Funding
General Aviation Projects
Purchase Noland Decoto Property
Hangar Rehabilitation (Noland Decoto
Property)
Site Preparation
Environmental Mitigation
Utilities
Apron/Taxiway Pavement
Access Roadways (21st Ave)
Parallel Access Taxiway
Stub Parallel Taxiway
Total
Pavement Management Projects
Rehabilitate Runway 9-27 Blast Pads
Rehabilitate Taxiway A and Connectors
Rehabilitate Taxiway B and Connectors
Rehabilitate Taxiway C North of Rwy 9 -
Preventive Maintenance on Taxiway C
South of Rwy 9-27 and Connectors
Rehabilitate Northwest Aprons
Maintain Terminal Area Aprons
Rehabilitate Eastern Aprons
Maintain Southeast Aprons
Rehabilitate Taxilanes
Maintain Auto Parking Lots
Maintain Perimeter Road
Total
Total Program
27
$1,309,000
$71,450
$693,958
$37,897
$142,900
$3,096,136
$172,552
$793,095
$1,187,821
$7,504,808
1
$71,443
$11,580,159
$680,561
$175,053
$18,348
$1,530,459
$943,140
$1,571,543
$2,572
$278,655
$25,722
$ 857,400
$1 7, 735,055
$60,330,061
$1,178,100
$0
$624,562
$34,107
$128,610
$2,786,522
$155,297
$713,786
$1,069,038
$6,690,022
$0 $130,900
$0 $71,450
$0 $69,396
$0 $3,790
$0 $14,290
$0 $309,614
$0 $17,255
$0 $79,310
$0 $118,782
$0 $814, 786
$64,299
$10,422,143
$612,505
$157,547
$16,514
$1,377,413
$0
$1,414,388
$0
$250,790
$0
$771,660
$15,087,258
$51,013,127
$3,572 $3,572
$250,000 $908,016
$34,028 $34,028
$8,753 $8,753
$917 $917
$250,000 $403,046
$250,000 $693,140
$78,577 $78,577
$1,286 $1,286
$13,933 $13,933
$12,861 $12,861
$42,870 $42,870
$946, 797 $2,200,999
$1,196,797 $8,620,137
Yakima Air Terminal/McAllister Field Master Plan
1-14 1 Page
Executive Summary ♦ Chapter 1
1.11 BUSINESS PLAN
The information in Table 1-4 shows the capital needs of the airport. It needs to be determined if the
City can fund both Capital Improvement Projects and annual airport operations and maintenance.
The business analysis examined the airport's annual revenues and expenditures to determine whether
it is in a financial position that provides an annual surplus or deficit. Since the City currently carries
the primary financial responsibility for the maintenance, operation and capital improvements at the
airport.
Airport revenue sources range from the direct such as fuel taxes, aircraft storage fees and other fees
assessed for facility usage to the indirect such as contributions from area governmental entities.
Operating revenues are those directly attributable to operation of the airport as a business enterprise.
These can be expected to vary over time as changes in the level of activity at the airport and the
commercial and general aviation industry as a whole have influence over the types of activity from
which the revenues are generated.
Over the same period expenses at YKM include those directly related to the day-to-day operation
and maintenance of the airport, capital projects needed to maintain and/or expand airport facilities,
indirect costs associated with allocation of overhead, debt service on long-term loans and
governmental fees and assessments. These have been estimated in the CIP and O&M projections in
the master plan.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 1-15
2
EXISTING CONDITIONS
2.1 INTRODUCTION
Yakima Air Terminal/McAllister Field (YKM) is located in Yakima County within the City of
Yakima and covers an area of 825 acres. The main entrance is at the intersection of South 24th
Avenue and West Washington Avenue
approximately three miles southwest from the
Interstate 82/State Route 12 Interchange.
There are two active runways at the airport.
Runway 9/27 is paved with asphalt and is 150
feet wide by 7,604 feet in length. There is a
Localizer back course non -precision approach
to Runway 9 and a precision approach to
Runway 27.
Runway 4/22 is also paved with asphalt and is
150 feet wide by 3,835 feet in length. There
are visual approaches to both runway ends.
2.2 AIRPORT HISTORY
Yakima Air Terminal/McAllister Field
provides the primary air transportation access
for the City of Yakima (pop. 91,000 in 2010),
Yakima County (pop. 235,000 in 2010) and
the entire Yakima valley. To accommodate the
increasing population and commerce opportunities of the Yakima Valley, the airport has been
continually upgraded since its inception in the early 20th century. The chronology of the airport is
shown on the timeline and descriptions on the next two pages.
West Valley
Snmmitview Ave.
Yakima
W. Nob Hill Blvd.
W. Washinglon Ave.
W. Ahtanum Rd.
Yakima AirTerminal Union Gap
McAllister Field
Figure 2-1: Airport Location Map
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-1
Chapter 2 • Existing Conditions
1928
Yakima County purchased
an 80 acre field on which
to construct an airport.
1936
45 additional acres were
purchased and a Works
Progress Administration
(WPA) project instituted to
clear, grade and pave a
3,750 ft. east -west runway
(9-27) and a 3,000 ft.
northeast -southwest
crosswind runway (4-22).
These improvements
enabled air mail and
commercial to be initiated.
1
1942
An Airport Traffic Control
Tower (ATCT) was
constructed to assist with
pilot training.
1932
A 2,600 ft. gravel runway
was developed and a
drainage system for the
property was installed.
Aavax
�.r
0: ,5x,: 1L,i
1941
The National Defense
Program supplied funding
for airport expansion that
included:
• The original runway 9-27
was converted to a
parallel taxiway
• A new 5,000 ft. runway
9-27 was constructed.
• Runway 4-22 was
extended to 4,000 ft.
• A new north -south
runway (16-34) was __
constructed to a length
of 4,000 ft.
• Both Runways 4-22 and
16-34 were constructed
with full parallel
taxiways.
1948
The City of Yakima
purchased the Airport
from the County of Yakima
for $46,000 (estimated
property value at the time
was $1.4M). The first
passenger terminal was
constructed for $200,000
shortly thereafter.
1943
Airport utilities (power and
telephone lines) were
relocated to
accommodate United
States military standards.
1960
The passenger terminal
building was expanded
and modernized.
1953
An Instrument Landing
System (ILS) was installed
on runway 9-27
Figure 2-2: Yakima Air Terminal Development Timeline
Yakima Air Terminal/McAllister Field Master Plan
2-2 1 Page
[ r i l rr r r[ r i i ,) n �; .� [� fl r
1979
Runway 16-34 was closed
and converted to a
taxiway.
1988
The threshold for Runway
22 was relocated to allow
safe clearances over West
Washington Street,
resulting in a runway
length of 3,835 ft.
1967
• Runway 9-27 was
extended by 1,100 ft. -
to a total length of
7,604 ft. to
accommodate
increasing jet traffic.
•The passenger terminal
building was expanded.
• Yakima Fire Station No.
4 was constructed
adjacent to the terminal
building to provide
Aircraft Rescue and Fire
Fighting (ARFF)
capabilities at the
airport.
1982
The City of Yakima and
Yakima County entered
into a joint operational
agreement to share
operational and
maintenance costs for the
airport.
1999
The terminal building was
rehabilitated and
expanded.
1996
Runway 9-27 was
reconstructed with a new
asphalt concrete overlay.
141)14ii
2002
Security fencing was
installed around the
southem perimeter of the
airport.
.i ROM
1»
2001
• Portions of taxiways
Bravo and Charlie north
of Runway 9-27 were
overlaid.
• A new service/ARFF
road was constructed
from around the Runway
9 threshold to Spring
Creek Road
• Runway End Identifier
Lights (REILs) were
installed on Runways 4
and 22, and Precision
Approach Path
Indicators (PAPIs) were
installed on Runways 4,
22, and 27.
2010
Runway 9-27 was
reconstructed and brought
to FAA standards.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-3
Chapter 2 ♦ Existing Conditions
2.3 EXISTING AIRPORT PLANS
2.3.1 Previous Master Plan Update
The latest Airport Master Plan prepared for the Yakima Air Terminal/McAllister Field was
published in 2003. The following are key recommendations of this master plan:
1. Extend Runway 9/27 to a total length of 10,160 feet
2. Extend Runway 4/22 to 4,420 feet
3. Construct a new parallel taxiway south of Runway 9/27
4. Develop new air cargo facilities
5. Update and modify the passenger terminal
6. Acquire property to protect runway approach surfaces
7. Institute and follow a pavement rehabilitation program
8. Remove FAR Part 77 obstructions
9. Expand the general aviation area
In addition, a number of facility expansion and renewal projects intended to bring the airport into full
compliance with FAA's Airport Design Standards were included. Since 2003, the recommendation
to extend Runway 9/27 has been questioned and the local jurisdictions surrounding the airport have
asked for additional information regarding its ultimate length. Additionally, wind analyses have
shown Runway 4/22 may not meet FAA criteria for crosswind runways and its future is in question.
One of the goals of this master plan is to revisit these recommendations to reassess their need or to
revise the recommendation.
2.4 APPLICABLE FEDERAL/STATE PLANS
2.4.1 FAA National Plan of Integrated Airport Systems (NPIAS)
The National Plan of Integrated Airport Systems (NPIAS) is used by the Federal Aviation
Administration (FAA) to identify airports within the United States and its territories critical to the
nation's air transportation system. Airports listed in the NPIAS are eligible for Federal Development
Grants under the Airport Improvement Program (AIP). Yakima Air Terminal/McAllister Field is
Yakima Air Terminal/McAllister Field Master Plan
2-4 1 Page
Existing Conditions ♦ Chapter 2
listed as a `Non -hub Primary Ailport'1 in the NPIAS and is one often such airports in \Washington
State.
2.4.2 Washington State Department of Transportation Long -Term Air
Transportation Study (LATS)
The Washington State Department of Transportation's (WSDOT) Long -Term Air Transportation
Study (LATS) is a strategic planning effort for the aviation system in Washington. According to the
LATS, YKM is classified as a Commercial Service Airport
Commercial Service Airports provide scheduled passenger air carrier and/or commuter service to in-
state, domestic, and (in some cases) international destinations. Some of these airports also serve
regional air cargo demand and many accommodate significant levels of general aviation activity.
Commercial Service Airports are mostly located in large population centers. The extent of a
Commercial Service Airport's service area, as defined by driving time and population, depends upon
the type of air service provided. Typically, these airports are classified as primary or commercial
service airports in the NPIAS (WSDOT, 2009).
2.5 AIRPORT FACILITIES
Existing airport facilities at YKM include two active runways and a full parallel taxiway system,
runway and taxiway lighting systems, visual and electronic navigational aids, general aviation
hangars and tiedown aprons, a passenger terminal building and support facilities, airport offices and
maintenance building. Figure 2-3 shows the existing facilities at YKM. These are discussed in the
following section.
1 Non -hub Primary Airport' - Commercial service airports that enplane less than 0.05 percent of all commercial
passenger enplanements but have more than 10,000 annual enplanements are categorized as non -hub primary
airports. There are 244 non -hub primary airports that together account for 3 percent of all enplanements. These
airports are heavily used by general aviation aircraft with an average of 95 based aircraft per airport.
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Page 1 2-5
Chapter 2 ♦ Existing Conditions
Figure 2-3: Existing Airport Facilities
Yakima Air Terminal/McAllister Field Master Plan
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Existing Conditions ♦ Chapter 2
2.5.1 Runways and Taxiways
The airfield at YKM consists of two runways, 9/27 and 4/22. Runway 9/27, the primary runway, is
7,604 feet long, 150 feet wide, and has a Category I precision instrument approach available on
Runway 27 and non -precision approaches on Runway 9. Taxiway A is the full length parallel
taxiway to Runway 9/27 with a runway/taxiway centerline separation distance of 400 feet.
Runway 4/22 is the 3,835 -foot -long, 150 -foot -wide crosswind runway with full parallel Taxiway B.
The runway/taxiway centerline separation for these is 313 feet.
Table 2-1: Airport Runway Data
Runway Imensions
Pavement Las
Pavement Strength (in 1,000 lbs.)
Runway Safety Area (RSA)
Object Free Area (OFA)
Obstacle Free Zone (OFZ)
Runway Lighting
Runway 4/22
3,835'
150'
Asphalt
70 (S), 80 (D), 120 (DT)
4,315' x 120'
4,315' x 250'
4,215' x 250'
MIRL
Runway 9/27
7,604'
150'
Grooved Asphalt
95 (S), 160 (D), 220 (DT),
550 (DDT)
9,604' x 500'
9,604' x 800'
8,004' x 400'
HIRL
Runway End
Runway Approach Category
Runway Approach Slope
Runway Markings
Instrumentation / Approach Aids
Visual Aids
4 22
9 27
Visual Visual Non -Precision Precision
20:1 20:1 34:1 50:1
Basic Basic Non -Precision Precision
Localizer,
GPS/RNAV
IM PAPI PAPI VASI PAPI; MALSR
None None
ILS
Critical Aircraft
[Wingspan:
'Weight:
Approach Speed:
irport ReferenceCode
S - Single -wheel Gear D - Dual -wheel Gear
ILS - Instrument Landing System
MIRL - Medium Intensity Runway Lights
PAPI - Precision Approach Path Indicator
Beech Baron
37' 10"
5,500 lbs.
98 knots
B -I (small)
Boeing 727
108'
184,800 lbs.
133 knots
C -III
DT - Dual -tandem Gear DDT - Dual double Tandem Gear
MALSR - Medium Intensity Approach Lighting System
HIRL - High Intensity Runway Lights
VASI - Visual Approach Slope Indicator
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-7
Chapter 2 ♦ Existing Conditions
Both runways have been constructed to meet FAA design standards for safety and operational
efficiency. The Airport Reference Code (ARC) is the classification system developed by the FAAto
relate airport design criteria to the operational and physical characteristics of the types of aircraft
expected to operate at the airport on a regular basis. The ARC is based on two key characteristics of
the designated critical aircraft. The first, denoted by a letter, is the aircraft approach category. This
is determined based on the aircraft's approach speed in the landing configuration. Generally, aircraft
approach speed affects runway length, exit taxiway locations, and runway -related facilities.
Following are the ARC approach speed categories:
• Category A: Speed less than 91 knots
• Category B: Speed 91 knots or more, but less than 121 knots
• Category C: Speed 121 knots or more, but less than 141 knots
• Category D: Speed 141 knots or more, but less than 166 knots
• Category E: Speed 166 knots or more
The second component, depicted by a roman numeral, is the Airplane Design Group. This is based
on the aircraft's wingspan and determines dimensional standards for the layout of airport facilities,
such as separation criteria between runways and taxiways, taxilanes, buildings, or objects potentially
hazardous to aircraft movement on the ground. Following are the design group categories:
• Design Group I: Wingspan up to but less than 49 feet
• Design Group II: Wingspan 49 feet up to but less than 79 feet
• Design Group III: Wingspan 79 feet up to but less than 118 feet
• Design Group IV: Wingspan 118 feet up to but less than 171 feet
• Design Group V: Wingspan 171 feet up to but less than 214 feet
• Design Group VI: Wingspan 214 feet up to but less than 262 feet
Based on the previous master plan, YKM has an Airport Reference Code (ARC) of C -III.
Runway 9/27 is classified as a C -III runway based on use by Boeing 727 aircraft. Runway 4/22 is
classified as a B -I (small) runway with operations confined to light single and twin engine piston
aircraft. It should be noted that this runway as well as Taxiway B were constructed to meet B -III
standards thus exceeding the B -I (small) standards.
Yakima Air Terminal/McAllister Field Master Plan
2-8 1 Page
Existing Conditions ♦ Chapter 2
The dimensional design criteria for a C -III category runway is shown in Table 2-2. This table also
provides a comparison of the standards with existing conditions on Runway 9/27. Following this,
Table 2-3 shows the Design Criteria for a B -I (small) runway along with the existing conditions. As
seen in these tables, both runways meet FAA standards at the present time except in the areas of
shoulder widths and blast pads.
Table 2-2: Existing Conditions vs. C -III Design Criteria (Runway 9/27)
Design Feature
Runway
Width
Runway Shoulder Width
Runway Blast Pad Width
Runway Blast Pad Length
1. Existing (ft.)
` 150
Runway Safety Area (RSA) Width
Safety Area Length (beyond RW end)
Object Free Area Width
Object Free Area Length (bey,BW end)
Obstacle Free Zone Width
Obstacle Free Zone Length
Taxiway
Width
Safety Area Width
Object Free Area Width
10
X150
200
522
1,000
800
1,000
L 400
8,004
150
25
200
200
500
1,000
800
1,000
400
8,004
Difference
Meets Standard
15 feet
50 feet
Meets Standard
Meets Standard
Meets Standard
Meets Standard
Meets Standard
Meets Standard
Meets Standard
75
Mir 118
186
Taxilane Object Free Area Width
Runway Centerline to:
. 162
50
118
186
162
Meets Standard
Meets Standard
Meets Standard
Meets Standard
Taxiway Centerline 400 400 Meets Standard
Aircraft Parking Area 500 500 Meets Standard
jgaxiway Centerline to Fixed or Movable Object 93
Itaxilane Centerline to Fixed or Movable Object 81
Source: FAA Advisory Circular 150/5300-13, Airport Design, Change 6
93
81
Meets Standard
Meets Standard
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-9
Chapter 2 ♦ Existing Conditions
Table 2-3: Existing Conditions vs. B -I (small) Design Criteria (Runway 4/22)
"Design Feature
11 Runway
Width
Runway Shoulder Width
Runway Blast Pad Width
11
Runway Blast Pad Length
Runway Safety Area (RSA) Width
Safety Area Length (beyond RW end)
`(Object Free Area Width
'Object Free Area Length (beyond RW end)
Obstacle Free Zone Width
Obstacle Free Zone Length
Width
Taxiway
Safety Area Width
Object Free Area Width
Taxilane Object Free Area Width
Existing (ft.)
Standard (ft.)
Difference
150 60 Meets Standard
5 10 5 feet
None 80 80 feet
None 60 Meets Standard
200 120 Meets Standard
600 240 Meets Standard
400 250 Meets Standard
600 240 Meets Standard
250 250 Meets Standard
200 200 Meets Standard
75 25 Meets Standard
49 49 Meets Standard
89 89 Meets Standard
Runway Centerline to:
•
79 79 Meets Standard
Taxiway Centerline 1.300
Aircraft Parking Area 11.1 420
Taxiway Centerline to Fixed or Movable Object
Taxilane Centerline to Fixed or Movable Object _
150
125
Meets Standard
Meets Standard
44.5 44.5 Meets Standard
39.5 39.5 Meets Standard
Source: FAA Advisory Circular 150/5300-13, Airport Design, Change 6
Note: Runway 4/22 and Taxiway B were constructed to meet B -III standards which exceed B -I (small) standards.
2.5.1.1 Airfield Pavement
In 2005, the WSDOT conducted an analysis of select airports within Washington State evaluating
the condition of runway, apron and taxiway pavements. This Pavement Condition Index (PCI) was
provided to federal, state and local jurisdictions and allows for strategic planning. The study
provides airports an index ranging from 0-100; 0 being a failed index and 100 being an excellent
index.
Yakima Air Terminal/McAllister Field Master Plan
2-10 1 Page
Existing Conditions ♦ Chapter 2
YKM has approximately 4.28 million square feet of runway, taxiway, and apron pavements. In
2005, the PCI ranged from 23 to 100. At the time of the report, Runway 9/27 had a score ranging
from 91-99 and was recommended to receive preventative maintenance with replacement in 2012
(projected). Runway 4/22 ranged from 31-63 and was recommended for rehabilitation. Both
taxiways (A/B) scored low enough (46-92) to be labeled, in some sections, as preventative
maintenance and in others as major rehabilitation.
In 2010, Runway 9/27 underwent a rehabilitation project to replace the significantly deteriorated
wearing course. The porous friction course (PFC) surface was replaced a few years ahead of its
expected lifespan.
In conjunction with this master plan, both airside and landside pavements were re-evaluated through
an update to the PCI report. Surfaces analyzed in this update included approximately 5,573,055
square feet of pavement. The PCI report presents the results of the pavement evaluation and presents
the pavement management plan for YKM pavements. Figure 2-4 presents existing pavement
conditions on the airport and the pavement report is appended to this master plan as Appendix C. As
shown, most of the airfield pavements are in good condition except for portions of Taxiway A and
Runway 4/22. Taxiway A is scheduled for rehabilitation in 2013. Runway 4/22 is in need of
reconstruction if it is to remain usable. This master plan will address the future of this runway and
its eligibility for funding.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-11
Chapter 2 ♦ Existing Conditions
Figure 2-4: Existing Pavement Conditions
Yakima Air Terminal/McAllister Field Master Plan
2-12 1 Page
Existing Conditions + Chapter 2
2.5.1.2 Airfield Lighting and Navigational Aids
The following visual and electronic navigation and landing aids are available at YKM. As indicated
in Table 2-4, Runway 9 is equipped with a localizer for a non -precision approach with a 34:1
approach slope. The runway end has non -precision markings, a Visual Approach Slope Indicator
(VASI), and High Intensity Runway Lights (HIRL).
Runway 27 is equipped with an
Instrument Landing System (ILS)
including a glide slope, and Table 2-4: Navigational Aids
Medium Intensity Approach
Navigational Aid Rwy 4 Rwy 22 Rwy 9 Ri y 27
Lighting System (MAL SR) for a
precision instrument approach with VAST
a 50:1 approach slope. The runway PAPI
end has precision runway REM $ $ $
markings, a Precision Approach GPS
Path Indicator (PAPI), and High SDR -9
Intensity Runway Lights (HIRL).
Runways 4 and 22 are visual
approaches with 20:1 approach
slopes. Both have visual runway
markings, Precision Approach Path
Indicator (PAPI), and Medium
Intensity Runway Lights (MIRL).
Rotating Beacon
MALSR
ILS — Glideslope Antenna
Localizer
NPI
Compass Locator
RVR
Lighted Windsock
2.5.1.3 Airfield Signage
The airport incorporates standard runway and taxiway signage and meets all FAA signage stand2rds.
2.5.1.4 Published Instrument Approaches
Instrument Procedures
Precision instrument approaches are available to Runway 27 and non -precision approaches are
available for Runway 9. The approach plates for these are contained in Appendix D to this report
and summarized in Table 2-5.
Yakima Air Terminal/McAllister Field Master Plan
Page i 2-13
Chapter 2 ♦ Existing Conditions
Table 2-5: Published Procedures
Instrument Approach Procedures Departure Procedures
ILS Y RWY 27
ILS Z RWY 27
RNAV (RNP) Y RWY 09
RNAV (RNP) Y RWY 27
RNAV (RNP) Z RWY 09
RNAV (RNP) Z RWY 27
RNAV (GPS) W RWY 27
RNAV (GPS) X RWY 27
LOC/DME BC -B
VOR/DME OR TACAN RWY 27
VOR -A
COPTERNDB RWY27
GROMO TWO
NACHES TWO
WENAS SIX
YAKIMA SIX
ZILLA THREE (OBSTACLE)
2.5.1.5 Runway Safety Areas
The Runway Safety Area (RSA) is a critical, two-dimensional area surrounding each active runway.
The RSA must be:
♦ Cleared, graded, and free of potential hazardous surface variations;
♦ Properly drained;
♦ Capable of supporting ARFF equipment, maintenance equipment, and aircraft; and,
♦ Free of objects, except for those mounted using low -impact supports and whose location is
fixed by function.
Based on FAA Criteria from Advisory Circular 150/5300-13 for a C -III runway, the RSA for
Runway 9/27 needs to be 500 feet wide extending 1,000 feet beyond each runway end. Presently the
RSA for both ends of the runway are generally in compliance with these standards except for
occasional gopher activity.
For Runway 4/22, the RSA has been developed to meet the standards for a B -III aircraft. This
includes an area 600 feet beyond each runway end measuring 200 feet wide.
Yakima Air Terminal/McAllister Field Master Plan
2-14 1 Page
Existing Conditions + Chapter 2
2.5.1.6 Runway Object Free Areas
The runway object free area (OFA) is a two-dimensional ground area surrounding eachrunway. The
ROFA clearing standard precludes parked aircraft or other objects, except NAVAIDs and other
facilities whose locations are fixed by function from this area. For Runway 9/27, the ROFA is 800
feet wide, centered on the runway centerline, and extends 1,000 feet beyond the end of the runway.
For Runway 4/22, the OFA dimensions are 250 feet wide and extend 400 feet off the runway end.
Both ROFAs meet FAA Criteria.
2.5.1.7 Runway Protection Zone
The Runway Protection Zone (RPZ) is trapezoidal in shape and centered on the extended runway
centerline for each runway end. Its function is to enhance the protection of people and property on
the ground. It begins 200 feet beyond the permanent runway threshold (at the end of the primary
surface). The RPZ dimensions are based on the type of aircraft using the runway, type of operations
(visual or instrument) being conducted, and visibility minimums associated with the most
demanding approach available. RPZ dimensional standards are defined in the FAA Advisory
Circular 150/5300-13,
Airport Design. The
dimensions for the
RPZs at YKM are
shown in Table 2-6
and meet these
standards.
The airport owns all
property within the
RPZ for each runway
end.
Table 2-6: Runway Protection Zone (RPZ)
Runway
Aircraft
Served
Approved
Approach
Zone Inner Outer
Length Width Width
Acres
2.5.1.8 FAR Part 77 Surfaces
Large
Large
Small
Small
Non Precision
Precision
Visual
Visual
1,700'
2,500'
1,000'
1,000'
1,000'
1,000'
250'
250'
1,510'
1,750'
450'
450'
48.978
78.914
8.035
8.035
Under Part 77 of the Federal Aviation Regulations (FAR), standards are established for determining
obstructions to navigable airspace. The regulation also provides for aeronautical studies of
obstructions to determine their effect on the safe and efficient use of airspace.
Local jurisdiction (both city and county) protects FAR Part 77 surfaces and has incorporated the
requirements set forth by the FAA into its zoning regulations and practices. The objective is to
maintain the surrounding airspace and keep it free of obstacles that impede aircraft operations.
Yakima Air Terminal/McAllister Field Master Plan
Page i 2-15
Chapter 2 • Existing Conditions
These regulations dictate the type of infrastructure and development allowed adjacent to and near the
airport as well as the height of these objects. The five surfaces that make up the FAR Part 77,
Imaginary Surfaces for a civil airport are the primary, approach, transitional, horizontal and conical
surfaces.
Figure 2-5 shows each element of the Imaginary Surfaces as they relate to each other and the
runways, and Figure 2-6 shows the Part 77 Surfaces for YKM.
A
t
+11'1 RECISION INSTRUMFNt RUNWAY
CENT EflLINE __
_ Ili
Izl�
115
PLAN
IS
HORIZONTAL SURFACE
150' ABOVE ESTABLISHED
AIRPORT ELEVATION
CONICAL SURFACE
SECTION A -A
AS.
v,A
000
SURFACE SLOPE KEY
HORIZONTAL SURFACE
10:1
7,4
VARIES I5EE'V' VALUE IN TABLE 0E1001
N:1 IFRECISION INSTRONENT RUNWAY ONLVI
kOuWpY CE`NTEF NJErUM�N�.�
Source: Washington State Department of Transportation, Aviation Division
Figure 2-5: FAR Part 77, Imaginary Surfaces - Diagram
Yakima Air Terminal/McAllister Field Master Plan
2-161 Page
Existing Conditions ♦ Chapter 2
Figure 2-6: FAR Part 77, Imaginary Surfaces for YKM
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-17
Chapter 2 ♦ Existing Conditions
Primary Surface
The primary surface is an imaginary surface longitudinally centered on the runway and extends 200
feet beyond the end of each runway. The elevation of any point of that surface is equal to the
elevation of the nearest point on the runway centerline. The width varies, depending upon the type
of approach available to the runway. For YKM, Runway 27 has a precision instrument approach
with visibility minimums as low as three-fourths of a statute mile, while Runway 9 has a non -
precision instrument approach. As a result, the primary surface for this runway is 1,000 feet wide
centered on the runway centerline. Runway 4/22 is classified as a utility runway with visual
approaches; therefore, the primary surface for this runway is 250 feet wide centered on the runway
centerline.
Approach Surface
The approach surface is an inclined slope extending outward and upward from each end of the
primary surface centered on the extended runway centerline. The inner width of the surface is the
same as that of the primary surface. The approach surface is applied to each end of the runway
based on the type of approach available or planned for that runway end.
Runway 27 is designated as a precision instrument runway. The approach surface for this runway is
1,000 feet wide where it intersects with the primary surface and expands uniformly for a distance of
10,000 feet at a slope of 50:1. It continues outward and upward for an additional 40,000 feet at a
slope of 40:1 where the final width is 16,000 feet. Runway 9 is a non -precision runway with an
approach surface starting at the primary surface with a width of 1,000 feet then expanding uniformly
for a distance of 10,000 feet at a slope of 34:1 reaching a final width of 3,500 feet.
Both ends of Runway 4/22 have visual approaches. These surfaces are 250 feet wide at the
intersection with the primary surface and expand uniformly for a distance of 5,000 feet at a slope of
20:1 to a final width of 1,250 feet.
Horizontal Surface
The horizontal surface is a horizontal plane 150 feet above the established airport elevation. YKM
has an established elevation of 1,099 feet MSL (above Mean Sea Level) so the horizontal surface is
1,249 feet MSL. The perimeter of the surface is determined by arcs extending from the centerline of
the runway and its intersection with the primary surface. The radii of these arcs correspond with the
approach surface lengths for each of the runway ends. Runways designated as utility or visual use a
radius of 5,000 feet, while all other runways use a radius of 10,000 feet.
Yakima Air Terminal/McAllister Field Master Plan
2-18 1 Page
Existing Conditions ♦ Chapter 2
Transitional Surface
The transitional surface is an inclined plane with a slope of 7:1, extending upward and outward at
right angles to the runway centerline from the primary surface and the sides of the approach surfaces.
These surfaces terminate where they intersect with the horizontal surface or another surface with
more critical restrictions.
Conical Surface
The conical surface is an inclined plane at a slope of 20:1, extending upward and outward from the
periphery of the horizontal surface for a distance of 4,000 feet.
2.5.2 Passenger Terminal Area
The passengerterminal area is located on the north side of the airport at the approximate intersection
of Runways 9/27 and 4/22. The terminal area consists of the aircraft parking apron, the passenger
terminal building, the surface access system and auto parking areas and the airport administrative
offices, as shown in Figure 2-7. It is accessed using either West Washington Avenue or 24th Street
onto the airport entry drive. Parking is located directly in front of the terminal with public parking,
rent -a -car and employee parking provided in different areas.
2.5.2.1 Automobile Parking
Public parking is provided in a main parking lot directly north of the terminal. The lot contains
spaces for short-term (17 spaces) and long-term (171 spaces) parking. Users can enter the lot either
before or after the terminal entry. All users must exit through the ticket booth and proceed north to
the intersection of West Washington Avenue and 24th Avenue.
Rental car parking is located east of the terminal with 36 spaces available in a restricted lot.
2.5.2.2 Passenger Terminal Building
For any passenger terminal building, services are required for the efficient processing of passengers
arriving and departing on commercial flights. Enplaning services include the ticketing area, ticket
counter, electronic ticket kiosks, queuing area, and airline offices. Processing services include
passenger and bag screening facilities operated by the Transportation Security Administration
(TSA). Deplaning services generally include baggage claim area and rental car counters. Other
services necessary in a terminal building may include concessions, gift shops, restrooms, advertising
and display areas, mechanical and utility rooms, and janitorial service and storage areas.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-19
Chapter 2 • Existing Conditions
IIIIIIIIII L
AIR TRAFFIC
CONTROL TOWER
IIIII11I11I11I11111I1111L,
PUBLIC PARKING
AIR CARGO
DROP-OFF
( .
TERMINAL BUILDING r RENTAL CAR PARKING
11
11
fl
0
AIRCRAFT APRON
I II
H
H
H
A\ \
Figure 2-7: Terminal Area
Yakima Air Terminal/McAllister Field Master Plan
2-20 1 Page
Existing Conditions • Chapter 2
Figure 2-8 and Figure 2-9 show the current floor plan for the passenger terminal. As seen the
passenger enters the doorway and has two options for proceeding to the ticket counter, depending on
what airline is being used. From ticketing they proceed to the TSA security screening area in the
center of the building and, once screened, move into the spacious gate area. The YKM terminal
currently provides concessions for the passengers from vending machines.
Departures Process
Curbside
Given current levels of
commercial service, there is an
ample length of available
curbside for passenger loading
and unloading. The drive in
front of the terminal offers
frontage for easy loading and
unloading from private
vehicles, taxis and buses, and
extends eastward beyond the
terminal should terminal user demand exceed the covered frontage available. The curbside
immediately in front of the terminal is covered, providing passengers with shelter from inclement
weather. However, the curbside width is somewhat narrow. The location of the concrete -clad steel
columns which support the roof canopy overhead can interfere with the opening of passenger -side
car doors along the curb. Also, the vestibule at the main terminal entrance is the only terminal entry
on the curbside and serves both departing and arriving passengers, which can lead to congestion if
departure and arrival traffic occur simultaneously.
Ticket Lobby
The Ticket Lobby is located immediately inside the main terminal entrance. Given current levels of
commercial service, the number of ticket counter positions is adequate to handle passenger volumes.
The orientation of the ticket counters (perpendicular to the curbside); the separated physical
locations of airline ticket counters; as well as the inadequate size of the passenger queuing areas pose
significant challenges to efficient passenger processing and circulation, as shown in Figure 2-10.
The current low level of passenger volumes has kept these shortcomings from being major problems.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-21
Chapter 2 • Existing Conditions
Figure 2-8: Terminal Floor Plan (First Floor)
Yakima Air Terminal/McAllister Field Master Plan
2-22 1 Page
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Yakima Air Terminal/McAllister Field Master Plan
2-22 1 Page
Existing Conditions • Chapter 2
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Yakima Air Terminal/McAllister Field Master Plan
Page 2-23
Chapter 2 ♦ Existing Conditions
Conflicts between
airline counter queuing,
checkpoint queuing,
and gate lobby exit
circulation
Excellent visibility of
aircraft and airfield
from gate lobby
Bag claim slide
frontage undersized
for larger aircraft loads
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benefit from access
to concessions in
gate lobby
Conflicts between
expanded ticketing
and abandoned ATCT
-- 1 structure
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Conflicts between
rental car queuing and
circulation to bag claim
Curbside canopy provides
weather protection for
vehicle loading/unloading
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Air cargo office, baggage
screening and makeup are
space constrained
Conflicts between public
seating, airline counter queuing,
and circulation
Figure 2-10: Terminal Facility Assessment
Yakima Air Terminal/McAllister Field Master Plan
2-241 Page
Existing Conditions ♦ Chapter 2
Also, the former existence of a travel agency customer service counter in the ticket lobby could
contribute to circulation congestion if passenger volumes were higher. The amenity of a travel -
related tenant is a positive feature should it return, but the location should be reconsidered during
future terminal planning efforts.
The overall passenger processing flow diagram for the terminal is a product of the original small-
scale 1950 passenger terminal. Given the passenger demands in that era, the layout was efficient and
properly scaled. Today's air passenger facility demands are far different and significant increases in
passenger volumes would bring this terminal quickly to gridlock in a number of areas, including: the
building entry, the ticketing queues, the ticket counters, and the circulation space connecting these
functions.
Airline Ticket Office (ATO) and Baggage Operations
ATO space for Alaska Airlines and a future air carrier appear to be adequate for the immediate
future. However, the physical separation of the ATO and baggage areas (as well as the ticket
counters) is an inefficient configuration brought about by earlier decisions to expand the building in
a cost efficient rather than functional manner.
The Alaska Airlines outbound baggage handling area is currently undersized, due to the addition of
Transportation Security Administration (TSA) baggage screening operations in the makeup area.
Baggage cart circulation is highly constrained, and the airline employee lockers and break area have
no enclosed space. An air cargo operation coexists in the makeup room, with a public entry and
transaction counter opening off of a small parking area west of the terminal building. Additional
storage area for equipment would also be useful.
Con cessions
Currently, food and beverage concession in the terminal building are provided through vending
machines. There is a small vacant space on the ground floor for a coffee/snacktype concession, and
there is a vacant restaurant/lounge on the second floor. There are currently no provisions for airside
concessions. Passengers would benefit from concessions, but the small volume of passenger traffic
cannot support the expense of providing the service. Also, an airside food and beverage concession,
preferably with a view to airside, would be a big improvement to customer service if passenger
volumes supported the investment.
Public Services
Public services include restrooms, vending machines, an automated teller machine (ATM), and other
conveniences provided for the passengers. The primary public restrooms in the main terminal are
adequately sized and have been renovated in recent years. Newer terminal buildings typically
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-25
Chapter 2 ♦ Existing Conditions
include a small "family restroom" wherever men's and women's rooms are located which is
handicap -accessible and includes a baby -changing table. While this type of service may not be
possible at the existing restroom location, it is an idea worth exploring should new restrooms be
considered as part of future terminal improvements.
Currently the ATM machine in the terminal is a freestanding device located adjacent to the main
entrance in the ticket lobby. Also, there is no business center or location to send a fax or plug in a
notebook computer in the terminal. A small area with these provisions would provide an added level
of service to the business traveler.
Security Screening
The passenger security screening checkpoint is located immediately adjacent to a currently vacant
ticket counter area, resulting in an unfortunate conflict between ticketing and checkpoint queuing
lines. These lines, when concurrent, contribute to overall congestion in the ticket lobby and the main
circulation areas in the non -secure portion of the terminal building. If future traffic levels or TSA
screening requirements dictated a larger footprint for screening, the terminal would have to give up
lobby space to accommodate the increase.
Passenger Gate Lobby and Boarding Area
The passenger gate lobby and boarding area is south of the ticket lobby and adjacent to the aircraft
apron at ground level. It was expanded during the 1997 to 2000 terminal rehabilitation project,
filling in the space between the two diagonal passenger circulation concourses added during the
1968 expansion project. Unfortunately this infill diminished the airside views from the
restaurant/lounge operation, one of primary assets of the second floor location concession.
Improvements to airside passenger service could be made by: family restrooms; providing food and
beverage service; providing sit-down counters for working on laptop computers; or providing some
cafe -type tables and chairs in addition to the traditional gate lobby seating.
Arrivals Process
Arrivals Entrance/Greeters' Area
Upon exiting their aircraft, passengers enter the terminal by way of one of five arrival/departure
gates. Once inside the gate lobby, they proceed to the airside exit doors adjacent the passenger
security checkpoint. These doors allow passage into the public lobby/ticket lobby space which
allows transit to rental car counters and the baggage claim lobby beyond. Because of the limited size
of the Public Lobby/Ticket Lobby space, and because of the arrangement of functions requiring
Yakima Air Terminal/McAllister Field Master Plan
2-26 1 Page
Existing Conditions • Chapter 2
queuing in a main circulation area, this space can quickly become crowded if passenger and
meeter/greeter numbers are substantial.
Baggage Claim/Rental Cars
The baggage claim lobby consists of approximately 32 linear feet of baggage slide frontage, and the
rental car counters consist of two 12 -foot public transaction counters. During the terminal
assessment site visit arriving passenger traffic was not
observed. The following discusses opinions on its
functionality.
During a one flight operation by a Q-400 with 70% load
factor, 1 bag/passenger ratio, and the plane -side bag claim
option used by 50% of the passengers, it would be predicted
that the 32 linear feet of baggage slide is adequate. If actual
passenger traffic volume or baggage ratios become higher,
this will affect the ability of the claim slide to display
available baggage for claiming.
The standing space within the claim lobby is limited and could become congested if passengers are
accompanied into the claim lobby by their meeter/greeter parties.
Rental car counter frontage is limited to two 12 -foot counter frontages that are both occupied. It is
not known whether other rental car companies have requested space in the terminal but it is not
uncommon to have up to 5 rental car companies interested in serving non -hub airports.
The rental car lobby space on which the rental car counters front is narrow and it is likely that during
flight arrivals there is congestion resulting from completing demands for rental car customer queues
and passengers circulating to baggage claim.
Public Services
Currently, there are small restrooms near the baggage claim area; however, these restrooms are not
along the path of travel for arriving passengers and are therefore somewhat difficult to locate.
Ideally, larger restrooms visible from the bag claim area would be preferable.
A number of other items in and around the baggage claim area that would improve passenger service
include baggage trolleys, seating, and a visitor's welcome/information desk.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-27
Chapter 2 ♦ Existing Conditions
Arrivals Curb
See earlier discussion on departures process. The curbside has adequate length for current passenger
volumes and is largely covered to keep passengers protected from the weather. As was noted with
the departures curb, the columns supporting the roof canopy are positioned close to the drive and
pose a hazard to passenger -side car doors.
Building Services
The terminal building operates for the most part as a stand-alone facility without dependence on
centralized city or county services for daily operations. Relative to building services that the
building requires on-site for daily operations (mechanical, electrical, communication, elevator
rooms, etc.), the terminal has all the functions that it presently requires.
However, any future expansions must revisit the issue of fire protection with an eye toward present
code requirements for fire sprinklers and anticipated facility size. While observing that the terminal
has existing support spaces for utilities and services, these spaces are in some cases undersized due
to incremental growth of demand or addition of new equipment over time. Relocation and/or
resizing of spaces is deemed prudent if/when conceptual design for a facility expansion begins.
TSA -required facility security systems include an access control and monitoring system that
monitors doors and gates along the airport operations perimeter. The operating system and software
for this function are housed in the terminal for all the access doors and is connected to a computer
system in the administration office. Approved airport personnel are issued badges that allow access
via card readers at each door or gate.
Administrative Services
Airport administrative offices were relocated to a former fire station building adjacent to the airfield.
Current functions include a reception area, small conference room, and offices for airport
management.
Airport Emergency Operations Center (AEOC) Station 94 is located in the Aircraft Rescue and Fire
Fighting (ARFF) station for coordinating smaller emergencies that do not require the County
Emergency Operations Center to be activated. It may also serve as a command post depending on
location of the accident/incident. Major emergency events are managed from city offices downtown.
There is no airport police office at the airport. Police services are assigned from police department
offices downtown. Neither of these services was mentioned by staff as being deficient.
Yakima Air Terminal/McAllister Field Master Plan
2-281 Page
Existing Conditions ♦ Chapter 2
2.5.2.3 Airline Apron Area
The apron area directly south of the terminal is designated for airline use. Space is provided for four
aircraft parking positions, although they are seldom used at the same time. The apron also provides
for airline service equipment and safe passenger circulation.
2.5.2.4 Air Cargo
Air cargo services at the airport are provided by Federal Express, UPS, and AeroFlight. FedEx
operates from a building west of the terminal which measures approximately 7,700 square feet. UPS
and AeroFlight operate from the McCormick Air Center ramp.
2.5.2.5 Aircraft Rescue and Fire Fighting (ARFF)
The ARFF building is located west of the main terminal and measures approximately 4,000 square
feet in area. The building houses an Oshkosh T-1500 fire truck and Oshkosh ST -1 Striker.
2.5.2.6 Airport Traffic Control Tower (ATCT)
The airport is served by a contract Level 1 ATCT with radar support from the Pasco TRACON. The
tower is located just east of the terminal and has a height of 78 feet.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-29
Chapter 2 • Existing Conditions
2.5.3 General Aviation Facilities
There are more than 160 general aviation aircraft based at YKM. These are housed in hangars or
stored outdoors on tiedowns in four distinct areas on the airport; the northwest GA Area; the
terminal area; the east GA area; and, the southeast GA area as shown in Figure 2-11.
NORTHWEST
5
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SOUTHEAST
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7
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Figure 2-11: GA Facilities - Key Plan
2.5.3.1 Northwest General Aviation Area
This area measures more than 53 acres and includes aviation and non -aviation related buildings as
well as a former "through the fence" operation that has recently gone out of business. The area
includes 29 paved tiedowns and 2 helicopter landing pads. Refer to Figure 2-12 and Table 2-7 for
Northwest GA Area buildings.
Yakima Air Terminal/McAllister Field Master Plan
2-30 1 Page
= 117m
Existing Conditions • Chapter 2
Figure 2-12: Northwest GA Area
Table 2-7: General Aviation Tenants (Northwest Area)
Building Number Use
(feet above ground)
Building Height
NW1 All Box Hangar
NW2 ilIM
NW3 All Box Hangar
28
1 Box Hangar
28
NW4
NW5
NW6 .11
NW7A Fuel Tanks
NW7B
28
Box Hangar
28
Box Hangar 26
Van Doran Sales (non -aviation)
23.6
111
1 Fuel House
Box Hangar
14
11
29
Box Hangar
29
Box Hangar 26
Box Hangar
25.5
Box Hangar 25.5
Box Hangar
29.5
T -Hangar 19
McCormick Aviation FB0
30
Larson
36
Airport Maintenance Building
22
Airport Maintenance Building 26
Air Cargo Building (FEDEX)
25
Yakima Air Terminal/McAllister Field Master Plan
Page I 2-31
Chapter 2 • Existing Conditions
2.5.3.2 GA Terminal Area
The GA terminal area
includes the terminal
building and covers a
triangle shaped area
measuring approximately
9 acres. Included are
several hangars, 35 paved
tiedown spaces, and other
facilities. Refer to Figure
2-13 and Table 2-8 for
GA Terminal Area
buildings.
L el 0
ll
W. WASHINGTON AVE
Figure 2-13: GA Terminal Area
Table 2-8: General Aviation Tenants (Terminal Area)
Building Number
T7
T8
T9
T10
T11
T12
T13
T14
T15
T16
T1
Old FedEx Hangar
Box Hangar
New Electrical Vault
Old Electrical Vault
Box Hangar
Box Hangar
Box Hangar
Water Treatment Plant
Box Hangar
Box Hangar
Box Hangar
Building Height
(feet above
ground)
23'
26'
13.5'
10.5'
27'
28'
20'
10'
18'
21'
21'
Yakima Air Terminal/McAllister Field Master Plan
2-32 1 Page
Existing Conditions • Chapter 2
2.5.3.3 East General Aviation Area
The east general aviation area is the home of the
McAllister Air Museum and the CubCrafters
manufacturing facility. The area encompasses 9
acres and provides space for 11 aircraft tiedowns.
Refer to Figure 2-14 and Table 2-9 for East GA
Area buildings.
Figure 2-14: East GA Area
Table 2-9: General Aviation Tenants (East Area)
Building Number I�
El J CubCrafters
E2
Building Height
(feet above ground)
CubCrafters
E3 McAllister Air Museum
E4 Non -Aviation (hair salon, old terminal building)
25'
25'
20'
19'
Yakima Air Terminal/McAllister Field Master Plan
Page i 2-33
Chapter 2 • Existing Conditions
2.5.3.4 South General Aviation Area
The south general aviation
area is a mixture of old
hangars owned by the
airport and new privately
owned hangar buildings.
The south area is the
primary area where new
development proposals are
being considered. The area
measures about 163 acres,
most of it currently
undeveloped with some
area hampered by flood
plains/ways as well as the
existing landfill. Refer to
Figure 2-15 and Table 2-10
for East GA Area buildings.
Figure 2-15: Southeast GA Area
Table 2-10: General Aviation Tenants (South Area)
Building Number
L
Use
Building Height
(feet above ground)
SE1
SE2
SE3
SE4
SE5
SE6
SE7
SE8
SE9
SE10
SE11
SE12
SE13
AiM
Box Hangar
Box Hangar
Box Hangar
Box Hangar
JR Helicopter
Box Hangar
Box Hangar
Box Hangar
T -Hangar
T -Hangar
Airport Surveillance Radar (ASR -9)
National Guard (Non -Aviation)
National Guard (Non -Aviation)
30'
21'
21'
21'
26.2'
21'
23'
20'
15'
16'
59'/82'
31'
.-12'
Yakima Air Terminal/McAllister Field Master Plan
2-341 Page
Existing Conditions • Chapter 2
2.5.3.5 FBO (Fixed Base Operator) and Support Services
YKM has a single fixed base operator, McCormick Air Center. McCormick Air Center is located on
the airport's northwest and northeast general aviation areas. They offer the following services to
both based and transient GA aircraft:
Fueling (DESC fuel provider)
Avionics
Aircraft maintenance Flight training
Courtesy crew car
Rental cars
Wireless high speed internet Oxygen & deicing
Hangars
Aircraft cleaning / washing / detailing
Aircraft parts Support facilities
Fuel storage facilities
2.5.4 Fuel Storage and Distribution
Fuel storage facilities are located at three places on the airport. McCormick Aviation owns and
operates a fuel storage and dispensing area in the northwest general aviation area. This fueling
facility has two 12,000 -gallon aboveground storage tanks for Jet -A fuel. This is distributed using
two dedicated trucks or through self-service. In addition, McCormick operates a 12,000 -gallon
aboveground storage tank for 100 LL Avgas. This is distributed via a single truck and/or self-service
facilities.
Also in the northwest GA area a private
aircraft owner maintains a 10,000 -gallon
aboveground tank for Jet A fuel. This is
for private use only.
On the east GA area, the McAllister
Museum offers 100 LL fuel to pilots
through a self-service facility. Storage
is a 12,000 -gallon aboveground tank.
Yakima Air Terminal/McAllister Field Master Plan
2-35
Chapter 2 ♦ Existing Conditions
2.5.5 Utility Systems
2.5.5.1 Water
Public water lines surround the airport property in Washington Avenue, Valley Mall Boulevard,
South 16th Avenue, South 21st Avenue, Oak Avenue, and Ahtanum Road. Although located in the
City of Yakima water service boundary, the airport property can be served water by three different
providers. City of Yakima currently provides water service to the airport and various airport and
private buildings on the property.
Nob Hill Water currently has lines installed in West Washington Avenue near 48th Avenue and
Spring Creek Road, and plans to extend their water system from Spring Creek Road to South 38th
Avenue along the south side of the airport. At this time there are no known connections to the Nob
Hill Water system by the Yakima Air Terminal, airport owned buildings or private businesses
including the City of Yakima, Nob Hill Water and the City of Union Gap.
The City of Union Gap has installed a new 12 -inch water main in Valley Mall Boulevard which
borders airport property along the northeast corner. However, with the City of Yakima already
having a water main in this area, it is unlikely a connection will be made to the City of Union Gap's
water system unless needed to increase fire flow protection.
City of Yakima water mains and services have been extended into various parts of the airport to
create water loops and enhance fire flow. The airport is served by two primary water mains; the 12 -
inch -diameter main located in West Washington Avenue between 48th and 24th Avenues, and a 16 -
inch line with an 8 -inch companion line east of 24th Avenue. The 16 -inch water main branches in
Washington Avenue near the South 16th Avenue intersection and crosses the airfield between
Runway 22 and CubCrafters.
The administration building is currently served by City water. No other domestic or irrigation wells
are known to exist on airport property. However, there are several domestic wells in close
proximity.
Additionally, there are several sets of monitoring wells around the airport and on airport property.
Although they are not used to provide water, they have to remain in place until such time when their
purpose is complete. The first set is located near Carpenter Ditch and were used to monitor ground
water elevations. This monitoring project was completed this year. The second known set of
monitoring wells was installed by Landau Associates in 2009.
Yakima Air Terminal/McAllister Field Master Plan
2-36 1 Page
Existing Conditions ♦ Chapter 2
2.5.5.2 Sewer (Sanitary and Storm)
Sanitary
The Cities of Yakima and Union Gap are the providers of public sewer services near airport
property. The City of Yakima maintains two trunk lines; one in West Washington Avenue and the
second in Pioneer Street/Valley Mall Boulevard. The City of Union Gap maintains a sanitary sewer
main in Valley Mall Boulevard. No known connections have been made to this sewer main.
All airport services and existing buildings (except the hair salon and McAllister Museum) that
require a discharge into the sewer system are connected to one of the two trunk lines maintained by
the City of Yakima. There are two known existing and in -use septic systems on airport property.
Both the McAllister Museum and an older complex (currently a hair salon) south of the Museum use
these onsite sewer disposal systems which are maintained by the airport.
Stormwater
There are two nearby stormwater conveyance systems; one is located in West Washington Avenue
and one in Valley Mall Boulevard. near the intersection with South 16th Avenue. The system in
West Washington Avenue is maintained by the City of Yakima and outfalls into Wide Hollow Creek
near CubCrafters. The storm drainage system in Valley Mall Boulevard and South 16th Avenue is
maintained by the City of Union Gap and uses subsurface infiltration to dispose of generated
stormwater from the roadway. No known stormwater conveyance systems from airport buildings or
airport property are connected to either of these City systems.
All paved areas on the airfield drain toward an existing storm structure, namely a catch basin, or
toward grass shoulders which act as filter strips. There are two creeks across the airport property,
Wide Hollow Creek and Bachelor Creek, which ultimately receive all stormwater discharges that are
not infiltrated into the underlying soils. Aside from the two creeks, there are no above ground
surface detention systems.
Additionally, all taxiways and runways were constructed with subdrain systems to mitigate
groundwater. These open joint subdrains also carry away surface stormwater that infiltrates and
reaches the subdrains. The subdrain systems ultimately discharge to on-site creeks. The City of
Yakima completed a stormwater study in 2010 to determine all discharge locations.
2.5.5.3 Electric
Electricity for the airport and surrounding areas is provided through Pacific Power and Light. There
are several underground high voltage lines (20,000 volts) in and around the airport and on both the
north and south sides of the airfield.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-37
Chapter 2 ♦ Existing Conditions
2.5.5.4 Gas
Natural gas is distributed by Cascade Natural Gas and exists around the Yakima Air Terminal in
West Washington Avenue and in the south development area. Several private hangars are connected
to natural gas. The terminal building, maintenance shop and administration offices are connected to
natural gas.
There is a proposal from Cascade Natural Gas to extend a gas main along South 16th Avenue to
connect West Washington Avenue to the existing lines along the south side of the airport and allow
for increase in gas pressure. No known timeline for this work has been provided.
2.5.6 Perimeter Fencing
The Yakima Air Terminal has a perimeter security fence that meets FAA and TSA standards for a
Part 139 certificated airport. The fencing consists of 7 -foot -tall chain link fence with three strands of
barbed wire. Most gates are accessed with a mechanism that requires a security code to be entered.
However some of the lesser -used gates intended to allow access by the leasees that are using the land
for cattle -grazing or crops use lock and key access control.
2.6 ENVIRONMENTAL DATA
2.6.1 Hydrology
Water Resource Inventory Areas (WRIA) Inventory - Area 37 Lower Yakima.
The Yakima City area receives an average annual total of 8.29 inches precipitation with the wettest
time of year being from November to March (USDA, 1985). Three permanent streams are located
on YKM property: Bachelor Creek, Spring Creek and Wide Hollow Creek, and a permanent
irrigation ditch, Carpenter Ditch.
A fish hatchery was located on Spring Creek, a tributary of Bachelor Creek, southeast of
Runway 9/27. The portion of the hatchery above the ground surface has been removed. However,
the weir (still located on site) remains an impediment to fish movement. In order to get upstream,
fish have to pass through a weir box, small waterfall, and debris screen (which may be large enough
to allow minnows/juvenile fish through). Flood irrigation is practiced in the vicinity of the weir.
The irrigation ditch, Carpenter Ditch, diverts water from Spring Creek before it reaches Bachelor
Creek. Water from the ditch provides irrigation water. The ditch berms are not well maintained and
water leakage has created wetland like conditions within these riparian corridors.
Yakima Air Terminal/McAllister Field Master Plan
2-38 1 Page
Existing Conditions ♦ Chapter 2
Bachelor Creek
Bachelor Creek originates approximately 14.75 miles west of YKM. It transits within YKM from a
start point near the southwest corner of the intersections of South 36th Avenue and Ahtanum Road.
In general, Bachelor Creek runs westerly to easterly, passing through the middle of YKM, south of
Runway 4/22. The Creek crosses under the former footprint of South 16th Avenue and the paved
perimeter road and continues east to merge with Carpenter Ditch, an irrigation ditch and associated
wetlands. Bachelor Creek crosses under the existing South 16th Avenue before meandering
southeast approximately 1.5 miles under Ahtanum Road to converge with Ahtanum Creek (a
tributary of the Yakima River). The Type 2 Creek requires a 25 -foot buffer minimum and 75 -foot
buffer maximum from its delineated ordinary high water mark (OHWM) within YKM boundaries.
Wide Hollow Creek
Wide Hollow Creek originates approximately 15 miles west of YKM. It transits within YKM for
approximately 1,000 lineal feet near the northeast portion of YKM. From a start point near the
intersections of South 16th Avenue and West Washington Avenue, Wide Hollow Creek meanders
through a vegetated channel under an access road for Cub Crafters and before exiting YKM under
the recently improved South 16th Avenue. Wide Hollow Creek is a tributary of the Yakima River.
The Type 2 Creek requires a 25 -foot buffer minimum and 75 -foot buffer maximum from its
delineated OHWM within YKM boundaries.
Spring Creek
Spring Creek originates approximately 2,000 feet west of West Washington Avenue in two separate
channels. These two channels merge near an agriculture field at West Washington Avenue. The
creek crosses under West Washington Avenue into YKM and meanders out of, and back into the
airport near the intersections of Spring Creek Road and South 36th Avenue. This is a location of an
existing mitigation area for the Runway 27 Safety Area Improvement Project (Widener and
Associates September 2008). The creek continues in a partially channelized, partially vegetated,
meandering ditch, under Runway 4 and further easterly towards the former South 16th Avenue
footprint, towards the weir and former hatchery location, east of the perimeter road. Spring Creek
becomes the Carpenter Irrigation Ditch at this location, regulating flows between the ditch and
Bachelor Creek. Spring Creek a Type 3 stream (and associated wetlands) flows west to east and
through YKM within both the City of Yakima and Yakima County boundaries. It requires a
minimum 25 -foot and maximum 50 -foot buffer from the delineated OHWM.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-39
Chapter 2 ♦ Existing Conditions
Carpenter Irrigation Ditch
Carpenter Irrigation Ditch provides irrigation water to surrounding fields. Waters from the ditch exit
airport property as Bachelor Creek, flowing under South 16th Avenue. This ditch is considered
waters of the United States within YKM, and is jurisdictional under United States Army Corps of
Engineers (Title 33 CFR).
Floodplains
Floodplains are defined by Executive Order 11988, Floodplain Management, as those areas with a
one percent chance of flooding in any given year, or once in every 100 years. Examination of
Federal Flood Insurance Maps, have revealed the existence of 100 year floodplains north of, within,
east of, and west of YKM associated with the meanderings of Bachelor and Spring Creeks. Included
in this floodplain area is the south end of Taxiway C and a small part of the proposed extension to
Runway end 27 as indicated in the previous master plan. Figure 2-16 represents the floodplains as
identified by Yakima County in 2011.
Wetlands
The US Army Corps of Engineers and the US Environmental Protection Agency (EPA) jointly
define wetlands as follows: Those areas that are inundated or saturated by surface or ground water at
a frequency and duration sufficient to support, and under normal circumstances do support, a
prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands generally
include swamps, marshes, bogs, and similar areas (33 CFR 328.3). If an area is covered with water
for short durations such that no effect occurs on moist vegetation, it is not considered a wetland, nor
are the permanent waters of streams, reservoirs, and deep lakes.
From a regulatory stand point, the term wetlands is generally used to describe wet areas that may
possess all three essential characteristics for a jurisdictional wetland under the Federal Clean Water
Act (as defined in the Code of Federal Regulations Part 328.3[b]). These characteristics are: 1)
hydrophytic vegetation, 2) hydric soils, and 3) wetland hydrology. There are approximately 2,000
named hydric soils in the US that occur in wetlands, these are further identified within the county
hydric soils lists, and are used as indicator soils to detect the possible presence of wetlands. An
examination of soil maps of the airport indicate that soils classified as hydric soils, or which have
components that are considered to be hydric soils exist along the stream corridors of Bachelor,
Spring and Wide Hollow Creeks, and along Carpenter Irrigation ditch, a jurisdictional water as
determined from the Corps (Widener January 2009). An examination of the National Wetland
Inventory Map indicates the presence of wetlands associated with these same creeks and the
irrigation ditch system, within and outside of YKM. Wetlands have also been identified as part of
two wetland mitigation sites that are within YKM. One is located at the northwest intersection of
Yakima Air Terminal/McAllister Field Master Plan
2-40 1 Page
Existing Conditions • Chapter 2
West Washington Avenue and South 48th Avenue, and the other is located along Spring Creek near
the intersection of South 38th Avenue.
Wetlands have been identified within YKM as part of past project analysis, again these wetlands are
identified within and along the channels of the same creek systems as those mentioned above. There
are also wetland mitigation sites that have been identified and delineated as part of projects that have
occurred in conjunction with the YKM expansion and improvement projects, and road projects in the
vicinity of the YKM.
WIDE HOLLOW CREEK
PRELIMINARY
Flood Map
930/2010
AHTANUM, BACHELOR,
- • SPRING & HATTON CREEKS
DRAFT
Flood Map
3od201i
nweplain 1
luo yr.)
Fl `9dPlam 1-1
(500 yr.)
Flo da.y I I
Cily Limits •
UGA •
• 9dmaaion provided on this map i. infamationel.
, subject to change and i, not intended to be mod
r«kV, non.. .
Source:
Yskin, County Flood Control Zeno Diaries
1 iWy
Apr! p;pey Ln
Figure 2-16: Floodplains
2.6.2 Landfill
Yakima County used to run a landfill operation on site of the YKM. According to facilities
representative Mike Heironimus at the airport, the landfill was formerly located north of the existing
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-41
Chapter 2 ♦ Existing Conditions
Bachelor Creek and south of the existing Spring Creek. The landfill was capped and shut down
approximately in the 1950s.
2.6.3 Wind and Weather
Weather conditions such as cloud ceiling, visibility, and wind, are significant factors in the operation
of an airport. Weather has a direct impact on aircraft flight, primarily on the equipment needed in
the aircraft to navigate to and land at airports, particularly for instrument flight conditions when less
than clear weather exists. Accordingly, a weather condition classification system has been
developed. Visual Meteorological Conditions (VMC) occur when visibility is at least three statute
miles and the ceiling is a least 1,000 feet above ground level (AGL). Visual Flight Rules (VFR) are
in effect under VMC. Instrument Meteorological Conditions (IMC) occur whenever visibility is at
least one statute mile but less than three statute miles and/or the ceiling is at least 500 feet but less
than 1,000 feet AGL. Instrument Flight Rules (IFR) are in effect under IMC. Poor Visibility and
Ceiling (PVC) conditions exist whenever visibility is less than one statute mile and/or the ceiling is
less than 500 feet AGL.
At YKM, VMC conditions occur on average 94.6% of the time. Therefore, IFR and PVC conditions
occur only 5.4% of the year.
Historical wind and weather data for the airport was obtained from the National Climatic Center for
the years 2000 through 2009. It shows that, based on all-weather wind coverage with a 13 -knot
crosswind limitation, Runway 9/27 has 98.01% coverage and Runway 4/22 has 96.83% coverage.
The two runways have a combined wind coverage of 99.26%. Winds are calm (0 to 10 knots) an
average of 90.3% ofthe time. This data is presented in Figure 2-17 as an all-weather wind rose and
includes calculations for 10.5-, 13-, 16-, and 20 -knot crosswind coverage.
Under VFR conditions with a 13 -knot crosswind limitation, Runway 9/27 is usable 97.90% of the
time and Runway 4/22 is usable 96.66% of the time. Both runways have a combined coverage of
99.22%. Winds are calm an average of 92.6% of the time. This is shown as a VFR wind rose in
Figure 2-18.
Under IFR conditions with a 13 -knot crosswind limitation, Runway 9/27 is usable 99.93% of the
time. Winds are calm an average of 99.8% of the time. This is shown as an IFR wind rose in Figure
2-19.
Yakima Air Terminal/McAllister Field Master Plan
2-42 1 Page
Existing C ondilion , [� ,.p lrr
All Weather (78,061 observations)
CROSSWIND RWY 04/22 RWY 09/27 COMBINED
10.5 knots
13 knots
16 knots
20 knots
94.43%
96.83%
99.07%
99.81%
96.51 %
98.01 %
99.26%
99.81 %
98.18%
99.26%
99.79%
99.97%
Source: National Oceanic andAtmospheric Administration, National Climatic Data
Center. Station 72781 - Yakima, Washington. Period of record: 2000-2009
Figure 2-17: All Weather Wind Rose
Yakima Air Terminal/McAllister Field Master Plan
�� ,� 2-43
Chapter 2 ♦ Existing Conditions
VFR (73,893 observations)
CROSSWIND RWY 04/22 RWY 09/27 COMBINED
10.5 knots
13 knots
16 knots
20 knots
94.12%
96.66%
99.02%
99.80%
96.32%
97.90%
99.22%
99.80%
98.08%
99.22%
99.78%
99.97%
Source: National Oceanic andAtmospheric Administration, National Climatic Data
Center. Station 72781 - Yakima, Washington. Period of record: 2000-2009
Figure 2-18: Visual Flight Rules (VFR) Wind Rose
Yakima Air Terminal/McAllister Field Master Plan
2-44 Page
Existing Conditions ♦ Chapter 2
IFR (3,147 observations)
CROSSWIND RWY 04/22 RWY 09/27 COMBINED
10.5 knots
13 knots
16 knots
20 knots
99.87%
99.93%
99.97%
99.97%
99.88%
99.93%
99.97%
99.97%
99.92%
99.95%
99.97%
99.97%
Source: National Oceanic and Atmospheric Administration, National Climatic Data
Center. Station 72781 - Yakima, Washington. Period of record. 2000-2009
Figure 2-19: Instrument Flight Rules (IFR) Wind Rose
Yakima Air Terminal/McAllister Field Master Plan
Page i 2-45
Chapter 2 • Existing Conditions
2.7 HISTORICAL AIRPORT ACTIVITY
2.7.1 Commercial Airline Service Area
The Yakima Air Terminal is one of six commercial service airports serving central Washington.
These facilities, listed in Table 2-11, compete directly for the same passengers as YKM.
Table 2-11: Commercial Service Airports
Air ort Irport� Ci Distance from Annual Enplaned
p Code tY Yakima Passengers
Pangbom Memorial Airport
Grant County International Airport
Tri -Cities Airport
Seattle -Tacoma International Airport
Portland International Airport
In February of 2010, an
air service market
analysis was conducted
for YKM entitled "True
Market Estimate." This
estimated the number of
inbound and outbound
origin and destination
(O/D) air travelers
moving to and from the
airport's catchment area.
The catchment area was
defined as that area where
YKM was the most
convenient airport and
would be the natural
choice for the consumer,
were all other factors
equal. It includes portions
EAT Wenatchee 58 miles N
MWH Moses Lake 69 miles NE
PSC Pasco 71 miles SE
SEA Seattle 112 miles NW
PDX Portland 126 miles SW
50,930
5,962
245,036
15,219,321
6,449,185
Wenat • ee EAT
SEA 'tr, MWH
Rh
Tacoma
Olympia Ellensburg
12Yakima
YKM
CiP-
Moses Lake
PD
Portland
Data Source: Passenger Demand Analysis (Mead & Hunt, March 2005)
Figure 2-20: Commercial Service Airports
Yakima Air Terminal/McAllister Field Master Plan
2-461 Page
F Location
Existing Conditions ♦ Chapter 2
of Yakima, Lewis, King, and Kittitas Counties with a combined population of approximately
270,700 people. The analysis showed this catchment area generated 223,792 Origin and Destination
(O&D) 2007 through 2008.
2.7.2 General Aviation Service Area
It is assumed airports within a 50 -mile radius of YKM compete directly for general aviation activity.
As seen in Table 2-12 and Figure 2-21, there are twelve airports within the 50 -mile radius. Few of
these, however, have the capability to compete for the corporate aviation sector customers. Six of
the airports are privately owned and only Ellensburg's Bower's Field has a runway length capable of
accommodating corporate aircraft. The following table summarizes the facilities available at each of
the airports located within 50 miles of YKM.
Table 2-12: Regional Airports
Airport
Longest Runway
Appro
L Vagabond Army Heliport 8 miles NE NA NA
` Desert Aire 32 miles E 3,665 Visual
I Christenson Brothers (pvt) 37 miles NE 2,506 Visual
I Mattawa (pvt) 42 miles NE 2,600 Visual
[McMahan (pvt) 18 miles SE 2,000 turf Visual
Sunnyside Municipal 32 miles SE 3,423 Visual
Prosser 44 miles SE 3,453 Visual
Farrah (pvt) 12 miles SW 2,650 dirt Visual
F1est Valley (pv ll 11 miles W 2,400 Visual
tieton State 27 miles W 2,509 turf Visual
'Vantage (pvt) 34 miles NW 2,400 gravel Visual
Owers Field 34 miles N 5,590 Non -Precision
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-47
Chapter 2 • Existing Conditions
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2-48 1 Page
Existing Conditions ♦ Chapter 2
2.7.2.1 Historical Operations Data
Airline service at Yakima has been relatively consistent over the past decade with service being
primarily back and forth to the Seattle -Tacoma International Airport offered by Horizon Airlines
using 35- to 75 -seat aircraft and some unscheduled charter service offering flights to and from
destinations associated with the gaming industry (Las Vegas, Reno, Elko, etc.) using 120- to 130 -
seat aircraft. Total passenger levels have ranged from 92,409 in 1997 to a low of 53,155 in 2004.
In 2007, eastbound service to Salt Lake City
was initiated by Delta Airlines. This
resulted in an immediate increase in the
number of enplaned passengers by
approximately 15,000 per year. When this
Year Air Commuter Tota service was discontinued in 2009 the
Carrier
number of enplaned passengers immediately
Table 2-13: Annual Enplaned Passengers
1990 through 2009
1990 39,022 30,406 69,428
1991 21,140 74,638 95,778
1992 1 24,710 62,710 87,420
1993 16,826 62,177 79,003
1994 3,740 71,323 75,063
1995 4,301 80,717 85,018
1996 . 4,633 86,105 90,738
199= 3,247 89,162 92,409
199EM 2,655 84,617 87,272
L
199911 1,154 88,003 89,157
1,104 85,266 86,370
1,338 80,544 81,882
1,514 57,949 59,463
1,543 55,756 57,299
914 52,241 53,155
1,567 55,752 57,319
1,004 56,116 57,120
1,281 64,750 66,031*
1,678 73,034 74,712*
2,224 56,770 58,994
L 2000
L2001
1.002
QQ3
004
1005 1
2006 1
L 2007
L 2008
k2009 a
* Delta service to Salt Lake City
returned to the same passenger levels that
were registered before the service was
offered as shown in Table 2-13.
Table 2-14 shows the total number of
operations recorded at YKM for the period
1990 through 2009. This table reflects the
data recorded by the FAA in the TAF.
Horizon passengers are included as
commuter passengers. As is shown,
operation levels experienced relative
stability between 1990 and 2001, varying
from year to year but holding between
50,000 and 70,000 annual operations. In
2001, a decrease of approximately 5,000
operations was experienced. This number
has stabilized since then.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-49
Chapter 2 ♦ Existing Conditions
Table 2-14: Annual Operations: 1990 through 2009
Year
illnerant Operations
Air it i General
or Military Total
Carrier Aviation
Commuter
Local Operations
General
Aviation
Military Total
Total
Operations
11990
l 1991
11992
1993
'199
'1995
11996
'1997
1998
199
2000
2001
12002
12003
12001
120051
2006
2007
[2008
L009
247 15,595 23,086 3,861 42,789
410 19,240 28,930 3,485 52,065
676 20,014 30,765 3,083 54,538
526 19,750 24,974 3,454 48,704
672 19,273 28,314 3,463 51,722
530 17,993 25,476 2,954 46,953
290 18,673 24,620 2,528 46,111
360 18,556 20,794 2,082 41,792
317 17,484 17,578 1,435 36,814
354 16,919 18,471 1,809 37,553
553 15,861 21,466 1,854 39,734
237 14,485 19,393 1,712 35,827
341 11,739 19,601 1,617 33,298
90 11,635 18,935 932 31,592
60 10,752 18,404 905 30,121
96 10,241 18,483 1,044 29,864
71 9,911 17,278 1,034 28,294
59 9,856 16,888 925 27,728
1,046 8,751 16,932 945 27,674
2,596 5,777 17,636 1,167 27,176
Source: FAA TAF
21,595
25,368
22,308
16,970
21,704
25,162
26,157
17,540
16,823
16,567
18,945
18,264
16,989
15,074
16,227
18,553
17,797
19,008
20,778
20,845
3,174 24,769 67,558
3,817 29,185 81,250
2,678 24,986 79,524
2,354 19,324 68,028
3,204 24,908 76,630
2,392 27,554 74,507
1,700 27,857 73,968
2,353 19,893 61,685
2,059 18,882 55,696
2,188 18,755 56,308
2,147 21,092 60,826
1,185 19,449 55,276
944 17,933 51,231
565 15,639 47,231
581 16,808 46,929
971 19,524 49,388
838 18,635 46,929
1,222 20,230 47,958
1,012 21,790 49,464
1,080 21,925 49,101
Yakima Air Terminal/McAllister Field Master Plan
2-50 1 Page
Existing Conditions ♦ Chapter 2
2.8 EXISTING AIRPORT/COMMUNITY LAND USE
COMPATIBILITY PLANNING
2.8.1 WSDOT — Airport Land Use Compatibility Program
In 1996, the Washington State Legislature amended the Growth Management Act (GMA) that
requires cities and counties to protect airports from incompatible development. Senate Bill 6422 was
codified to RCW 35.63.250, 35A.63.270, 36.70.547 and 36.70A.510. These provisions apply to
GMA and Non-GMA jurisdictions (town, city and county) within Washington State.
RCW 36.70A GMA requires that within a comprehensive plan, maps, descriptive text covering
objectives, principals and standards, and inventory of air, water, and ground transportation facilities
are to be included. Cities or counties must take legislative action to review and revise, as needed,
their comprehensive plan. Since airports are considered essential public facilities (EPF), local
jurisdictions are not allowed to prohibit the siting, expansion or continuation of an EPF. Enhancing
applicable mitigation measures is an allowable action under the GMA.
RCW 36.70.547, 36.70A.510, 35A.63.270, and 35.60.250 were adopted in 1996. Cities and counties
must protect airport facilities through zoning regulations. Incompatible development is prohibited.
Plans may not be adopted until formal consultation with airport owners, GA pilots, ports, and the
WSDOT Aviation Division. Comprehensive plans must be filed with WSDOT aviation.
WSDOT recommends three areas be considered when developing comprehensive plans:
building/structure heights; noise (over -flight noise 65 dbl or greater); and, safety (hazardous
material). Airport master plans, layout plans, airport documents, aircraft/pilot characteristics, and
airport operations should all be considered.
2.8.2 City and County Ordinances
The Yakima County and the City of Yakima zoning ordinances are closely outlined regarding
airports and airport facilities. Both mandate that land -use around existing and future airports must be
compatible with airport functions. The height of new and existing buildings is limited to the
proximity of the imaginary surfaces designated by FAR Part 77 and the relative proximity to the
ends and sides ofthe runway (500 ft. and 100 ft. respectively). Height limitations may be ignored if
the FAA has not deemed the penetration to be a hazard to airspace and the reviewing official in
conjunction with WSDOT or the airport manager deem it as a non -hazard. The applicable parts of
the ordinances are included in Appendix E to this master plan.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 2-51
Chapter 2 ♦ Existing Conditions
2.8.3 Airport Safety Overlay
The Airport Safety Overlay (ASO), as prescribed by the City of Yakima, states that all buildings,
structures, use, or trees that penetrate a FAA designated imaginary surface constitutes an obstruction
within the ASO. All aforementioned objects must conform to the requirements found within chapter
15.30 sections .030 thru .080. Most notably, height requirements limit buildings to 35 ft., or, if
greater than 35 ft., determination that it will not penetrate approach, transitional, horizontal, conical,
or planned approaches defined in FAR Part 77.
Yakima Air Terminal/McAllister Field Master Plan
2-52 1 Page
3
FORECAST OF AVIATION
3.1 INTRODUCTION
This section of the master plan presents forecasts of future aviation activity at the Yakima Air
Terminal/McAllister Field (YKM). These forecasts are a key step in the airport planning process
and provide the basis for:
♦ Determining the airport's role in the aviation system;
• Determining the improvements to the airfield, terminal facilities, apron areas, and
airside/landside access circulation and parking facilities needed to accommodate growth
in demand;
• Estimating the potential environmental effects, such as noise and air quality, of the
airport's operation on the surrounding community; and,
♦ Evaluating the financial feasibility of alternative airport development proposals.
Yakima Air Terminal/McAllister Field Master Plan
3-1
Chapter 3 • Forecast of Aviation
The nature and scope of aviation demand forecasts vary from airport to airport depending on the
facility's role and level of activity. For YKIVI, the forecasts address the following elements:
Commercial Activity
• Enplaned passengers
• Commercial aircraft fleet
• Total annual commercial service
operations
Commuter/ Air Taxi Activity
• Annual air cargo operations
• Annual air taxi operations
General Aviation Activity
• Total number of based aircraft
• Based aircraft fleet mix
• Annual general aviation operations
• Local and itinerant operations
Military Activity
Operational Characteristics
• Annual instrument operations
• Peak period forecasts for peak month, design day, and design hour
Critical Aircraft and Operations Activity
TAF Comparison
Key steps in the aviation demand forecast process
defined in Advisory Circular 150/5070-6B
"Airport Master Plans" include the following:
• Identify aviation activity parameters and
measures to forecast,
• Collect and review previous airport
forecasts,
• Gather additional data as needed to forecast
aviation activity parameters,
• Apply forecast methods and evaluate
results; and,
• Compare the results with the Federal
Aviation Administration (FAA) Terminal
Area Forecast (TAF).
Yakima Air Terminal/McAllister Field Master Plan
3-2 1 Page
Forecast of Aviation ♦ Chapter 3
3.2 SUMMARY OF FORECASTS FOR YKM
Development of forecasts of future activity forecasts for YKM followed the process described by
FAA and included in Advisory Circular (AC) 15015070-6B "Airport Master Plans." Details of
historical information, assumptions, and decisions regarding these forecasts are contained in the
following section. The following is a summary of the forecasting results.
1. The growth in enplaned passengers will continue to be influenced by competing service
at both the Tri -Cities and Seattle -Tacoma International Airports until additional
destinations are added to the Yakima schedule. Efforts by the City of Yakima, Yakima
County and other local supporters, such as the Chamber of Commerce and the Yakima
Valley Development Agency have successfully attracted SeaPort Airlines, which will
offered six daily flights to Portland International Airport (PDX) and Pangborn Memorial
Airport in Wenatchee from March 2012 to December 2012.
2. Commercial service growth will continue with growth rates driven by passenger levels,
decisions regarding new destinations, and airline profitability. Adding additional flights
will depend on whether the airline is attaining satisfactory load factors on existing flights.
In other words, the aircraft operating at YKM will need to depart with profitable load
factors before adding flights. Since it is likely that service will continue to be offered on
75- to 100 -passenger aircraft, such as the Bombardier Q-400 currently being used by
Alaska Airlines or a similarly sized regional jet, this translates to an average of 80 percent
loads or 60 to 80 passengers per departure.
3. Air cargo/air taxi operations consist primarily of air cargo flights by the three carriers
offering service to YKM using small turboprop aircraft such as the Cessna Caravan,
Embraer 120, or Cessna 340. The remaining are non-scheduled air taxi flights. The
cargo service will continue to expand as the population in the Yakima Valley continues to
grow. This service will continue to be dominated by small "feeder" aircraft operating
from YKM to the carriers' bases at Boeing Field, Spokane or Seattle -Tacoma
International.
4. The general aviation community in YKM is healthy and active and these forecasts show a
continued growth over the 20 -year period. While this growth is not "spectacular," it is
assumed the business aviation sector will remain active and that business related
operations will increase in the future. Sport aviation and private flights in small piston
aircraft will also remain active at YKM.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 3-3
Military
Total Operations 1M
L Based Aircraft AIM
Chapter 3 ♦ Forecast of Aviation
5. Military operations at YKM consist primarily of training on the Instrument Landing
System (ILS). Future use by the military is unpredictable, but this forecast assumes the
military will continue to use the airport as it has in the past.
6. The number of aircraft based at YKM will continue to grow as the aircraft owners who
increasingly use their aircraft for business purposes seek the services offered at YKM and
take advantage of the good flying conditions in the valley.
Table 3-1 shows the anticipated growth in activity levels forecast for YKM. The remainder of
this chapter provides details of the development of these forecasts.
Table 3-1: Forecast Summary
laned Passengers
II Operations
2010 2015 2020 2025 2030
58,994 65,134 75,508 96,370 122,995
mmercialI 2,190 2,285 2,483 2,983 3,596
FAir Cargo/Air Tah~ 5,777 6,222 6,701 7,219 7,778
General Aviation 38,481 40,130 42,132 44,287 46,651
4,040 4,040 4,040 4,040 4,040
50,488 52,677 55,357 58,529 62,065
162 175 185 196 208
Source: Actual - AirportRecords
Forecast - URS
3.3 FORECASTING PROCESS
The process used to develop aviation demand forecasts is the same, regardless of the type or size
of the airport. Key steps in the process defined in Advisory Circular 150/5070-6B "Airport
Master Plans" include the following:
• Identify aviation activity parameters and measures to forecast;
• Collect and review previous airport forecasts;
• Gather additional data as needed to forecast aviation activity parameters;
• Select forecast methods to include;
Yakima Air Terminal/McAllister Field Master Plan
3-4 i Page
Forecast of Aviation ♦ Chapter 3
• Apply forecast methods and evaluate results; and,
• Compare the results with the Federal Aviation Administration (FAA) Terminal Area
Forecast (TAF).
Subsequent sections of this chapter provide the background information on how the forecasts
were developed. Forecasts have been prepared for periods ending 5-, 10-, and 20 -years from the
base year of the forecast (year 2010). Peak period forecasts were also prepared for the peak
month, design day, and design hour of each period.
3.4 FORECAST OF COMMERCIAL ACTIVITY
3.4.1 Background and Trends
The FAA develops annual forecasts of commercial passenger activity. The most recent is the
FAA Aerospace Forecasts, Fiscal Years 2009-2025. The FAA continues to forecast long-term
aviation growth despite global economic conditions. Since 2000, American airlines have dealt
with the impacts of 9/11, heightened concerns about pandemics, the bankruptcy of four network
carriers (five with the recent filing by American Airlines), record high fuel prices, and the most
serious economic downturn since the Great Depression. In spite of these challenges, the number
of passengers traveling continues to grow, demonstrating the value of air transportation to the
public. In last year's forecast, the FAA predicted the American commercial aviation industry
would carry one billion passengers by 2023.
Air traffic will not rise to prior forecast levels even when the economy recovers because of the
absence of significant price cuts in the near term. Following previous downturns (e.g. the
recessions in 1991 and 2001) carriers stimulated passenger demand by reducing fares sharply.
The industry's response to the current economic downturn is to better match capacity (the
number of seats) with demand (passengers) by modestly cutting fares and dramatically reducing
seat capacity. According to FAA publications, there is no current evidence of pent-up demand,
therefore it is not anticipated that a return to previously forecasted passenger levels will occur,
even after an economic recovery takes hold.
3.4.2 Local Input
On October 13, 2011, workshops were conducted in Yakima to identify local factors likely to
influence aviation demand at YKM in both the short and long term. Participating in the
workshops were the Master Plan Technical Advisory Committee (TAC) and the Citizen's and
Agency Advisory Committee (CAC). The purpose of the meetings was to gather information
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Chapter 3 ♦ Forecast of Aviation
about current activity at YKM and explore explanations for the situation and identify possible
ways to optimize future service at YKM. During these meetings and discussions that followed
the opinion was expressed that travelers from Yakima generally chose between three airports
when planning a trip—Yakima Air Terminal (YKM), Tri -Cities Airport (PSC) in Pasco or
Seattle -Tacoma International Airport (SEA). Both committees cited the following opinions as
being important considerations when preparing the forecast of aviation demand:
• Passengers flying to and from YKM are a mixture of business travelers and families
taking casual trips.
• The distance from YKM to SEA is approximately 120 miles or 2.5 hours driving time.
During winter months this trip, which must traverse the Cascade Mountain range, is
particularly difficult and unpredictable.
• Most YKM passengers look for a direct flight not requiring a long layover at SEA.
Layover times at SEA can be long because there are only three flights per day to or from
Yakima. This fact limits use of the current service.
• Schedule, cost, and convenience are the three factors that influence the local traveler's
choice of airports.
• The general perception is that it is cheaper to drive to Pasco than to Seattle results in
more passengers "leaking" to Pasco than to Seattle.
• The reintroduction of eastbound flights, such as Delta service to Salt Lake City, would
attract more passengers. In fact while this service was available in 2007 and 2008,
passenger levels jumped by almost 15,700 enplanements per year.
• The shuttle bus service to and from SEA carries close to 400 people per month. Some of
these shuttle passengers could become airline passengers if service improvements were
made.
• Improving the ambiance of the passenger terminal could help attract more passengers.
There is currently no restaurant or bar where passengers can wait for their flights. There
is an overall need to bring more development and improve the overall attractiveness of
the terminal to encourage additional passengers to use the airport.
• Improved marketing of the local airline service is important to attract new passengers. If
the public is educated about how it can be cheaper to fly out of YKM than to drive to
Seattle, they will be more likely to use the local service.
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Forecast of Aviation ♦ Chapter 3
• The introduction of a second airline often drives fare prices down and increases
passenger levels. This was demonstrated at YKM during 2007 and 2008 when Delta's
eastbound service was being offered.
• Walla Walla's wine tourism has increased passenger activity at the Walla Walla Regional
Airport. The Yakima region could implement similar wine tasting tours and elevate the
region's presence in this market.
• Regional commercial and industrial growth will increase passenger and operations levels.
• The reliability of the air carrier service is very important to the city. Return flights from
Seattle are unpredictable during the winter due to delays caused by weather. This lessens
the overall reliability of the service and leads to less use by travelers. Driving over the
mountain passes can be difficult during the winter, so passengers need better service.
• When SEA is fogged in, Portland usually is not. This is a good reason to diversify the
number of destinations from YKM.
• The biggest factor in deciding whether to fly out of YKM is the cost of flying versus the
cost of driving. It is often perceived as less expensive to drive to Seattle than to fly from
Yakima. Generally if you are connecting with a flight and travelling beyond SEA the
price difference is not as great.
• More and more passengers are driving to PSC to fly because the service is better, cheaper
and more reliable.
• When ticket price is used as the primary online search factor tickets from YKM are listed
last below the airports in Pasco and Wenatchee (and in one case Moses Lake).
• Make flights available to destinations other than Seattle (e.g., Portland, Spokane, or
Boise). In the past airlines at YKM flew to Portland and Boise, but airlines need to be
confident flights will be full and profitable before considering reintroducing them.
Airline service at YKM has been relatively consistent over the past decade. Service has been
primarily back and forth to SEA offered by Horizon Airlines using 35- to 75 -seat aircraft and
some unscheduled charter service offering flights to destinations associated with the gaming
industry (Las Vegas, Reno, Elko, etc.) using 120- to 130 -seat aircraft. Total passenger levels
have ranged from 89,463 in 1999 to a low of 53,155 in 2004. Table 3-2 shows the number of
passengers enplaned at YKM from 1990 through 2009. These show that although passenger
levels fluctuated year by year there was overall growth from 1990 through 2001. With the
tragedy of 9/11 and the resulting changes in the air transportation business, passenger levels
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Chapter 3 ♦ Forecast of Aviation
dropped from 81,882 in 2001 to 59,463 in 2002 (a nearly 30 -percent decline). In 2007, Delta
Airlines added service from YKM to its hub in Salt Lake City under a community sponsored
ticket guarantee program. With the initiation of this service, passenger volumes grew by 15
percent from 2006 to 2007 and close to 14 percent from 2007 to 2008. In 2008 the air service
grant expired and Delta cancelled their flights at YKM. The result was a decrease of 15,700
enplaned passengers in 2009.
Table 3-2: Historical Enplaned Passenger Levels
.1
Air Carrier
Air Taxi and
Commuter
Total
Percent
Change
199_ 39,022
1991 21,140
1992 2• 4,710
1993 .16,826
30,406 69,428
74,638 95,778 37.95%
62,710 87,420 -8.73%
62,177 79,003 -9.63%
1994 3,740 71,323 75,063 -4.99%
1995 4• ,301 80,717 85,018 13.26%
1996 A 4,633 86,105 90,738 6.73%
1997 A 3,247 89,162 92,409 1.84%
1998 IN 2,655 84,617 87,272 -5.56%
1999 1. 1• ,154 88,003 89,157 2.16%
2004 1,104 85,266 86,370 -3.13%
200' 1,338 80,544 81,882 -5.20%
2001. 1,514 57,949 59,463 -27.38%
2003 1L1,543 55,756 57,299 -3.64%
2004 11. 9• 14 52,241 53,155 -7.23%
2005 , 1,567 55,752 57,319 7.83%
2006 ' 1,004 56,116 57,120 -0.35%
i 2007 '1,281 64,750 66,031 15.60%
2008 ill 1,678 73,034 74,712 13.15%
f 2009 2,224 56,770 58,994 -21.04%
Source: FAA Terminal Area Forecast
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Forecast of Aviation ♦ Chapter 3
3.4.3 Forecast of Enplaned Passengers
A variety of forecasting methods for air carrier passengers and activity were tested for relevance
at YKM. The three most common forecasting approaches examined (regression analysis; time -
series; and market share), share the shortcoming that they assume relationships that existed in the
past will continue unchanged into the future. Consequently, they do not allow for the effects of
more aggressive marketing, increased service levels, or other changes independent of past
indicators but key to YKM capturing a higher percentage of the passengers from their catchment
area currently leaking to PSC or SEA.
Similarly, these methods do not permit the analysis of the impact of point -in -time activity
changes such as the introduction of the new eastbound service by Delta in 2007. These factors
are a vital component of understanding YKM's historical growth patterns. To counter this
weakness, the second phase of forecasting involves a judgmental analysis. During this phase,
decisions are made regarding the growth projections resulting from the analyses of each demand
element. These decisions require that a number of intangible factors, such as policy and
objective changes, be considered. The forecast team adds these elements to the process using
experience at other airports, industry trends, knowledge of the aviation community, and
information gathered from airport users and passengers.
3.4.3.1 Regression Analyses
Regression analysis bases projections of an aviation demand element (the dependent variable) on
one or more outside indicators, such as population or other socioeconomic factors (the
independent variables). Historical values for both the dependent and the independent variables
are tested using correlation analyses to determine whether a relationship exists between the
variables. If it is determined there is a relationship, it can be used to project future aviation
activity levels assuming a continuation of the relationship into the future. This method requires
the use of forecasts of the independent variables as prepared by others.
A regression model was prepared for this forecast comparing enplanements at YKM to Yakima
County population as forecast by the Washington Office of Financial Management. This
resulted in low growth rates over the 20 -year forecast period with total enplaned passenger levels
gradually growing by 15,718. Although this appears to be a low expectation, the model is
included for consideration in the development of the forecast.
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3.4.3.2 Time Series Analysis
A time series analysis is the simplest and most widely used of forecasting techniques. The time -
series analysis is a basic regression analysis fitting growth curves to historical data and using
past growth rates to forecast future activity levels. The time series analysis assumes that,
although short-term perturbations may occur from time to time, a consistent overall trend can be
identified over an extended period of time. The forecast from the time series analyses for this
plan was not used since the correlation between year and passengers was not only weak, but also
negative (-0.647). This projection was rejected because the conditions that influenced past
activity (9/11; the high cost of fuel; general recessionary conditions; and, airline retrenchment)
were unlikely to be repeated in the future in the same manner. Therefore, these numbers are not
presented in this forecast.
3.4.3.3 Market Share Analyses
Market share analysis techniques involve a review of the historical activity levels at the airport
compared to those for a larger market. The comparison is used to determine what share of the
larger market area is concentrated at YKM. This share can then be compared to forecasts
prepared for the larger market by the FAA to determine likely future activity levels at YKM.
Market share models tested in this analysis included:
• A comparison of YKM enplanements as a percentage of total U.S. enplanement levels as
forecast by FAA in the TAF;
• A comparison of YKM enplanements as a percentage of the enplanements for the FAA
Northwest Mountain Region (Washington, Oregon, Idaho, Montana, Wyoming, Utah and
Colorado) enplanements; and,
• A comparison of YKM enplanements as a percentage of the total enplanements for all
commercial service airports in Washington State.
The two variations of the market share analysis tested included determining YKM's average
market share over the past ten years (average market share) and the most recent (2009) share
(static market share) extended into the future.
These market share analyses are included in the forecast for further consideration. The
underlying assumption is that the FAA's overall passenger market projections reflect realistic
growth rates and that YKM can be expected to at least retain its demonstrated share of that
market.
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Forecast of Aviation ♦ Chapter 3
Table 3-3 shows the results of the market analyses conducted for YKM using the average market
share results in a higher forecast than the static share recorded in 2009. This difference reflects
the fact that a single year's data is never as good a predictor of the future as is data from multiple
years. In this case information dating back to 1990 reflects passenger levels when there were
more daily flights than at present and periods when there were flights to several destinations.
However, the average also gives weight to the previous years when national and regional
economic and market conditions were vastly different than they are today. Given this,
projections based on a static share over the 20 -year historical period represent a conservative
estimate of the growth at YKM.
Table 3-3: Enplaned Passengers Forecasts Based on Market Share Analyses
-1.111
Share of U.S. Market
Static
Average
1
Share of Northwest Region
Static
Average
2015 2020 202 I 2030
58,994 74,514 85,147 97,421 111,614
58,994 192,818 221,673 255,317 294,757
58,994 69,586 80,387 92,959 107,670
58,994 61,137 87,790 145,858 170,479
Share of Washington State
Static 58,994 74,598 85,147 97,362 111,456
Aver ae 58,994 139,192 158,686 181,152 207,079
Source: URS
3.4.3.4 Potential Market Analysis
In February of 2010, an air service market analysis was conducted for YKM entitled "True
Market Estimate." This report identified the catchment area for YKM as consisting of portions
of Yakima, Lewis, King, and Kittitas Counties with a combined population of approximately
270,700 people. The analysis showed this catchment area generated 223,792 Origin and
Destination (O&D) 2007 through 2008. These passengers, of course, do not currently all use
YKM at the present time.
Using the estimate of the size of the potential market from the air service report as a base and
forecasting increases in passengers at the same rate as the growth in population for the catchment
area as forecast by the State of Washington results in the identification of a potential future
market of 377,679 enplaned passengers by 2030.
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Chapter 3 • Forecast of Aviation
3.4.4 Summary of Enplaned Passenger Projections
The projections prepared for this forecast all reflect growth over the next 20 years ranging from a
conservative level of 15,757 additional passengers by 2030 if the only factor influencing growth
is the rate of population growth to a high of 377,679 if the entire potential market is captured.
The range of projections for passenger growth are shown in Table 3-4.
Table 3-4: Summary of Projections and Preferred Forecast of Enplaned Passengers
Population
Growth
U.S. Share
Regional Share WA State Share
Static Average Static Average Static Average
Potential
Market
2010 58,994 58,994 58,994 58,994 58,994 58,994 58,994 298,066
2015 , 63,975 74,514 192,818 69,586 61,137 74,598 139,192 323,230
2020 7 67,806 85,147 221,673 80,387 87,790 85,166 158,686 342,587
2025 71,476 97,421 255,317 92,959 145,858 97,362 181,152 361,133
L2030 74,751 111,614 294,757 107,670 170,479 111,456 207,079 377,679
400,000 -
350,000
300,000
250,000
c
0
200,000
0
150,000
100,000
377,679
294,757
170,479
74,751
50,000
0
207,
151,071
Population Average Average Average Potential Preferred
Growth U.S. Share Regional WA State Market
Share Share
▪ 2010
2015
▪ 2020
2025
▪ 2025
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Forecast of Aviation ♦ Chapter 3
The forecast approved for use in the master plan represents a vision for the airport that is
expressed as follows;
1. For the short-term (0 to 5 years) there will be moderate growth. The assumption is that
the airport's share of the national, regional and statewide markets will remain static. This
implies that the people from the Yakima area who fly will continue to choose the airport
they currently use with the majority opting to avail themselves of the service at Tri -Cities
Airport (PSC) or Seattle -Tacoma International Airport (SEA) rather than that at YKM.
Further implied is that the service levels at YKM will not change. Under these
assumptions annual growth of passengers was forecast to be approximately 2.0% per
year.
2. In the intermediate time range (6 to 10 years) growth at YKM is expected to continue at a
moderate pace of about 3% per year. However, during this period it was assumed that the
first step in service improvement would occur such as a new flight to a new location.
3. For the long term forecast (11 to 20 years) it was assumed that actions by airport
management and the community economic development agencies would result in service
improvements that would alter the current passenger distribution paradigm resulting in an
increasing percentage of the local passenger market opting to use YKM instead of driving
to PSC or SEA. During this time period passenger levels could grow at a rate of 5% per
year. The primary assumption in this time frame is that new airline(s) would begin
service to Yakima to locations that are not currently served.
In assessing this forecast it is important to identify the number of assumed circumstances that
have been used in making forecasts and identify the ways that changes in these assumptions
could result in markedly different activity levels. In this analysis the following need to be
considered.
• New service to new locations could be offered at any time. This would impact the
forecast in two ways. First, an immediate growth in passenger levels would be
experienced. Second the successful introduction of such service would lead to the
"reclaiming" of portions of the potential market that currently goes elsewhere.
• YKM could continue in its current state with single airline service to a single market.
Under this scenario growth would likely be steady but unspectacular. This growth would
be driven almost solely by the growth in local population levels. Without service
increases there would be no market capture from PSC or SEA.
• Due to a change in operating or service philosophy, Alaska Airlines could reduce service
to YKM, or cease service altogether. Decreasing service will result in a loss of market
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Chapter 3 ♦ Forecast of Aviation
share over the long run with minimal annual growth rates. If service is discontinued the
results would be catastrophic.
To assure that the forecasts presented herein are useful for long range planning, the preferred
forecast is presented with two contrasting scenarios designed to represent the range of future
possibilities for YKM. These are described as follows.
• Low Growth: This forecast assumes that the City's efforts to attract new service are not
successful and the population of the region does not increase at the rates projected by the
State. The forecast is based on passengers growing at 1/z the annual percentage projected
by the State for population growth.
• Status Quo: This forecast is based solely on the rate of population growth in Yakima
County as forecast by Washington State. The forecast assumes that there will be no
successful new service initiatives that attract a larger share of the potential passenger
market. The majority of passengers will continue to use PSC and SEA.
• Preferred Forecast: The assumed conditions here are that the City and community's
efforts to attract new service are successful over time. The forecast assumes that these
service improvements will occur sometime in the intermediate- to long-term period.
However they could occur at any time.
The three forecast scenarios are shown in the following Table 3-5. The numbers shown
represent the range of possibilities for future passenger levels for future planning purposes. For
determining facility requirements the high growth forecast will be used. Financial planning will
examine the range of forecasts.
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Forecast of Aviation ♦ Chapter 3
Table 3-5: Range of Enplaned Passenger Forecast
Mr High Growth 1.Mr Status
Quo 7. Low
Growth Preferred Forecast
Year Annual Growth Annual
Passengers Rate Passengers
2010 58,994
1 2011 4 61,775
12012 64,556
2013 4 67,337
2014 70,118
20151 72,899
20161 75,033
2017 77,166
12018 79,300
12019 81,433
1 2020 83,567
202LI 90,738
2022 97,908
2023 105,079
112,249
119,420
125,750
132,080
138,411
2029 144,741
2030 151,071
2024
2025
1 2026
2027
2028 I
4.71%
4.50%
4.31%
4.13%
3.97%
2.93%
2.84%
2.76%
2.69%
2.62%
8.58%
7.90%
7.32%
6.82%
6.39%
5.30%
5.03%
4.79%
4.57%
4.37%
58,994
59,990
60,986
61,983
62,979
63,975
64,741
65,507
66,274
67,040
67,806
68,540
69,274
70,008
70,742
71,476
72,131
72,786
73,441
74,096
74,751
Growth Annual
Rate Passenge
Growth Annual Growth
rs iatemILPassengers Rate
58,994 58,994
1.69% 59,492 0.84% 60,174
1.66% 59,986 0.83% 61,377
1.63% 60,476 0.82% 62,605
1.61% 60,962 0.80% 63,857
1.58% 61,444 0.79% 65,134
1.20% 61,812 0.60% 67,088
1.18% 62,178 0.59% 69,101
1.17% 62,541 0.58% 71,174
1.16% 62,903 0.58% 73,309
1.14% 63,262 0.57% 75,508
1.08% 63,605 0.54% 79,284
1.07% 63,945 0.54% 83,248
1.06% 64,284 0.53% 87,410
1.05% 64,621 0.52% 91,781
1.04% 64,956 0.52% 96,370
0.92% 65,254 0.46% 101,188
0.91% 65,550 0.45% 106,248
0.90% 65,845 0.45% 111,560
0.89% 66,139 0.45% 117,138
0.88% 66,431 0.44% 122,995
2.00%
2.00%
2.00%
2.00%
2.00%
3.00%
3.00%
3.00%
3.00%
3.00%
5.00%
5.00%
5.00%
5.00%
5.00%
5.00%
5.00%
5.00%
5.00%
5.00%
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Chapter 3 ♦ Forecast of Aviation
3.4.5 Forecasts by Others
Since the development of the previous master plan two independent forecasts of enplaned
passengers have been prepared for YKM. The first of these is the TAF previously cited, and the
second is the Washington State Department of Transportation, Aviation Division Long-range Air
Transportation System Plan (LATS). Both these forecasts employed top-down modeling with a
forecast prepared for a larger entity (U.S. or State) with the totals disaggregated to individual
airports. The weakness in this methodology is it gives no consideration to the specific
circumstances driving activity at individual airports and encourages the adoption of a stagnant
forecast.
As can be seen in Table 3-6 the TAF forecasts do not reflect the fact the airport will maintain a
constant share of an expanding market. The TAF assumes YKM will lose ground in the
marketplace, dropping below a static share of any of the markets studied in the TAF.
Table 3-6: Preferred Forecast Compared with TAF and LATS
Year
2010 ill
2015 M
202C.
L. 2025
2030
58,994
61,598
66,166
71,090
76,367
1
Preferred
Forecast
58,994 58,994
90,100 65,134
95,300 75,508
100,900 96,370
106,800 122,995
The state forecast produced under the LATS program shows a slightly more optimistic forecast,
but the overall levels are still less than those that would result from the airport merely holding on
to its existing share of the larger market areas.
3.4.6 Total Passenger Forecast
The preceding section dealt with forecasts of enplaned passengers only. Naturally there will be a
complementary number of deplaning passengers at the YKM. Historical records show deplaning
passenger levels are roughly equal to those enplaning. This accounts for the fact that most flights
are roundtrips. Therefore, this forecast assumes deplaning passenger levels will remain equal to
those for enplanements, and the total passengers using YKM will be twice the enplaned
passenger projections. Table 3-7 shows this forecast level for all passengers.
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Forecast of Aviation ♦ Chapter 3
Table 3-7: Forecasts for Total Passengers
Yea
1i
Enplaned Passengers Total Passengers
2010 58,994 117,988
2015 65,134 130,268
2020 75,508 157,016
2025 96,370 192,740
X30 III 122,995 245,990
3.4.7 Forecast of Air Carrier Operations
Air carrier operations are recorded to include all take -offs and landings of commercial aircraft
having a capacity of more than 60 passenger seats. At YKM this includes all of the scheduled
commercial activity. An aircraft operation is defined as a take -off or a landing; thus, each flight
consists of two operations.
A direct relationship exists between the number of passenger enplanements and the number of air
carrier operations. The average number of passengers on a departing airplane helps determine
the frequency of flights and/or the size of the aircraft being used on a particular route. This
relationship is measured using a passenger boarding load factor, expressed as a percentage of
seats filled per departing aircraft. When an air carrier consistently has a boarding load factor
above 80 percent, it generally chooses to increase the number of flights offered or to use an
aircraft with greater seating capacity in serving the route.
Given the existing fleet mix and what is known about the plans of the airlines, and the current
industry trends in service, it is assumed operations at YKM will continue to be serviced by
regional aircraft such as the Q-400 currently in Horizon service. Regardless of which airline
serves the YKM market, this size of airplane has been proven to be reliable and profitable for the
carriers in markets where enplaned passenger numbers are under 200,000 and the markets being
served are within 1,000 miles. Neither condition is likely to change at YKM in the future.
The forecast of air carrier operations shown below has been determined from the ratio of
passenger enplanements per operation using the following process:
• Determine the ratio of enplaned passengers to airline departures;
• Project changes in the enplaned passenger to departure ratio;
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Chapter 3 ♦ Forecast of Aviation
• Apply projected ratios to the enplaned passenger forecast to determine the number of
departures; and,
• Double the number of departures to calculate the total operations.
Using these average seats per departure numbers, the historical and assumed passenger load
factors, and the forecast of annual enplaned passengers, the forecast of annual air carrier
operations shown in Table 3-8 was developed.
Table 3-8: Forecasts of Annual Air Carrier Operations
Enplaned 11.I Average � Average Annual Annual
Year
Passengers Seats/Departure Load Factor Departures Operations
2010 58,994 76 71% 1,095 2,190
2015 ' 65,134 76 75% 1,143 2,285
2020 , 75,508 76 80% 1,242 2,484
2025 1 96,370 76 85% 1,492 2,984
giti 122,995 76 90% 1,798 3,596
3.4.8 Forecast of Commuter/Air Taxi Operations
The definition of the commuter/air taxi operational category is somewhat confusing at airports
such as YKM. Operations recorded in this category include takeoffs and landings by scheduled
commercial carriers using aircraft with fewer than 60 seats. This category includes air cargo
operations and operations by air taxis on a non-scheduled or for -hire basis. There were 5,777
operations registered in this category during 2009 at YKM which include operations performed
by the air cargo carriers and a limited number of air taxi operations performed by either based or
transient aircraft. Historical records show the number of operations in this category has been
declining steadily over the past 20 years from a high of 20,014 in 1992 to a low of 5,777 in 2009.
Most of this decline can be attributed to the change in the type of aircraft operated by the airlines
at YKM. In the past they used 30 -passenger turboprops which were recorded in this category but
in recent years they changed to 76 -passenger models.
Preparing a forecast for this category begins with defining the air cargo activity. There are
currently three air cargo carriers flying in and out of Yakima:
• Empire Airlines operates a feeder route for FedEX using the Cessna Caravan 208
aircraft. They have three daily flights from Spokane with departures to other cities in
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Forecast of Aviation ♦ Chapter 3
Washington State each morning. Afternoon flights consist of two arrivals from Spokane,
which then return to Spokane.
• Ameriflight operates as a feeder service to UPS using the Embraer 120 aircraft. They
operate one flight per day arriving from Boeing Field each morning with a departure in
the afternoon.
• Aeroflight operates at YKM using the PA32 or Cessna 340 aircraft. They have a daily
flight from Boeing Field with a continuation to Pasco each morning. This route is flown
in reverse (Pasco to Yakima to Boeing) each afternoon.
These carriers account for 14 air cargo operations each day. Subtracting for the lack of Sunday
service, air cargo accounts for 4,382 annual operations. Air cargo growth is generally dependent
on factors related to local growth and is less apt to be influenced by the introduction of new
services. In this case the air cargo activity was forecast to grow at the same rate as the growth in
overall population in the Yakima region. This is equal to roughly 0.014 percent per year, which
produces a moderate increase in annual operations to 5,741 by 2030 as shown in Table 3-9.
The remaining 1,395
annual operations fall into
the traditional "air taxi" Table 3-9: Forecast of Commuter/Air Taxi Operations
category of non-scheduled
•
flights, generally flown in Total Commuter/
Cgo Air Taxi
Yea ar
small aircraft at YKM. Air Taxi Operations
The forecast for this 2010 4,382 1,395 5,777
category was based on the 2015 4,688 1,533 6,222
assumption that growth in 2020 5,016 1,686 6,701
air taxi operations at YKM 6._2025 5,366 1,853 7,219
.11..;QC) 5,741 2,037 7,778
would be roughly
equivalent to the growth in
air taxi operations statewide. This forecast made projections based on YKM maintaining its
share of the total commuter/air taxi category as forecast for the State of Washington in the TAF.
3.4.9 General Aviation Operations
3.4.9.1 General Aviation Service Area
It is assumed airports within a 50 -mile radius of Yakima compete directly with YKM for general
aviation activity. As seen in Table 3-10, there are twelve such airports. Few of these, however,
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Chapter 3 ♦ Forecast of Aviation
have the capability to compete for the corporate aviation sector customers since six are privately
owned and operated and only Ellensburg's Bowers Field is capable of fully accommodating
corporate aircraft. The following table summarizes the facilities available at each of the airports
located within 50 miles of YKM.
Table 3-10: Regional General Aviation Airports
Airport gill LocationIL_ Longest Runway Approach
Vagabond Army Heliport 8 miles NE NA NA
Desert Aire 32 miles E 3,665' Visual
Christenson Brothers (pvt) 37 miles NE 2,506' Visual
Mattawa (pvt) 42 miles NE 2,600' Visual
McMahan (pvt) 18 miles SE 2,000' turf Visual
32 miles SE 3,423' Visual
44 miles SE 3,453' Visual
12 miles SW 2,650' dirt Visual
11 miles W 2,400' Visual
Tieton State 27 miles W 2,509' turf Visual
Vantage (pvt) 34 miles NW 2,400' gravel Visual
Bowers Field 34 miles N 5,590' Non -Precision
Sunnyside
Prosser i
Harrah (pvt)
West Valley (pvt)
3.4.10 General Aviation Trends
There has been an overall decline in general aviation activity over the past decade that reflects
the industry's reaction to higher fuel prices and operating costs. These factors, as well as others
such as the continued availability of all types of AvGas will continue to exert a negative
influence. However, the Aircraft Owners and Pilots Association (AOPA) statistics offer a
glimpse into the potential direction the general aviation industry may be moving. For the
purposes of this master plan, the scenario assumed for general aviation is as follows:
• Business aviation will continue to grow and remain an important component of general
aviation. The efficiencies provided by air transport and the benefits of business aircraft
ownership will help offset higher operating costs. The eventual introduction of new
technology such as Very Light Jets (VLJs) will further support continued growth of
business aviation.
• The number of older technology two- to four -seat aircraft comprising the bulk of the
general aviation fleet will decline somewhat over time. Some of these aircraft will be
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Forecast of Aviation ♦ Chapter 3
replaced by newer technology aircraft and new light sport aircraft. The older aircraft
remaining will likely fly fewer hours. However, considering the total cost of ownership
and operation, fuel cost alone may not be the determinant whether or not the aircraft
remain part of the active general aviation fleet.
• Over time, there will be a divergence in the general aviation industry with
business/corporate flying representing one end of the spectrum, and the sport pilot flying
a Light Sport Aircraft under a sport pilot certificate representing a large portion of the
private recreational flying at the other end. Over time there will be fewer and fewer of
those aircraft having historically represented the main -stay of the general aviation fleet.
The AOPA report further suggests that business/corporate aviation will continue to be the
segment that makes the greatest demand on the airport facilities.
3.4.11 Local Factors
Given these trends in the national general aviation market, the question is—will based aircraft or
general aviation operations at YKM be affected? During forecast workshops conducted as part
of this master plan, several opinions were expressed regarding general aviation at YKM by
aircraft owners, agencies and businesses on or near the airport:
• Yakima is likely to exceed FAA's growth curve for general aviation because there has
been no drop-off in the number of aircraft based at the airport.
• Westside (Puget Sound Region) growth and congestion could cause spillover to the
eastside (i.e., YKM) as people look for less crowded airspace, cheaper hangars and better
flying weather.
• Small corporate flights will increase at YKM. The Cessna 182 is the size of aircraft
companies in Yakima use for business purposes.
• Improved marketing of the airport will help with growth. YKM is in a good location
with good weather and a high number of days of sunshine. It has unrestricted space (both
airside and landside) and the wide runways are preferable to the shorter, narrower
runways at other facilities in the region.
• There is only one full-service fuel vendor in operation at the airport and training aircraft
based in YKM currently fly to Sunnyside for cheaper fuel. A facility that could provide
automotive gasoline (MoGas) could attract aircraft to YKM. Pullman is the closest
airport with MoGas available.
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• Sport aviation is expected to continue to grow in Yakima since Cub Crafters builds
approximately 50 sport aircraft per year at YKM and provides training, repairs and
support services to the owners of these aircraft.
• At the moment, hangar space is about even (supply/demand) but the cost to build hangars
is going up. There is no waiting list for hangars at YKM but there is a demand for
hangars caused by owners with aircraft that are stored on tie -down aprons wanting to
move into an enclosed hangar.
3.4.12 General Aviation Forecast
With this data as background, forecasts can be produced for general aviation growth at Yakima.
In this respect two factors will be examined. The first will be the number and type of aircraft
calling YKM home over the next twenty years. The second will be forecasts of operations by
general aviation aircraft.
3.4.12.1 Forecast of Based Aircraft
Historical records of the number of aircraft based at YKM since 2000 were examined as part of
this master plan. The following graph shows the growth experienced over time. Over the last 10
years there has been a steady trend upward at YKM.
To forecast the growth in based aircraft at YKM, various forecast modeling techniques were
used. Standard regression analyses were discounted as a viable approach as any model that relies
on historical relationships with any independent variable such as population have proven to have
low correlation values and therefore are poor forecasting tools. There are, however, several
forecasting methods that can be used to generate reliable estimates of future growth in based
aircraft. These are:
• FAA Terminal Area Forecast (TAF): FAA based aircraft forecasts for 2010 through
2030 contained in the Terminal Area Forecasts for YKM were evaluated. Under the
FAA TAF model, based aircraft are expected to continue to increase through 2030 when
204 aircraft are expected to be based at the airport.
• Population Based Growth: Testing the historical relationship between area population
and the number of based aircraft resulted in a finding that the relationship between the
two, although not very strong historically, did show evidence that area population is a
force behind based aircraft. Therefore, we have produced a forecast of based aircraft
using the growth rate the state has produced for population applied to current based
aircraft counts. This projection represents local growth conditions.
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Forecast of Aviation • Chapter 3
• Market Share Analyses: As with previous forecasts, projections have been made to
represent the number of aircraft at YKM that result from the airport maintaining its
current share of the growth in the State of Washington and the NW Mountain region as
forecast by FAA in the TAF.
• WSDOT LATS Market Share: Forecasts for the airport prepared under the WSDOT
LATS provide another recent comprehensive analysis of regional aviation demand in the
YKM service area. WSDOT LATS based aircraft and operations forecasts for the region
provided the foundation for market share allocations of activity to YKM. To account for
the fact the LATS forecasts were produced using 2006 data as a base, it was decided that
while the actual forecast may be dated, applying the growth rate from LATS to the actual
2009 based aircraft number would produce a reliable projection of future growth.
250
200
150
100
50
0
Forecast of Based Aircraft
111111111111111
1990 1993 1996 1999 2002 2005 2008 2011*2014*2017*2020*2023*2026*2029* 11
Table 3-11 shows the results of these projections for based aircraft at YKM. In reviewing these
and considering the factors discussed in the preceding, it was determined the preferred forecast
for based aircraft at YKM should combine the growth rates used in developing the LATS with
the growth expected based solely on area population growth. The LATS growth rates included
factors reflecting the expectations within the state's aviation system, combined with the DOT's
expectations as to how the growth would be distributed within regions of the state and finally to
the individual airports while the population based forecast relies solely on the State Office of
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Chapter 3 ♦ Forecast of Aviation
Financial Management's (OFM) projections for growth in Yakima County. This combination
results in a forecast of continued growth at YKM at a rate sustainable and consistent with the
national trends discussed in preceding sections as well as reflecting the local factors discussed by
the stakeholders.
Table 3-11: Forecasts for Based Aircraft
lir Population Share of Share of LATS Average/
Growth WA Region Projection Preferred
Year TAF
2010 162 162 162 162 162 162
2015 174 176 172 173 179 175
2020 183 188 182 182 189 185
2025 194 201 192 192 199 196
2030 204 215 202 201 218 208
3.4.12.2 Based Aircraft Fleet Mix
The current based aircraft fleet at Yakima consists primarily of small piston -engine aircraft.
Eighty-six percent of the based aircraft are single engine and 11 percent multi engine. The
remaining 3 percent are jet or rotorcraft. It is expected that this fleet will evolve based on
changes in the aircraft manufacturing, delivery, and use trends being experienced nationally.
Naturally the fleet will continue to be dominated by small private aircraft used as personal or
business aircraft. However, the increasing reliance on jet aircraft by the corporate sector in
general will be felt in Yakima as the population and economy continues to evolve. The forecast
of based aircraft fleet is based on the following:
• Single-Engine/Piston (SEP): This category includes both traditional single-engine
piston aircraft as well as the newer light sport aircraft (LSA).
• Multi -Engine (ME): The multi -engine category is composed of both twin -engine piston
and turboprop aircraft. However, the FAA Aerospace Forecasts 2008 to 2025 project
multi -engine fixed wing piston powered aircraft to decline at an annual rate of 0.9
percent.
• Turbojet: This category includes both traditional business/corporate jet aircraft, as well
as the very light jets (VLJ).
• Rotor: The rotor category includes both piston and turbine -powered rotorcraft.
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Forecast of Aviation ♦ Chapter 3
The FAA Aerospace Forecasts note that light sport aircraft such as those being manufactured by
Cub Crafters at YKM and VLJs are expected to make significant in -roads into the low and high
ends of the general aviation fleet through 2025. The reasons for this expectation are that these
newer more affordable aircraft will continue to attract the general aviation market in a manner
that the older aircraft fleet will not. Although these aircraft do not have their own specific
categories in the fleet mix forecasts, it is assumed they will represent an increasing percentage of
the aircraft in the SEP and turbojet categories.
The based aircraft fleet mix forecast for YKM uses current data and forecasts changes to the mix
based on the overall evolution of general aviation in the United States and the expectations and
observations of the airport stakeholders. The fleet mix percentages for YKM were applied to the
based aircraft forecast for the airport. The recommended YKM fleet mix forecast for the
benchmark years is presented in Table 3-12 below.
Table 3-12: Recommended YKM Fleet Mix Forecast
Year
Single Engine j Multi Engine
Piston Piston
No. % No.
111
2010 85.2% 138 11.1% 18 2.5% 4
20151 85.0% 149 11.0% 19 2.6% 5
2020 84.2% 156 11.1% 21 3.0% 6
2025 I 83.7% 164 10.9% 21 3.3% 6
2030 82.9% 173 10.5% 22 4.1% 9
1.2%
1.4%
1.7%
2.1%
2.5%
2 100.0%
2 100.0%
3 100.0%
4 100.0%
5 100.0%
162
175
185
196
208
3.4.12.3 General Aviation Operations
As with activity indicators at many airports the historical records for general aviation operations
exhibit a long term reduction in the total number of operations. From 1997 to the present the
number of annual operations have fluctuated but remained relatively stable around the 45,000 to
50,000 range. Therefore our forecast will need to rely on techniques considering this historical
record but do not under estimate the growth rate based on the early years of this same record.
Market Share Analyses: For general aviation operations, the share of the market in the State of
Washington, the Northwest Mountain Region and the United States likely to occur at YKM was
reviewed. These shares were calculated using the percentage of the larger market that was
experienced at YKM in 2009.
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Chapter 3 ♦ Forecast of Aviation
WSDOT LATS: As discussed before, the WSDOT LATS study represents the most recent,
comprehensive forecast of aviation activity in the state of Washington. In the study, aviation
activity was forecast through 2030 for each region and airport in the State. Under LATS, aircraft
operations at YKM are anticipated to grow at an annual rate of 1.2% through 2015 and then slow
to annual growth of 1 percent per year through 2030.
Operations per Based Aircraft: The final forecasting technique used relied on applying a
factor for the number of operations per based aircraft to the based aircraft forecast presented in
the previous section. This technique is being used as a baseline for comparing the others.
Forecasts generated by using operations per based aircraft alone are generally unreliable because
the historical patterns are not reliable and the relationship has not proven to be strong. The
alternative operations forecasts for YKM are presented in Table 3-13. The exhibit also shows
the preferred forecast for general aviation operations. This preferred forecast used an average of
all of the projections.
Table 3-13: General Aviation Operations Forecast
Market Shares
Yea TAF LATS OPBA Preferred
State Region Nation
2010 38,481 38,481 38,481 38,481 38,481 38,481 38,481
2015 39,780 39,832 39,996 38,245 41,336 41,593 40,130
2020 41,218 42,214 42,318 39,633 43,445 43,966 42,132
2025 42,716 44,837 44,844 41,127 45,661 46,539 44,287
L 2030 44,279 47,727 47,623 42,749 47,990 49,538 46,651
Records of general aviation activity at YKM show that, on average, about 55 percent of all
operations were transient and 45 percent local. Future levels of local and itinerant activity were
forecast using this distribution, as shown in Table 3-14.
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Forecast of Aviation ♦ Chapter 3
Table 3-14: Forecast of General Aviation Local and Itinerant Operations
Year 1
2010
• 2015
2020 AM
2025
2C,
Itu
38,481
40,130
42,132
44,287
46,651
gTransient J
21,165
22,072
23,173
24,358
25,658
17,316
18,059
18,960
19,929
20,993
3.4.13 Military Operations
Between 1990 and 2009, total military operations at YKM averaged 4,040 per year with higher
levels occurring in the 1990s. In forecasting future military operations levels, it has been
assumed that they would remain a low percentage of total airport activity and would continue to
average 4,040 per year.
3.5 PEAKING
The facility requirements determination presented in the subsequent section depends, in part, on
forecasts of peak future aircraft and passenger activity levels. Peak levels of activity closely
correlate with the need for facilities, such as runways, taxiways, aircraft apron and passenger
terminal facilities. Three primary descriptors are used as indicators of peak aviation activity:
• Peak Month: Defined as that month in the calendar year when the highest overall
activity levels occur. The term "design month" is interchangeable with peak month.
• Average Day: Defined as the average day within the peak month. This indicator is
developed by dividing the peak month activity by 31.
• Design Hour: Defined as the peak hour within the average day, typically ranging
between 10 and 20 percent of the average day activity. According to FAA Advisory
Circular 150/5360-13, design hour operations may reach levels as high as 12 to 20
percent of the average day operations and drop as low as 6.25 percent.
It is important to note that neither the average day nor the design hour is the absolute peak
occurring within a given year. By definition, average day activity will be exceeded at least
fifteen days during the peak month. Likewise, design hour activity will be exceeded numerous
times due to the calculation methodology used.
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Chapter 3 ♦ Forecast of Aviation
Peaking forecasts are prepared to determine the maximum number of passengers needing to use
the terminal facilities and the hourly operations demand the runway system. In this regard, we
have estimated peak period operations based on the following observations and assumptions:
Enplaned Passengers:
• A peak month: value of 10 percent of total annual enplaned passengers is used to reflect
the elevated activity experienced during the peak travel months typically July and
August (normal month equals 8 percent of the year).
• Average day: The average day calculation divides the peak month by 31 days to yield
an average daily operations figure.
• Peak hour: The peak hour calculation is used to determine the maximum number of
passengers during the busiest one hour period of the average day. With three daily
departures this number will be relatively high as a percentage. The peak hour enplaned
passenger forecast is estimated to be 35 percent of average day.
C'ormnercial Operations
• Peak month: Since this category included scheduled service, the peak month will not
fluctuate from the average. For commercial service the peak month will be equal to eight
percent of the annual.
• Average day: The average day calculation divides the peak month by 31 days to yield
an average daily operations figure.
• Peak hour: With three scheduled departures per day, there are two peak hour operations
(one take off and one landing). This number will increase as flights are added
Air Cargo/Air Taxi
• Peak month: Like commercial operations, this category is primarily scheduled activity
therefore the peak month has been estimated to remain at eight percent of the year.
• Average day: The average day calculation divides the peak month levels by 31 days to
yield an average daily operations figure.
• Peak hour: With this category dominated by air cargo, the peak hour will be related to
the cargo carrier's daily schedules, which consist of morning arrivals and evening
departures. A figure representing half of the operations in the morning is used in the
peak calculation.
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Forecast of Aviation ♦ Chapter 3
General Aviation
• Peak month: General aviation activity is assumed to peak during the summertime when
the days are longer and the weather suited for training activity. A peaking factor of
eleven percent of the total annual operations is used in this analysis.
• Average day: The average day calculation divides the peak month levels by 31 days to
yield an average daily operations figure.
• Peak hour: Peak hour operations are assumed to occur during the early summer evening
periods when general aviation pilots are conducting training activity. During this time
levels as high as 25 percent of the average day are expected to occur.
Total Activity
• Peak month: Since the peak periods for each category are not likely to occur
simultaneously, the peaks for total will not consist of the total for the other categories.
Total activity levels are assumed to peak during the summertime with a peaking factor of
eleven percent of the total annual operations is used in this analysis.
• Average day: The average day calculation divides the peak month levels by 31 days to
yield an average daily operations figure.
• Peak hour: Like general aviation, total peak hour operations are assumed to occur
during the early summer evening periods when general aviation pilots are conducting
training activity. During this time levels as high as 25 percent of the average day are
expected to occur.
The forecast peak period operations for YKM are shown in Table 3-15.
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Chapter 3 ♦ Forecast of Aviation
Table 3-15: Forecast of Peak Period Activity
or
Year/Category
Annual Peak Month Average Day/
Activity Peak Month
Peak
Hour
Enplaned Passengers
2010
58,994
5,899
190
210
244
67
74
85
109
139
2015
65,134
6,513
2020
75,508
7,551
2025
96,370
9,637
311
2030
122,995
12,300
397
Commercial Operations
2010
2,190
175
6
2
2015
2,285
183
6
2
2020
2,483
199
6
2
2025
2,983
239
8
3
2030
3,596
288
23
5
Air Cargo/Air Taxi Operations
2010
5,777
462
15
16
17
19
7
8
2015
6,222
498
2020
6,701
536
2025
7,219
578
2030
7,778
622
20
General Aviation Operations
2010
2015
38,481
40,130
4,233
137
34
4,414
142
36
2020
42,132
4,635
150
37
2025
44,287
4,872
157
39
2030
46,651
5,132
166
41
Military Operations 1
7
2010
4,040
444
14
4
2015
4,040
444
14
4
2020
4,040
444
14
4
2025
2030
4,040
444
14
4,040
444
14
Total Operations
2010
50,488
5,554
179
45
2015
52,677
5,794
187
47
2020
55,357
6,089
196
49
2025
58,529
6,438
208
52
2030
62,065
6,827
220
55
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Forecast of Aviation ♦ Chapter 3
3.5.1 Total Annual Operations
Table 3-16 combines the forecasts of all activity categories determined in the preceding results in
a forecast of total annual operations through the year 2030.
Table 3-16: Forecast of Total Annual Operations
2025 203
Commercial 2,190 2,285 2,483 2,983 3,596
Air Cargo/Air TaijiM 5,777 6,222 6,701 7,219 7,778
General AviatioM 38,481 40,130 42,132 44,287 46,651
Military 4,040 4,040 4,040 4,040 4,040
Total Operatior 50,488 52,677 55,357 58,529 62,065
3.6 INSTRUMENT OPERATIONS
An instrument operation at an airport is defined as any arrival or departure from an airport by
aircraft operating in accordance with an Instrument Flight Rule (IFR) flight plan or with the
provision of IFR separation from other aircraft by a terminal control facility; or, any contact with
the ATCT by aircraft operating under an IFR flight plan. Instrument operations can be
conducted at any time, regardless of meteorological conditions. Actual instrument approaches,
however, are defined as instrument operations conducted during instrument meteorological
conditions. Instrument meteorological conditions exist when the cloud ceiling is less than 1,000
feet above ground level (AGL) and/or visibility is less than three miles. Instrument approach
statistics are normally compiled by an Airport Traffic Control Tower (ATCT).
At YKM a three-year record of flight tracking data was obtained from FlightAware, an aviation
software and data services company based in Houston, Texas. FlightAware provides flight
tracking of private and commercial flights at airports throughout the United States. The
FlightAware data used in this analysis reflects flight plans that were filed to/from YKM from
September 2008 through September 2010. This data, compared with total operations for the
same time period, shows 28 percent of all flights at YKM are classified as instrument operations.
This percentage is expected to hold constant over the forecast period, as shown in Table 3-17,
due to the relative stability in the mixture of commercial operations, that are almost all included
as instrument operations and general aviation, where the same relative percentages of instrument
operations are envisioned.
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Table 3-17: Forecast of Instrument Operations
Year
Total Instrument
Op erations Op erations
2010 50,488 14,137
2015 52,677 14,750
2020 55,357 15,500
2025 58,529 16,388
2030 62,065 17,378
3.7 OPERATIONS BY AIRCRAFT TYPE
Forecasting future activity by aircraft type is a very key step in the development of an airport's
master plan. This forecast allows for the identification of the Critical Aircraft that will be used to
determine many of the future airport requirements, particularly on the airfield. The critical
aircraft is defined as that type (or combination of types) that regularly use, or are expected to use
the airport. Regular use is defined as 500 or more annual operations.
The forecast of future operations by aircraft type at YKM was prepared using historical
information, data collected during interviews with airport users, and analysis of trends in both
national and regional aviation as presented in preceding sections of this report. The forecast
anticipates the continued use of aircraft such as the Q-400 in the commercial service market with
small turbo -prop aircraft such as the Embraer 120 or Cessna Caravan providing air cargo service.
A special effort was made to analyze the types of aircraft using YKM today in order to best
forecast the aircraft likely to use the airport in the future. For this study, the three-year record of
flight tracking data obtained from FlightAware, was used.
This flight tracking data does not include flights occurring during visual conditions or for any
flight for which a flight plan was not filed and is not a complete record of all flights at YKM
during this three-year period. The data does reflect the best available information on actual flight
activity by transient aircraft at YKM.
The flight plan data recorded 40,698 aircraft arrivals and/or departures over the three year period.
This averages approximately 13,500 per year, or 28 percent of the airport's total annual
operations. FlightAware data is reputed to accurately record nearly 95 percent of flights where
flight plans were filed. The other five percent are aircraft operations where the owners have
requested that the flight information not be reported for privacy reasons.
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As seen from this data, about three percent of all activity at YKM was performed by business jet
aircraft. These range from small business jets such as the Cessna Citation to the Boeing 747-8.
Table 3-18 shows the breakdown of flight operations by aircraft type for both the current year as
well as the projected changes in operational fleet through 2030.
In forecasting future activity by aircraft type, the following assumptions were used.
1. Use of YKM by business and corporate aircraft will continue into the future with slow
but steady increases in the overall percentage of the fleet. These business jet operations
today are primarily small to medium jets such as the Cessna Citation or Learjet 30.
In the future it is expected that more of the jet activity will be by larger aircraft such as
Grumman Gulfstream III and IV as well as the Global Express.
2. The airport is regularly used by Boeing aircraft ranging from the 737 series to the 747-8.
These operations are typically training flights where the aircraft does not touch the
runway surface. However, YKM is a designated alternate airport for flights bound for
Seattle and occasionally receives these stopovers during bad weather conditions.
This level of activity is expected to continue into the future. As Boeing's production
levels continue to increase demand for these types of flights will also increase. Given
current production schedules it is anticipated that this activity will be primarily the 737
series and the 747-8. Weather diversions will continue to be a small but important
component.
3. Regularly scheduled commercial airline service is currently limited to operations by the
Bombardier Q-400 turboprop aircraft with a seating capacity of 75. In March of 2012,
additional service will be added by SeaPort Airlines using smaller 9 -seat turboprop
aircraft.
For the future it is assumed that this mix will continue with the possible addition of
regional jet aircraft with a seating capacity of 75 to 100 should a fuel efficient model be
introduced to the commercial fleet.
4. Air cargo flights to and from Yakima are expected to continue to consist of small, low -
capacity aircraft such as the Cessna Caravan or the Embraer 120 feeding the cargo hubs
in Seattle and Spokane.
5. Other general aviation flights being conducted by small turboprop or piston aircraft
currently comprise approximately 80% of all recorded operations at YKM. In the future
it is expected that these types of aircraft will continue to be the prominent users of the
airport.
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Chapter 3 ♦ Forecast of Aviation
Table 3-18: Forecast of Operations by Aircraft Type
Aircraft/Category
Typical
Aircraft
2010
?:['i(-'-<
2020
2025
2030
%
Total
oyo
Total
%
Total
oyo
Total
riii
Jets
B -I
B -II
C -I
C -II
BIII
CII
DII
DIII
DIII
C -III
C -IV
D -II
D -IV
D -VI
Total
0.0%
Learjet 30
0.0%
23
0.0%
24
0.0%
25
26
0.0%
28
Cessna
Citation
2.0%
1,034
2.3%
1,185
2.3%
1,278
2.8%
0.1%
0.3%
1.0%
0.0%
0.0%
0.4%
0.4%
1,639
3.5%
2,172
Learjet 25
0.1%
36
0.1%
39
0.1%
50
59
0.2%
99
CRJ-700
0.2%
106
0.3%
147
0.3%
155
164
0.3%
174
Citation X
0.0%
-
0.5%
263
0.5%
277
585
1.0%
621
Gulfstream
GIII
Gulfstream I
0.0%
0.0%
-
-
0.0%
0.0%
-
-
0.0%
0.0%
-
-
-
-
0.0%
0.0%
-
-
Global
Express
Gulfstream
0.0%
0.0%
-
-
0.3%
0.3%
132
132
0.3%
0.3%
166
155
234
234
217
0.5%
0.5%
0.4%
310
_
310
Boeing 737 -
all series
0.4%
187
0.4%
195
0.4%
205
0.4%
230
Airbus A330
0.0%
1
0.0%
1
0.0%
1
0.0%
0.4%
0.0%
0.0%
5.8%
1
0.0%
1
Learjet 35
0.0%
2
0.2%
79
0.2%
127
205
0.5%
298
Boeing 777
0.0%
1
0.0%
1
0.0%
1
1
2
0.0%
0.0%
1
Boeing 7747-
0.0%
2
0.0%
2
0.0%
4.4%
2
2,441
2
2.8%
1,392
4.2%
2,199
3,366
6.8%
4,246
Turboprops
C -III
B -I
Bombardier
4.3%
2,190
4.2%
2,191
4.0%
2,202
6,734
5.0%
2,920
8.0%
4,965
Beech King
Air, Beech
1900
11.4%
5,777
11.8%
6,230
12.2%
12.4%
7,228
5.0%
3,103
Twin -Engine Piston
Beech
Baron,
Cessna 404
17.2%
8,664
18.0%
9,479
18.1%
10,016
18.0%
10,534
18.0%
11,172
�I
Single -Engine
Piston
Piper Cub,
Beech 180
31,599
59.8%
31,490
59.1%
32,704
56.5%
33,066
59.6%
36,991
62.6%
Rotor
Robinson,
Bell
1.7%
866
2.0%
1,053
2.2%
1,217
-.4%
1,405
2.6%
1,614
Total
100.0
50,488
100.0
52,659
100.0
55,336
100.0
58,524
100.0
62,065
Yakima Air Terminal/McAllister Field Master Plan
3-34 1 Page
Forecast of Aviation ♦ Chapter 3
Based on historical activity records, the critical aircraft for YKM is the Bombardier Q-400
operated by Alaska Airlines. This aircraft recorded more than 2,190 operations in 2010. The
Q-400 is classified as a C -III with a maximum takeoff weight of 64,000 pounds. Projecting the
future leads to the conclusion that the Q-400 is likely to remain the critical aircraft at least
through the next ten years since Alaska is expected to continue to serve Yakima with these
airplanes. Beyond 2020 Alaska service will still be offered using the Q-400 but fleet changes
may occur as business and corporate aviation become a larger factor at YKM. This could lead to
increased use by large corporate jets such as the Grumman G -V and the Global Express which
are classified as D -III by FAA and weigh 90,000 pounds. However, it is likely that the Q-400
will continue to be the critical aircraft through the end of this 30 year planning period.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 3-35
4
FACILITY REQUIREMENTS
4.1 INTRODUCTION
This chapter assesses the facilities at Yakima Air Terminal/McAllister Field (YKM) and their
ability to accommodate the activity levels developed in the Aviation Demand Forecasts.
Capacity deficiencies are identified as are the actions needed to correct them. The first issue
addressed is the ultimate configuration of the airfield followed by an analysis of the passenger
terminal, air cargo facilities, aircraft hangar and apron areas, Fixed Base Operator (FBO)
facilities, access and vehicle parking, utilities, and aviation support facilities. Table 4-1
summarizes the conclusions from this chapter.
Table 4-1: Existing Facilities Assessment
Actual
Conclusions
Airfield System
The wind coverage and capacity needs at YKM are met by a single runway.
ilRunway 9/27, at 7,604 feet, provides sufficient take -off length for all of the aircraft
forecast to use the airport.
The existing passenger terminal building needs to be remodeled and renovated to
serve short-term needs and will require expansion before 2020. Terminal layout and
maintenance issues may require action sooner to maintain an acceptable level of
I. service.
The current public parking lot should be adequate through the year 2020. URS
recommends expanding the rent -a -car ready/return and rental car parking area prior
II to this time.
Although air cargo is forecasted to continue to consist of feeder service using small
aircraft, additional space will need to be provided in the future, either by remarking
existing pavement or by constructing new air cargo apron.
With the forecasted growth in based aircraft, as well as the existing unmet demand
for hangar space, additional area for hangar development will need to be made
available for future development.
Expanded FBO facilities are required to provide support for the general aviation
community. These facilities will provide not only aircraft maintenance hangars, but
also pilot lounge areas, area for fueling aircraft, and sufficient space for transient
aircraft parking.
The current system is adequate, assuming the private sector continues to upgrade its
facilities and improve delivery as needed.
Passenger Terminal
Automobile Parking
Air Cargo
Based Aircraft Hangar
Storage
FBO and support
facility expansion
Fueling
i
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Chapter 4 ♦ Facility Requirements
4.2 AIRFIELD REQUIREMENTS
There are two active runways at YKM, primary Runway 9/27 and crosswind Runway 4/22.
Runway 9/27 is 7,604 feet long and 150 feet wide. Runway 4/22 is 3,835 feet long by 150 feet
wide. Both runways have parallel taxiway systems, with Taxiway A serving Runway 9/27 and
Taxiway B serving Runway 4/22. Taxiway A is 81 feet wide and B is 75 feet.
Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13, Airport Design
(Change 14), requires that the future classification of the airport be used as the basis for airfield
design. In the forecast chapter, the critical aircraft at YKM was determined to be the Bombardier
Q400 operated by Alaska/Horizon Airlines. The Q400 has an Airport Reference Code (ARC) of
C -III.
Runway 4/22 will continue to serve only small aircraft, and the existing B -I (small) classification
will to remain unchanged.
4.2.1 Runway Length Requirements
The required length of a runway at an airport is calculated based on the types of aircraft regularly
using it. The types of aircraft using YKM were identified using flight -tracking data obtained
from FlightAware. These data recorded 40,698 instrument arrivals and/or departures at YKM
over a three-year period (an average of 13,566 instrument operations per year, or 28 percent of
the airport's total annual operations). The data shows business jet aircraft accounted for 3
percent of all activity at YKM. These range from small business jets, such as the Cessna
Citation, to limited use by the Boeing 737. The Q400 will remain the critical aircraft because
Alaska continues to serve Yakima with these aircraft. Beyond 2020, fleet changes may occur as
business and corporate aviation become a larger factor at YKM. This could lead to increased use
by large corporate jets such as the Gulfstream G -V and the Global Express, which FAA classifies
as D -III and weigh up to 90,000 pounds.
Table 4-2 shows the types of aircraft using YKM today or forecast to use the airport in the
future, and shows the runway take -off length required for each. The runway lengths assume an
airport elevation of 1,099 feet and a mean maximum temperature of 87 degrees Fahrenheit. The
FlightAware data indicate the average trip length will be 1,000 to 1,500 miles. Take -off lengths
were calculated for each aircraft using the aircraft operations manuals, the website
Jetadvisors.com, or conversations with the aircraft manufacturers' representatives.
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4-2 1 Page
Lip -m
1 -IV
Facility Requirements • Chapter 4
Table 4-2: Existing and Future Aircraft Use
FAA Class Aircraft Type
Jets
1
Required Take -off
Runway Length
(Feet)
Annual Operations1117
2010 II 2015 2020 2025 2030
13-I AM Learjet 30
IB -II
MEM
'C -II
I-II
4,042 23 24 25 26 29
Cessna Citation 3,942 1,034 1,183 1,272 1,637 2,225
Citation X 5,582 0 263 275 585 636
Learjet 25 4,520 36 39 50 58 102
CRJ-700 5,978 106 147 154 164 178
Gulfstream GIII 5,738 0 0 0 0 0
Boeing 737 - all series 8,900 187 195 204 217 235
Airbus A330 9,000 1 1 1 1 1
Gulfstream GIV 5,684 0 0 0 0 0
Learjet 35 4,042 0 79 127 205 305
Global Express 6,528 0 131 165 234 318
Gulfstream V 6,718 0 131 154 234 318
Boeing 777 9,000 1 1 1 1 1
10,000 2 2 2 2 2
1,392 2,196 2,181 3,363 4,350
-V Boeing 747-8
Subtotal
Turboprop
PI 1 Beech King Air, Beech 1900
C -III
Twin Engine Beech Baron, Cessna 404
Piston
Bombardier Q-400
3,500 5,777 6,220 6,701 7,221 6,358
4,000 2,190 2,187 2,192 2,917 5,086
Single -Engine
Piston
Piper Cub, Beech 180
Rotor 1 Robinson, Bell
Total
3,500 8,664 9,465 9,967 10,524 11,444
1,200 31,599 31,444 32,543 33,033 37,893
Totals may not add due to rounding.
Source: Actual - Flight4ware
Forecast - URS Corporation
866 1,052 1,211 1,403 1,653
50,488 52,582 55,064 58,466 63,579
As shown, the take -off length requirements vary from 4,000 feet for the Learjet to 8,900 feet for
the Boeing 737. The Boeing 747-8 and 777 aircraft technically require longer runways but their
use of YKM is limited to tough -and -go activity. As Figure 4-1 below shows, only the largest
aircraft require a runway length longer than the existing 7,604 feet.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 4-3
Chapter 4 • Facility Requirements
Figure 4-1: Aircraft Runway Length Requirements
GV
Global Express
Lear 35
G IV
A-319
8.737
G III
CRI 700
Lear 25
CRatbn3
Cessna [Ratbn
Lear 30
0
1000 2000 3000 4000 5000
6000
• Required Runway Length ■ Existing Runway length
7000
8000
9000 10000
Guidance included in the FAA AC 150/5325-4B, Runway Length Requirements for Airport
Design, was also used to calculate required runway length. The AC attests that the existing
runway length at YKM is adequate for the airport, as shown in Table 4-3.
Yakima Air Terminal/McAllister Field Master Plan
4-4 1 Page
Facility Requirements • Chapter 4
Table 4-3: FAA Runway Design Program Output Airport and Runway Data
tir
Airport elevation (mean sea level)
Mean daily maximum temperature of the hottest month
Maximum difference in runway centerline elevation
Length of haul for airplanes of more than 60,000 pounds
1,094 feet
81°F
49.8 feet
1,500 miles
tunway Length R irp rtoDesign
Small airplanes with approach speeds of less than 30 knots 300 feet
Small airplanes with approach speeds of less than 50 knots 800 feet
Small airplanes with less than 10 passenger seats:
95 percent of these small airplanes 3,100 feet
100 percent of these small airplanes 4,700 feet
Large airplanes of 60,000 pounds or less:
75 percent of these large airplanes at 60 percent useful load 4,700 feet
75 percent of these large airplanes at 90 percent useful load 6,200 feet
100 percent of these large airplanes at 60 percent useful load 5,500 feet
100 percent of these large airplanes at 90 percent useful load 8,000 feet
Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design
4.2.2 Runway Orientation and Wind Coverage
Wind and weather conditions affect airport runway capacity and use because of the combined
effects of wind direction, wind velocity, and visibility. Prevailing wind and visibility conditions
determine the direction in which takeoffs and landings are conducted and frequency that each
runway is used.
FAA AC 150/5300-13, Airport Design, presents guidelines for runway wind coverage. The
circular states that when a single runway provides less than 95 percent wind coverage for the
class of aircraft anticipated to use it on a regular basis, a crosswind runway is recommended and
supported by FAA.
In the following wind analyses, the term Visual Meteorological Conditions (VMC) is used when
visibility is at least three statute miles and the cloud ceiling is at least 1,000 feet above ground
level (AGL). Visual Flight Rules (VFR) are in effect under VMC. Instrument Meteorological
Conditions (IMC) are used when visibility is at least one statute mile but less than three statute
miles and/or the cloud ceiling is at least 500 feet but less than 1,000 feet AGL. Instrument Flight
Rules (IFR) are in effect under IMC.
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Chapter 4 ♦ Facility Requirements
At YKM, VMC occur on average 94.7 percent of the year and IFR conditions only 4.03 percent.
The remaining time (1.3% of the year) operations cannot occur.
URS obtained historical wind and weather data for YKM from the National Climatic Center
(NCC) for the years 2000 through 2009. Analyses show that based on all-weather wind coverage
with a 13 -knot crosswind limitation, Runway 9/27 provides 98.01 percent coverage and Runway
4/22, 96.83 percent. The two runways have a combined wind coverage of 99.26 percent. Winds
are calm (0 to 10 knots) an average of 90.3 percent of the time. Figure 4-2 presents these data as
an all-weather wind rose and includes calculations for 10.5-, 13-, 16-, and 20 -knot crosswind
coverage.
Under VFR conditions with a 13 -knot crosswind, Runway 9/27 is usable 97.90 percent of the
time and Runway 4/22 96.66 percent. Combined, the runways provide coverage of 99.22
percent. Winds are calm an average of 89.8 percent of the time, as shown in the VFR wind rose
in Figure 4-3. Under IFR conditions with a 13 -knot crosswind limitation, Runway 9/27 is usable
99.93 percent of the time. Winds are calm an average of 99.8 percent of the time, as shown in
the IFR wind rose in Figure 4-4.
As the wind rose data show, Runway 9/27 provides more than 95 percent wind coverage under
all-weather, VFR, and IFR conditions. Given this, FAA Guidelines suggest that a crosswind
runway is not required for wind coverage and, therefore, Runway 4/22 will not be eligible for
future FAA grants for rehabilitation.
Yakima Air Terminal/McAllister Field Master Plan
4-6 i Page
Facilit
Regniremerii
All Weather (78,061 observations)
CROSSWIND RWY 04/22 RWY 09/27
COMBINED
10.5 knots
13 knots
16 knots
20 knots
94.43%
96.83%
99.07%
99.81%
96.51 %
98.01 %
99.26%
99.81 %
98.18%
99.26%
99.79%
99.97%
Source: National Oceanic and Atmospheric Administration, National Climatic
Data Center. Station 72781 - Yakima, Washington. Period of record.: 2000-2009
Figure 4-2: All Weather Wind Rose
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Page 1 4-7
Chapter 4 ♦ Facility Requirements
VFR (73,893 observations)
CROSSWIND RWY 04/22 RWY 09/27 COMBINED
10.5 knots
13 knots
16 knots
20 knots
94.12%
96.66%
99.02%
99.80%
96.32%
97.90%
99.22%
99.80%
98.08%
99.22%
99.78%
99.97%
Source: National Oceanic and Atmospheric Administration, National Climatic
Data Center. Station 72781 - Yakima, Washington. Period of record.: 2000-2009
Figure 4-3: Visual Flight Rules (VFR) Wind Rose
Yakima Air Terminal/McAllister Field Master Plan
4-8 1 Page
Facility Requirements ♦ Chapter 4
IFR (3,147 observations)
CROSSWIND RWY 04/22 RWY 09/27 COMBINED
10.5 knots
13 knotty
16 knots
20 knots
99.87%
99.93%
99.97%
99.97%
99.88%
99.93%
99.97%
99.97%
99.92%
99.95%
99.97%
99.97%
Source: National Oceanic and Atmospheric Administration, National Climatic
Data Center. Station 72781 - Yakima, Washington. Period of record: 2000-2009
Figure 4-4: Instrument Flight Rules (IFR) Wind Rose
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Page 1 4-9
Chapter 4 ♦ Facility Requirements
4.3 RUNWAY CAPACITY
Runway capacity measures the theoretical maximum number of aircraft operations that can be
accommodated on the runway system over a specified period. A variety of techniques have been
developed for determining airfield capacity, with the most widely accepted method described in
FAA AC 150/5060-5, Airport Capacity and Delay. The analyses employed herein are based on
this publication, which evaluates airfield capacity in two ways:
Annual Service Volume (ASV): This is an estimate of the airport's annual capacity. The ASV
accounts for differences in runway use, aircraft mix, weather conditions, and other factors that
occur at the airport over a year's time.
Hourly Capacity: This is an estimate of the number of operations that can take place on the
runway system during a 1 -hour period. Hourly VFR and IFR capacities are calculated based on
runway configuration, percent arrivals, percent touch-and-go, taxiways, airspace limitations, and
runway instrumentation.
Table 4-4 shows the results of the capacity analysis for YKM's two -runway system compared
with the forecast operations levels.
The analysis of capacity shows that demand levels forecast for YKM will not exceed the
capacity of the runway system within the 20 -year planning period.
Yakima Air Terminal/McAllister Field Master Plan
4-10 1 Page
Facility Requirements • Chapter 4
Table 4-4: Runway Capacity/Demand Comparison
'MinAnnual
Annual Service Volume
Annual Demand
2010 "Pr 2015 I. 2020 2025 2030
230,000 230,000 230,000 230,000 230,000
50,488 52,582 55,064 58,466 63,579
Percent Capacity 21.9% 22.9% 23.9% 25.6% 27.6%
Hourly
VFR Conditions
Peak Hour Capacity j 98 98 98 98 98
Peak Hour Demand ji 45 47 49 52 56
Percent Capacity 45.92% 47.96% 50.00% 53.06% 57.14%
IFR Conditions
Peak Hour Capacity
59 59 59 59 59
Peak Hour Demand 13 14 14 16 19
Percent Capacity 22.03% 23.73% 23.73% 27.12% 32.20%
Source: URS Corporation
Capacity for ASV and peak hour conditions derived from Sketch 9 - AC 150/5060- 5
Notes: ASV — Annual Service Volume
VFR — Visual Flight Rules
IFR — InstrumentFlightRules
4.3.1 Design Standards
The airfield at YKM is classified as ARC C -III. C -III is also the classification for the design of
Runway 9/27. The information contained in Table 4-5 shows the standards for this category
compared with the current layout features of the airport.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 4-11
Standard (ft.)1
Taxiway Centerline to Fixed or Movable Object
Taxilane Centerlinqii,jaaiiifia,or Movable Object ..
Chapter 4 ♦ Facility Requirements
Table 4-5: Existing Conditions vs. C -III Design Criteria (Runway 9/27)
Design Feature
Runway:
Width
Runway Shoulder Width
Runway Blast Pad Width
Runway Blast Pad Length
Existing (ft.)
ell Difference
150 150 Meets Standard
10 25 15 feet
150 200 50 feet
200 200 Meets Standard
Runway Safety Area (RSA) Width 522 500 Meets Standard
Safety Area Length (beyond runway end) 1,000 1,000 Meets Standard
Object Free Area Width 800 800 Meets Standard
1,000 1,000 Meets Standard
400 400 Meets Standard
Obstacle Free Zone Length 8,004 8,004 Meets Standard
Object Free Area Length (beyond runway end)
Obstacle Free Zone Width
Taxiway:
Width
Safety Area Width
Object Free Area Width
Taxilane Object Free Area Width
Runway Centerline to:
Taxiway Centerline
Aircraft Parking Area
81 75 Meets Standard
118 118 Meets Standard
186 186 Meets Standard
162 162 Meets Standard
400 400 Meets Standard
500 500 Meets Standard
93 93 Meets Standard
81 81 Meets Standard
Source: FAA Advisory Circular 150/5300-13, Airport Design, Change 6
Runway 4/22 is classified differently from 9/27 to account for the fact that operations are limited
to small single-engine aircraft. FAA classifies Runway 4/22 as B -I (small). Table 4-6 lists the
standards for this classification.
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4-12 1 Page
Facility Requirements • Chapter 4
Table 4-6: Existing Conditions vs. B -I (small) Design Criteria (Runway 4/22)
Design Feature Existing (ft.) Standard (ft.) I. Difference
Runway:
Width 150 60 Meets Standard
Runway Shoulder Width 5 10 5 feet
Runway Blast Pad Width 1111 None 80 80 feet
Runway Blast Pad Length None 60 60 feet
Runway Safety Area (RSA) Width 200 120 Meets Standard
Safety Area Length (beyond runway end) 600 240 Meets Standard
Object Free Area Width 400 250 Meets Standard
Object Free Area Length (beyond runway end) 600 240 Meets Standard
Obstacle Free Zone Width 250 250 Meets Standard
Obstacle Free Zone Length 200 200 Meets Standard
Taxiway:
Width 75 25 Meets Standard
Safety Area Width 49 49 Meets Standard
Object Free Area Width 89 89 Meets Standard
Taxilane Object Free Area Width 79 79 Meets Standard
Runway Centerline to:
Taxiway Centerline 300 150 Meets Standard
Aircraft Parking Area 420 125 Meets Standard
Taxiway Centerline to Fixed or Movable Object
Taxilane Centerline to_tixed or Movable Object
44.5 44.5 Meets Standard
39.5 39.5 Meets Standard
Source: FAA Advisory Circular 150/5300-13, Airport Design, Change 6
Note: Runway 4/22 and Taxiway B were constructed to meet B -III standards that exceed B -I (small) standards.
4.3.2 Requirement Recommendation
The preceding analysis shows the current length of 7,604 feet on Runway 9/27 is sufficient for
all future operations by all aircraft types, except for the Airbus A319 and 320 and the Boeing
737, 777, and 747 aircraft. The critical aircraft for the airport, the Bombardier Q400, requires
4,000 feet for take -off during hot weather, and this length is available. It is concluded that the
existing length will be sufficient for all operations forecast to occur over the next 20 years. The
exception is the continuation of flight diversions from the Seattle -Tacoma International Airport
(SEA) that occur periodically. These diversions commonly involve Boeing 737 and Airbus
A319/320 aircraft, both of which require a longer runway to operate at peak efficiency. The
Yakima Air Terminal/McAllister Field Master Plan
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Chapter 4 ♦ Facility Requirements
number of diversions has historically been low (fewer than 200 per year), and this level of
activity alone does not justify a runway extension.
Secondly, the runway system has all-weather wind coverage of 98.18 percent with a 10.5 -knot
crosswind, so no additional runway is needed to provide for wind coverage. In fact, the wind
rose data show that Runway 9/27 provides more than 95 percent coverage for all aircraft under
all weather conditions. This results in a determination that Runway 4/22 is not eligible for
continued FAA support.
However, other reasons for maintaining Runway 4/22 do exist. Runway 4/22 provides flexibility
in operations, with general aviation (GA) aircraft having the ability to operate more efficiently
off the runway. Additionally, during periods when Runway 9/27 is unavailable because of
construction or other activities, most airport operations can continue on Runway 4/22.
Finally, no airfield capacity constraint has been identified for the 20 -year time frame for either
the current two -runway airfield configuration, or the single -runway configuration that will result
if Runway 4/22 is closed. This analysis showed that no additional runway capacity is required at
Yakima.
4.3.3 Runway Safety Areas (RSA)
The RSA is a critical, two-dimensional area surrounding each active runway that must be:
• Cleared, graded, and free of potential hazardous surface variations,
• Properly drained,
• Capable of supporting Aircraft Rescue and Fire Fighting (ARFF) equipment,
maintenance equipment, and aircraft under normal weather conditions, and
• Free of objects, except for those mounted using low -impact supports and whose location
is fixed by function.
Based on FAA criteria from AC 150/5300-13 for a C -III runway, the RSA for Runway 9/27
needs to be 500 feet wide, extending 1,000 feet beyond each runway end. Presently the RSAs on
both ends of the runway comply with these standards.
For Runway 4/22, the RSA should meet the standards for a B -I (small) aircraft. The RSA
includes an area 250 feet beyond the runway end measuring 120 feet wide.
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Facility Requirements + Chapter 4
4.3.4 Runway Object Free Areas (OFA)
The ROFA is a two-dimensional ground area surrounding each runway. The ROFA clearing
standard precludes parked aircraft or other objects from the area, except NAVAIDs and facilities
whose locations are fixed by function. For Runway 9/27, the current OFA is 800 feet wide and
extends 1,000 feet beyond the end of the runway, in accordance with C -III runway standards.
For Runway 4/22, the OFA is 250 feet wide and extends 240 feet beyond the end of the runway.
As with the RSAs, the OFA dimensions fall entirely on airport property and meet all FAA
criteria.
4.3.5 Runway Protection Zones (RPZs)
The RPZ is trapezoidal in shape and centered on the extended runway centerline for each runway
end. Its function is to enhance the protection of people and property on the ground. It begins
200 feet beyond the permanent runway threshold (at the end of the primary surface). The RPZ
dimensions are based on the type of aircraft using the runway, type of operations (visual or
instrument) being conducted, and the visibility minimums associated with the most demanding
approach available. RPZ dimensional standards are defined in the FAA AC 150/5300-13,
Airport Design. Table 4-7 shows the YKM RPZ dimensions. All RPZs at YKM meet these
standards, and the airport owns all property within the RPZ for each runway end.
Table 4-7: Runway Protection Zone (RPZ)
Zone Inner Outer
Aircraft Approved
Runway Length Width Width Acres
Served Approach
(feet) (feet) (feet)
09 Large Non Precision 1,700 1,000 1,510 48.9
27 Large Precision 2,500 1,000 1,750 78.9
04 Small Visual 1,000 250 450 8.0
22 Small Visual 1,000 250 450 8.0
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Chapter 4 ♦ Facility Requirements
4.4 TERMINAL REQUIREMENTS
The passenger terminal area is located on the north side of the airport at the approximate
intersection of Runways 9/27 and 4/22. The terminal area consists of the passenger terminal
building, terminal curbfront, commercial aircraft parking apron, the surface access system and
automobile parking areas, and the airport administrative offices. The terminal area is accessed
using either West Washington Avenue or South 24th Street onto the airport entry drive. Parking
is located in front of the terminal with public parking, rent -a -car, and employee parking provided
in different areas.
The apron directly south of the terminal building is designated for airline use. Four aircraft
parking positions are marked on this pavement, although they are seldom used at the same time.
The apron also provides for airline ground service equipment (GSE) and enplaning/deplaning
passenger circulation.
Public automobile parking is provided in a main parking lot north of the terminal. The lot
contains 188 spaces. Users can enter the lot either before or after the terminal curbside.
Rental car parking is located east of the terminal with 36 spaces available in a restricted lot.
4.4.1 Passenger Terminal Building Requirements
Within the passenger terminal building, services are required for processing passengers arriving
and departing on commercial flights. Enplaning services include ticketing, baggage, passenger
service areas, and airline offices. Processing services typically include passenger and bag
screening facilities operated by the Transportation Security Administration (TSA). Deplaning
services include baggage claim, rental car counters, and parking prepay facilities. Other services
necessary to plan for in a terminal building include concessions (restaurants and gift shops),
restrooms, advertising and display areas, mechanical and utility rooms, and janitorial service and
storage areas.
YKM is currently served by Alaska Airlines, which offers three daily commercial flights to and
from SEA using Bombardier Q400 aircraft with 76 passenger seats. Occasional charter
operations using narrow body aircraft with 100 to 147 seats operate at YKM on a nonscheduled
basis, and YKM serves as a diversion stop for commercial flights when SEA is not accessible. A
new terminal needs to be planned to ensure additional airlines and larger aircraft are not
precluded from use should demand arise, as well as ensuring current and projected peak loads are
accommodated. The following discussion provides details on the facility requirements for a new
passenger terminal at YKM, which are summarized in 5 -year increments in Table 4-8.
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Facility Requirements • Chapter 4
Table 4-8: Terminal Building Requirements
= 2010 2015 2020 2025 2030
nnfl aual enplanements 58,994 65,134 75,508 96,370 122,995
Peak hour enplanements I= 67 74 85 109 139
Peak hour airline operations 2 2 2 3 4
Facility Requirements 1 Unit
Enplaning
Ticket counter length 1.f 40 40 60 60 60
Agent work area GM s.f. 480 480 720 720 720
`Passenger queuing s.f. 800 600 900 900 900
Eculation space ■ s.f. 400 400 600 600 600
Self-service kiosk s.f. 40 40 60 60 60
Airline offices s.f. 800 800 1,200 1,200 1,200
Airline baggage mall s.f. 1,000 2,000 3,000 3,000 3,000
• TSA baggage screen- s.f. 1,000 1,000 1,000 1,000 1,000
o MAIaning requiremea s.f. 4,520 5,320 7,480 7,480 7,480
Security/Screening
Passenger security lanes, no. 1 1 1 2 2
Screening area s.f. 1,050 1,050 1,050 2,100 2,100
Passenger queuing s.f. 804 888 1,020 1,308 1,668
TSA administratioi s.f. 700 700 700 700 700
Total security requiremen s.f. 3,554 3,638 3,770 5,108 5,468
Gate Areas
Number of gates 2 2 2 2 4
Gate processing area s.f. 300 300 600 600 1,200
Seating/waiting area s.f. 1,072 1,184 1,360 1,744 2,224
Restrooms ' s.f. 450 450 450 450 450
Concessions AM1 s.f. 200 200 200 200 200
Circulation s.f. 157 168 216 254 362
Total gate area requirement' s.f. 2,179 2,302 2,826 3,248 4,436
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Chapter 4 ♦ Facility Requirements
Table 4-8: Terminal Building Requirements (Continued)
Deplaning 1111111
Baggage claim devices ' units 1 1 1 1 1
Baggage claim active area' s.f. 240 240 240 240 240
`Waiting area -I s.f. 1,072 1,184 1,360 1,744 2,224
■ Circulation area , s.f. 131 142 160 198 246
.till Inbound baggage area I s.f. 375 750 750 750 750
Rental car
• Counter length 1.f 32 32 32 32 32
Area ' s.f. 384 384 384 384 384
In Customer queuing s.f. 320 320 320 320 320
III Offices . 1"1111 s.f. 300 300 300 300 300
P Parking prepay ' s.f. 50 50 50 50 50
Total deplaning requiremt s.f. 2,497 2,497 2,620 2,814 3,236
2010 2015 2020 2025 203
.11
Offices
Airport management' s.f. 5,000 5,000 5,000 5,000 5,000
Other s.f. 500 500 500 500 500
Total office requremen s.f. 5,500 5,500 5,500 5,500 5,500
Other Needs
Concessions 411111 s.f. 750 750 750 750 750
Display area ' s.f. 200 200 200 200 200
i Restrooms ' s.f. 450 450 450 450 450
■ Mechanical/electrical AI s.f. 548 581 672 737 799
Janitorial IMO s.f. 365 388 448 491 533
Total other requirement s.f. 2,313 2,313 2,369 2,520 2,629
Total Terminal Requirement4 s.f. 20,563 20,563 21,750 24,910 27,201
4.4.1.1 Passenger Enplaning Facilities
The terminal at YKM should provide ticket counter space and check-in kiosks for three airlines
to accommodate the forecast activity levels and allow for future expansion. URS calculated the
requirements at the ticket counter assuming each airline would require two agents with space to
process enplaning passengers, separated by a bag well between the agent positions to
accommodate checked baggage.
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Facility Requirements • Chapter 4
Each airline will also require office space for administrative staff, employee break/locker areas,
and air cargo offices. Space requirements for these are included in the calculations under the
airline offices heading in Table 4-8.
Additionally each airline will need baggage make-up space. This space includes the area needed
to move the bags from the counters to the area where they are loaded onto carts to transport to
the aircraft. Prior to, but adjacent to, these bag make-up spaces, a bag screening facility will
need to be provided. This facility, operated by TSA, needs to be sufficient to accommodate the
equipment and personnel necessary to screen peak -hour baggage.
4.4.1.2 Passenger Screening Checkpoint Facilities
Once passengers are ticketed, they proceed to the passenger -screening checkpoint. There is
currently a single processing lane at YKM with a theoretical capacity of accommodating up to
120 passengers per hour. URS recommends that any expansion of the terminal building allow
for two screening lanes, with one magnetometer and one carry -on screening machine per lane.
TSA design standards require an average of 1,050 square feet per screening lane, including a
seating -composure area, response corridor, law enforcement officer, and a private search room.
For passengers waiting to access security screening, a queuing area is calculated assuming that
no more than 75 percent of the peak -hour enplaning passengers will be in line at any given time
and each will require 16 square feet of space.
TSA may also desire ancillary operations support space for employee break room and/or training
room functions. These are not necessarily required to be adjacent to the checkpoint.
4.4.1.3 Gate Area
Once ticketed and through security, passengers proceed to the hold room/gate area to await
aircraft boarding. This area requires sufficient seating for 90 percent of the peak -hour
passengers. An estimated 20 square feet per seat is required for the seat and associated
circulation space. In addition to seating, a departure podium, queuing area, and exit corridor add
approximately 300 square feet total per airline gate.
Finally, space must be provided for restrooms and concessions, since this area is located behind
the security checkpoint and passengers can no longer access nonsecure facilities.
4.4.1.4 Deplaning Services
When passengers deplane, they proceed from the aircraft through the hold room to the baggage
claim area. The future baggage claim area should include one automated baggage claim device.
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Chapter 4 ♦ Facility Requirements
Assuming a 25 -foot -long device with a 12 -foot -wide retrieval zone in front, the area for baggage
claim will need to be approximately 300 square feet. Additionally, the area needs to
accommodate people who are meeting incoming passengers. Given the peak -hour passenger
levels projected, this "meeter/greeter" area will need to provide waiting area for about 85 people.
This area needs to provide for rental car agencies with customer service areas, queuing space,
and parking prepay kiosks.
4.4.1.5 Other Services
In addition to facilities used for processing passengers, the terminal must also provide other
public services such as restaurant/concessions (minimum of 1,000 square feet), restrooms in both
secure and nonsecure zones (450 square feet per restroom area to include one men's, one
women's, and one family facility), a display area for advertising, and building systems and
janitorial rooms.
4.4.1.6 Airport Management Space
When a new terminal is constructed, it should include space for airport management. Space
requirements include one office for the Airport Manager, as well as one for the Assistant
Manager and clerical, and support staff at 150 square feet per office. This space should also
include a security badging workstation, conference/meeting area, kitchen/support area,
circulation space, and restroom.
The current passenger terminal includes 30,838 square feet of space on two levels and the current
airport administration building is 4,700 square feet. However, portions of the existing terminal
are not used for passenger processing, so the comparison of raw square footage space is not
adequate for determining terminal needs. The layout and condition of the building must also be
considered. A detailed terminal conditions analysis was conducted as part of this master plan
and is included as Appendix B. The analysis concluded the existing building was in fair
condition, but requires a number of rehabilitation projects be undertaken over the next several
years. These included replacement of mechanical systems, roof repairs, electrical system
updates, and physical rehabilitation of interior spaces. Recently it has become clear the addition
of a second airline has caused congestion points within the terminal that need to be addressed
before enplanement levels increase in the future.
4.4.1.7 Terminal Apron
The existing commercial aircraft apron provides space for four aircraft parking positions that can
accommodate the Q400. These are designed to allow for power in/power out aircraft operations.
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Facility Requirements + Chapter 4
In addition, the terminal apron has space allocated for taxilanes, area for ground servicing the
aircraft, and storage of the ground service equipment (GSE).
The exact size of any future terminal apron will depend on the final footprint and layout of the
terminal building. However, a minimum area equal to the current four aircraft gates should be
provided into the future.
4.4.1.8 Automobile Parking
At YKM, public automobile parking is provided in the lot on the north side of the passenger
terminal. This lot has 188 parking spaces, eight of which are handicapped accessible. The
average occupancy for these spaces is about 70 percent. Given this, the calculated need for
additional spaces must consider the excess capacity before recommending that new spaces be
added.
To the immediate east of the terminal is a parking lot for rental cars with a capacity of 36 spaces.
The requirement for additional spaces is based on the increase in annual enplaned passengers.
Additional spaces for cargo and package drop and employee parking is located in a restricted lot
directly to the west of the terminal
building. Employee parking is also
available at the Administration
Building, where 12 spaces are
provided. Employee parking
requirements should remain
relatively stable over the forecast
period, as the growth rates forecast
for YKM will not trigger a need for
additional administrative employees.
Forecast automobile parking
requirements are shown in Table 4-9.
Table 4-9: Automobile Parking Requirements
Year Enplaned Rental
Public Employee Total
Passengers Car
2010 58,994 188 15 36 239
2015 65,134 188 17 40 202
2020 75,508 188 19 46 234
2025 96,370 215 25 59 298
2030 122,995 274 31 75 381
4.4.2 Air Cargo Activity
Three different carriers provide air cargo services at YKM. Empire Airlines operates a feeder
route for FedEx using the Cessna Caravan 208 aircraft with occasional ATR 42/72 aircraft.
Empire has three daily flights from Spokane, with departures to other cities in Washington State
each morning. Afternoon flights consist of two arrivals from Spokane, which then return to
Spokane.
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Chapter 4 ♦ Facility Requirements
Ameriflight operates as a feeder service for UPS using the Embraer 120 aircraft. Ameriflight
operates one flight per day, arriving from Boeing Field each morning with a departure in the
afternoon. AeroFlight operates using the PA32 or Cessna 340 aircraft. It has a daily flight from
Boeing Field with a continuation to Pasco each morning. This route is flown in reverse (Pasco to
Yakima to Boeing) each afternoon.
FedEx operates from a building west of the terminal that measures approximately 7,700 square
feet. UPS and AeroFlight operate from the west GA ramp. Each of these carriers requires space
for aircraft parking and processing.
The amount of space needed for air cargo processing is calculated at one and a half times the
physical dimension (wingspan and length) of the airplane itself, multiplied by the number of
aircraft expected to be on the ground at the same time. This provides space for both parking and
loading/unloading the aircraft.
Table 4-10: Air Cargo Requirements
Annual Peak Hour Parking Need Area Required
Operations Operations (spaces) (s.f.)
2010 5,777 7 4 14,469
2015 6,222 8 4 15,582
2020 6,701 9 5 18,080
2025 7,219 9 5 18,080
2030 7,778 10 5 19,480
4.5 AIRCRAFT STORAGE REQUIREMENTS
There are more than 160 general aviation aircraft based at YKM housed in hangars or stored
outdoors on tiedowns in four distinct areas; the northwest GA area; the terminal area; the east
GA area; and, the southeast GA area.
The northwest area measures more than 53 acres and includes aviation and non -aviation -related
buildings. The area includes 29 paved tiedowns and 2 helicopter landing pads. The GA terminal
area covers a triangular area measuring approximately 9 acres. Included are several hangars, 35
paved tiedown spaces, and other facilities. The east GA area is the home of the McAllister Air
Museum and CubCrafters manufacturing facility. The area encompasses 9 acres and provides
space for 11 aircraft tiedowns. The south GA area is a mixture of old hangars owned by the
airport and new, privately owned hangar buildings. The area measures about 163 acres, most of
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Facility Requirements ♦ Chapter 4
it currently undeveloped with development in some areas limited by flood plains or the existing
landfill.
The long-term forecast for based aircraft at YKM anticipates 208 aircraft by 2030. This is an
increase of 46 aircraft from the present 162 based aircraft. The majority of these aircraft will
need to be hangared. The forecast shows that future based aircraft will consist of an increasingly
higher percentage of high-performance twin and turbine aircraft whose owners prefer to shelter
them indoors. The number and type of aircraft storage facilities needed over the course of the
20 -year planning period is detailed in the sections below.
4.5.1 Hangar Storage Requirements
Covered aircraft storage is in
demand at YKM. Forecast growth
in based aircraft will lead to a need
for additional hangars. Table 4-11
lists the assumed storage
preferences for the aircraft types.
Combining these with the based
aircraft forecast produced the
requirements for hangar space as
shown in Table 4-12. As shown,
demand for open-air tiedowns will
remain low with the biggest growth
in demand expected to be in
corporate hangars.
Table 4-11: Storage Distribution Percentages
Aircraft Type
Single Engine Piston
Multi -Engine Pistolling
Turbine
Rotor
1
1
rT -hangars
80%
50%
0%
0%
Corporate
Hangars
15%
50%
100%
100%
5%
0%
0%
0%
Table 4-12: Hangar Requirements
Yea T -Hangars
It should be remembered the Hangars
Corporate
demand for aircraft hangars is
based on forecasts that can change.
Consequently, while URS
recommends these larger hangar
facilities be reflected in the
airport's long-term plans, URS also
recommends that hangars only be
constructed as specific needs arise.
2010
i 20,5
LAM
119
128
135
142
149
37
39
42
46
51
163
175
185
196
208
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Chapter 4 • Facility Requirements
4.5.2 Based Aircraft Tiedown Storage Requirements
At present, some based aircraft are stored outside
on tiedown aprons. These are generally small
single engine piston aircraft. Space planning for
these aircraft is calculated based on 360 square
yards of apron for each parking space. This
provides space for aircraft parking and circulation
between the rows of aircraft. This space
allowance assumes pilots have a certain degree of
familiarity with the parking situation and,
therefore represents a minimum that should be
provided.
Table 4-13: Based Aircraft Tiedown
Requirements
Year
112010
.2015
2020
`2025
Tiedown
Spaces
7
7
8
8
Ip30 9
Tiedown
Area (s.y.)
2,520
2,520
2,880
2,880
3,240
4.5.3 Transient Aircraft Tiedown Requirements
Tiedown space is also needed for transient aircraft. It is best to provide this space at or adjacent
to FBO hangars. In calculating the area required for transient tiedowns, an allowance equal to
700 square yards per aircraft is used. This area is larger than applied to spaces for based aircraft
tiedowns for two
reasons. First, the
user of the transient
space may not be as
familiar with the
airport' s ground
movement patterns,
and providing a
greater margin of
safety is prudent.
Second, all types
and sizes of aircraft
are parked in the
transient tiedown area, and a greater apron allowance provides more flexibility in how the
tiedowns can be used. URS employed the following method to calculate the number of aircraft
that will require transient aircraft parking spaces.
Table 4-14: Transient Tiedown Requirements
Annual
WNW 21,165
M2015 ■ 22,072
2020' 23,173
2025 24,358
2030 25,658
Itinerant Operations
Average
day
74
77
81
85
90
Daily Transient
Arrivals Arrivals
19
20
21
22
23
10
10
10
11
12
Transient
ITiedowns
Required
5
5
5
5
6
• Determine the average day number of itinerant aircraft operations.
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4-24 I Page
Facility Requirements • Chapter 4
• Convert the itinerant operations to the number of arrival aircraft by dividing by two.
• Divide the number of aircraft performing itinerant operations by two to account for the
fact that based aircraft performs some itinerant operations.
• Assume that no more than 50 percent of the resulting daily transient aircraft operations
will require storage at any one period.
Based on Chapter 3, Forecast of Aviation, itinerant operations are forecast to constitute 45
percent of overall operations, or 74 daily operations by 2030. Using the methodology cited
above, six itinerant aircraft tiedown positions will be required.
4.5.4 Summary of Aircraft Storage Requirements
The preceding analyses show the focus for future aircraft storage should be on hangars (either
group or T -hangars) instead of tiedowns. Table 4-15 shows the amount of space needed for
aircraft storage throughout the forecast period.
4.5.5 Fixed Base Operator (FBO) Facilities
In the future, as the number of based aircraft increases and the level of operations continues to
rise, the airport will need to ensure that adequate land is set aside for FBO facilities. In this
report, this is calculated at 15 percent of the total area designated for based aircraft storage and
transient tiedown space. Table 4-16 shows the number of aircraft the facility will need to
accommodate.
The area set aside for the FBO expansion should include the transient aircraft parking spaces
discussed previously.
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Chapter 4 • Facility Requirements
Table 4-15: Aircraft Storage Requirements
Facility
Small T -Hangars
Medium T -Hangars
Group Hangars
Based Tiedowns
Transient Tiedowns
Total Requirement
11P71r.2015 2020 2025 2030
Number 110 119 124 131 138
Space (s.f.) 651,360 701,133 734,162 772,519 814,443
Number 9 10 10 10 11
Space (s.f.) 63,000 70,000 70,000 70,000 77,000
Number
Space (s.f.)
37 39
42
46
51
275,250 291,629 316,997 343,251 382,500
Number
7 7
Space (s.f.) 6,300 6,300
8
7,200
8
9
7,200 8,100
Number
Space (s.f.)
s.f.
acres
5 5
12,500 12,500
1,008,410 1,081,562
23 25
5
12,500
1,140,858
26
5
12,500
1,205,470
28
6
15,000
1,297,043
30
Table 4-16: Total GA Facility Need
r -r
2010 2015 2020 2025 2030
GA Needs
Square feet 1,008,410
[Acres MIN 23.15
FBO Need
Square feet 151,262
Acres 3.47
1,081,562
24.83
1,140, 858
26.19
1,205,470
27.67
1,297,043
29.78
162,234 171,129 180,821 194,556
3.72 3.93 4.15 4.47
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Facility Requirements • Chapter 4
4.6 AUTOMOBILE PARKING AND ACCESS
FAA and TSA are still developing overall security regulations for general aviation. However, it
is clear that access to the airfield will become more limited in the future, especially in
environments where commercial air carriers are operating, such as YKM. Vehicle access gates
at YKM currently limit automobile access to the operations and hangar areas to the owners and
operators of aircraft.
4.7 UTILITIES AND DRAINAGE
Existing utility services at YKM are discussed in Chapter 2, Existing Conditions. No deficiency
was identified in the current level of services available. Consequently, no recommendation is
provided for changes to the existing utility services.
As new facilities are developed, utilities will need to be extended or expanded to provide the
necessary services. For the terminal and GA areas, utility services typically include electricity,
water, data cables, and the collection of stormwater run-off.
4.8 AIRPORT SUPPORT FACILITIES
Analysis of airport support facilities and services includes requirements for the storage and
distribution of aircraft fuel, facilities, and equipment required for maintenance of the airport.
4.8.1 Fuel Service
As noted in Chapter 2, Existing Conditions, fuel service at YKM is available for Jet A and
100LL aircraft fuel. Three aboveground storage tanks each provide 12,000 -gallon capacity and
are located on the west GA apron. No change is recommended to the existing fuel service at this
time.
4.8.2 Perimeter Fencing/Equipment
As indicated in Chapter 2, the Airport Operation Area (AOA) is completely enclosed by a
perimeter security fence. It comprises 7- and 8 -foot -high chain link fencing topped with 3 -strand
barbed wire. No change is recommended to the existing security at this time.
However, as new facilities are developed, the security perimeter may need to be reevaluated to
accommodate any expansion that may happen.
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Chapter 4 ♦ Facility Requirements
4.8.3 Summary of Requirements
The result of the analyses contained in this chapter is that numerous facilities will need to be
expanded and possibly relocated to meet the demand levels shown in the aviation demand
forecasts. Table 4-17 presents a summary of the requirements. Subsequent sections of this
master plan will explore where new facilities can be located, as well as develop a plan for long-
range implementation.
Table 4-17: Existing Facilities Assessment
Actual
Airfield System
Passenger Terminal
Automobile Parkin
Air Cargo
Based Aircraft Hangar,
Storage
FBO and support
facility expansion
Fueling
Conclusionsii.
The wind coverage and capacity needs at YKM are met by a single runway.
Runway 9/27, at 7,604 feet, provides sufficient take -off length for all of the aircraft
forecast to use the airport.
The existing passenger terminal building will need to be expanded before 2020.
Terminal layout and maintenance issues may require action to be taken sooner to
maintain an acceptable level of service.
The current public parking lot should be adequate through the year 2020. It is
recommended that the rent -a -car ready/return and rental car parking area be
expanded prior to this time.
Although air cargo is forecast to continue to consist of feeder service using small
aircraft, additional space will need to be provided in the future, either by remarking
existing pavement or by constructing new.
With the growth in based aircraft that has been forecast, as well as the existing
unmet demand for hangar space, additional area for hangar development will need to
be made available for future development.
Expanded FBO facilities are required to provide support for the general aviation
community. These facilities will provide not only aircraft maintenance hangars, but
also pilot lounge areas, area for fueling aircraft, and sufficient space for transient
aircraft parking.
The current system is adequate, assuming the private sector continues to upgrade
their facilities and improve delivery as needed.
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4-28 1 Page
5
EVALUATION OF ALTERNATIVES
5.1 INTRODUCTION
The purpose of this chapter is to identify and evaluate alternative development strategies for the
Yakima Air Terminal/McAllister Field (YKM). Developing alternatives is the best way to ascertain
how to meet the facility needs established in the previous chapter (Chapter 4, Facility
Requirements). In this chapter the facility requirements that require physical improvements are
identified, alternative ways to meet those requirements are developed and these are compared and a
preferred development plan is selected to be the basis for the Airport Layout Plan (ALP). The
following areas have alternatives that have been analyzed for the ALP at YKM.
1. The airfield (runways and taxiways),
2. The passenger terminal area (Terminal building, aircraft apron, and auto parking), and
3. General aviation areas (hangars and tiedowns).
The following assumptions were drawn from analyses prepared in previous chapters and represent
the framework used for formulating the development strategies.
Yakima Air Terminal/McAllister Field Master Plan
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Chapter 5 ♦ Evaluation of Alternatives
Although all development proposals have alternatives, in some cases only one is feasible. The
findings of these analyses are summarized in Table 5-1 with details on the decision process
discussed in the remainder of this chapter.
Table 5-1: Summary of Alternative Analyses
Issue
Conclusions
Recommendation
Airport Classification and
Design:
FAA ARC Classification
Runways:
Runway Length
Crosswind Runway
C -III for all airfield facilities.
No alternatives were considered.
The recommendation is to extend
the runway to 8,847 feet.
It was necessary to assure that the
existing length of 7,604 feet is
maintained on Runway 9/27 to
accommodate all forecast
operations. Preserving the
potential for a runway extension
should demand for additional
length occur in the future, either to
accommodate new aircraft or as
part of a strategic plan to attract
new airport tenants was
determined to be essential to the
long-term goal of using the airport
as a central component of
community economic
development.
FAA standards have shown that
Runway 4/22 is not required for
either capacity or wind coverage.
Therefore the runway is not
eligible for continued FAA
funding.
Three alternatives were considered
including: (1) keeping the runway at
its current length; (2) maintaining the
previous master plan's
recommendation for extension of the
runway to 10,000 feet; or (3)
extending the within the current
airport property lines (8,847 feet).
The alternatives considered were to
either close the runway and
redevelop the land for other airport
purposes or for the City to commit
locally generated funds to its long-
term maintenance and operation.
The City has determined that the
runway should continue to function
until the cost of maintenance exceeds
the City's ability to finance them.
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5-2 1 Page
Evaluation of Alternatives ♦ Chapter 5
Table 5-1: Summary of Alternative Analyses (Continued)
Issue
Conclusions
Summary
Taxiways
Taxilanes
Realign taxiways to eliminate
direct access from parking aprons
to the runway in order to reduce
the potential for runway
incursions.
Provide new access taxiways as
appropriate to support new
development areas.
None considered.
Pavement Maintenance
Airfield pavements
Continue with the annual
pavement maintenance program
for all pavements
A complete schedule for pavement
maintenance has been established as
part of the Pavement Conditions
Index report completed as part of this
study. The full report is included as
Appendix C to this master plan.
Terminal Facilities
Passenger Terminal Building
Support Facilities
The recommended action is to
construct a new terminal at the
existing site in order to continue to
use the aircraft apron and
automobile parking facilities.
The existing terminal building
needs to be bigger based on the
forecast increase in passengers.
Additionally, the condition of the
existing building is such that major
maintenance and rehabilitation
efforts would be needed to keep it
functional over the long term.
The airline apron, automobile
parking, and other facilities
associated with the passenger
terminal are included in the
alternative discussion related to the
terminal building.
Two primary alternatives were
considered: the first maintains
operations in the existing terminal
building and the second constructs a
new terminal to replace the existing.
Several alternatives were considered
as to the ultimate location of a new
terminal.
None considered
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Chapter 5 ♦ Evaluation of Alternatives
Table 5-1: Summary of Alternative Analyses (Continued)
1.
Issue
General Aviation
General Aviation Facility
Fueling
Support Facilities
Conclusions Summary
The recommendation is to use Primary consideration was given to
existing hangar facilities to satisfy where new GA development should
demand while facilitating occur.
continued development in the
south GA area.
The existing GA areas will need to
grow in order to accommodate the
increased demand for hangar and
aircraft parking aprons.
The current system is adequate. None
The private sector will continue to
upgrade and improve as needed.
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5.2 RUNWAY ALTERNATIVES
5.2.1 Runway 9/27
The forecasts of aviation demand for both the number of operations and the types of aircraft to use
YKM have shown that the existing length of Runway 9/27 (7,604 feet) is sufficient through the year
2030. The two previous airport master plans recommended the runway be extended to a total length
of 10,000 feet and this is reflected on the current Airport layout Plan (ALP) and has been accounted
for in airport land use planning. As demonstrated in Chapter 3, Forecast of Aviation, there is no
justification for a runway extension at this time, nor is one foreseen within the next 20 years.
However, during the master planning process it was recognized by the City that the Yakima Air
Terminal/McAllister Field is one of the key components of a long-term regional economic
development strategy. By including a plan to provide a longer runway, the City can continue to
work toward attracting better airline service, aircraft manufacturing facilities and heavy maintenance
and overhaul facilities. Should these efforts be successful, the work required for a runway extension
could begin. This will include developing a detailed project purpose and need statement, additional
planning and further environmental analyses, and review and approvals by the FAA. By including
an extension in this master plan the local land use planning agencies can continue to consider the
long-range airport configuration in comprehensive planning activities.
Three runway alternatives were considered.
No -action (Figure 5-1). The current runway length has been shown to be adequate for all
current and forecast activity at the airport.
Extend Runway 9/27 to 10,000 feet (Figure 5-2). Even though current forecasts do not
justify a runway extension, the master plan could retain the possibility for a runway
extension at 10,161 feet as recommended in both the 1998 and 2003 master plan and that has
been considered in the development of both the city and county's comprehensive planning
efforts.
Extend Runway 9/27 to The Maximum Extent Possible on Existing Airport Property
(Figure 5-3). This alternative plans for a runway extension to obtain the maximum length
possible (8,847 feet) while staying within current airport property. This positions the City to
respond to future opportunities in aircraft manufacturing, maintenance or testing without
requiring the purchase of additional land or creating adverse impacts on adjacent property
owners.
Alternatives 2 and 3 include an extension of parallel Taxiway A to provide coverage for the full
length of the runway.
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J
Figure 5-1: No -Action
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Figure 5-2: Extend Runway 9/27 to 10,000 Feet
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Figure 5-3: Extend Runway 9/27 to the Maximum Extent on Existing
Airport Property (8,847 feet)
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5.2.2 Analysis of Runway 9/27 Alternatives
The safe and efficient movement of aircraft is a primary factor in alternative evaluation. Safety is
the number one priority and all alternative layouts meet FAA safety criteria. Determining which of
these alternative represents the best course of action at YKM requires a comparison of the three.
This comparison uses criteria that consider the needs of the airport and its users, balanced with any
identified impacts to the environment and community. The evaluation criteria used are:
Does It Meet the Airport's Forecast Needs:
The types of aircraft forecast to use YKM require that the current runway length be maintained. Any
of the alternatives are acceptable in this regard.
Does it Have Any Impact on the Approach Capability:
The current precision instrument approach procedure is to Runway 27 with an Area Navigation
(RNAV) (Required Navigation Performance) approach available to Runway 9. Neither Alternative 1
nor 3 will change the Runway 27 threshold and therefore will have no negative impact on the
published approach. Alternative 2 relocates the Runway 27 threshold 1,278 feet to the east resulting
in a need to relocate the instrumentation and redesign the approach procedure.
What are the Environmental Considerations:
The primary environmental difference between the alternatives could be expected to result from
noise exposure with the shifting of the runway ends. However, given the low levels of activity and
the nature of the forecast fleet mix, noise levels are not significant enough to create community
impact. No other environmental effects are anticipated at this time. Of course prior to any runway
extension project a detailed environmental analysis will be required.
Are There Engineering/Logistical Considerations:
Alternative 1 requires no physical change to the airport and therefore is free of complicating factors.
Alternative 2 requires changes to both ends of the runway including the relocation or closure of
South 16' Avenue and relocation of all component parts of the Instrument Landing System (ILS).
Alternative 3 will require extensive land preparation efforts including grading activities to ensure the
Runway Safety Area (RSA) and Object Free Area (OFA) requirements are met.
What is the Estimated Cost of Implementation:
Planning level cost estimates have been prepared for the alternatives to include all aspects of the
project as well as any identifiable environmental and permitting requirements, professional design
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Chapter 5 ♦ Evaluation of Alternatives
fees, state sales taxes, and contingencies. These are offered for comparative purposes and the true
estimate of cost will need to be based on more detailed study at the time of implementation.
The cost of Alternative 1 would be negligible since no physical changes are required.
Alternative 2 requires that the runway be extended by constructing 1,279 -foot extensions to both
ends. The cost estimate includes relocation of the ILS system components, roadway relocation costs
associated with South 16th Avenue, and environmental studies, in addition to the cost of the runway
extension.
Alternative 3 limits construction activities to the Runway 9 end. Only the localizer would need to be
relocated. The cost estimate includes the work required to secure project approvals (environmental
and purpose and need statements) as well as all activities associated with extending the runway and
taxiway.
Table 5-2 presents a summary of the findings of the alternative analyses for Runway 9/27.
Table 5-2: Analysis of Runway Alternatives
Meets Airport Needs
Meets the needs of the
critical aircraft and forecast
operations.
Impact on Approaches o impact on the precision
approach to Runway 27
Land Use and
Environmental
Compatibility
No off -airport impacts
Alternatives■ Alternative 3
10,000 feet exceeds the needs
of the aircraft using YKM or
forecast to do so. It does
provide for future flexibility
and maintains the ability to
react to future opportunities.
The Runway 27 threshold will
move 1,278 feet to the east
under this alternative
requiring a relocation of the
ILS system and a redesign of
the precision approach
procedure. The extension to
Runway 9 will require that the
non -precision approach to this
end also be redesigned.
Extending the runway on both
ends changes the Airport
Compatibility Overlay Zone
(ACOZ) in both directions
and over three individual
jurisdictions.
8,847 feet of available
runway meets the needs of
the critical aircraft as well
as providing expansion
potential to react to
unforeseen opportunity.
No impact on the precision
approach to Runway 27 but
the non -precision approach
to Runway 9 will need to
be redesigned.
Off -airport impacts are
limited to the properties
immediately off the end of
Runway 9.
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Table 5-2: Analysis of Runway Alternatives (Continued)
Engineering/Logist
Considerations
Estimated Cost of
Implementation
I
None
None
Alternatives Alternative 3
Establishing work zones on None
both ends of the existing
runway adds complications
and costs to the
implementation. Additionally
the relocation of the ILS
equipment and the relocation
of South 16th Avenue create
complications as well as
expenses.
$14.5 Million $5.8 million
5.2.3 Runway 9/27 Recommendation
Although Alternative 1 provides for the needs of the aircraft forecast to use YKM, it does not allow
for flexibility in attracting new users. In this respect Alternative 3 is the superior alternative. It is
recommended that the ALP depict an extension to Runway 9/27 that brings the physical length to
8,847 feet. As Figure 5-4 shows, all aircraft can use this length of runway for operations at YKM.
It is recognized that this extension is being recommended for planning purposes and that there is no
current demand driving implementation. When demand materializes, the City will need to work
with FAA to assure that an extension is justified and all environmental clearances are obtained.
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Chapter 5 • Evaluation of Alternatives
A-319
B-737
Cessna Citation
Citation X
CR1 700
EMB -175
G III
G IV
GV
Global Express
Lear 25
Lear 30
Lear 35
1003
2000 3000 4000 .5000 6000
• Required Runway Length ■Proposed Runway Length
7000
8000
9000 10000
Figure 5-4: Aircraft Use of 8,847 -Foot Runway at YKM
5.2.4 Runway 4/22
In the Facility Requirements chapter it was shown that Runway 4/22 was not considered to be
essential to airport operations based on FAA criteria. The wind rose showed that Runway 9/27
provides more than 95 percent coverage for all aircraft under all weather conditions. This resulted in
a determination that Runway 4/22 is not eligible for continued FAA support.
However, other reasons for maintaining Runway 4/22 do exist. Runway 4/22 provides flexibility in
operations for most general aviation (GA) aircraft. Additionally, during periods when Runway 9/27
has been unavailable because of construction or other reasons, most commercial operations have
been able to continue service using Runway 4/22. Therefore, the future for the runway needs to be
included in this analysis.
Unlike the previous discussion, the future for Runway 4/22 has a limited basis for analysis. It will
either be phased from operation as the pavement deteriorates or the City will elect to reconstruct and
maintain the runway at their expense.
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Evaluation of Alternatives ♦ Chapter 5
Over the course of this master plan ATCT personnel have recorded the number and types of
operations that occur on Runway 4/22 each month. These data show that use is generally limited to
small single-engine piston aircraft that fall within the FAA classification for B -I (small). These
records further showed that use of the runway was approximately 4.5 percent of total annual
operations with the heaviest use occurring between May and August.
Based on this data, if Runway 4/22 is to be reconstructed, it should be reconstructed to B -I (small)
standards. This will include reducing the width from 150 to 60 feet, as well as reductions in other
dimensions as shown in Table 5-3. The cost of reconstruction for this runway at B -I (small)
standards has been estimated to be $1,140,000.
Table 5-3: B -I (small) Design Criteria (Runway 4/22)
Design Feature I
Runway:
Width
Runway Shoulder Width
Runway Blast Pad Width
Runway Blast Pad Length
Runway Safety Area (RSA)
Width
Safety Area Length (beyond
runway end)
Existing (ft.)
Standard (ft.)
Difference
150 60 Reduce the runway width by 90 feet
5 10 Increase runway shoulder width
None 80 Add new blast pads to the end of the
runway
None 60 Add new blast pads to the end of the
runway
200 120 Reduce RSA width
600 240 Reduce RSA length
Object Free Area Width 400
Object Free Area Length 600
(beyond runway end)
Obstacle Free Zone Width 250
Obs,e Free Zone Length 200
250 Reduce OFA width
240 Reduce OFA length will be reduced
250
200
Meets Standard
Meets Standard
Source: FAA Advisory Circular 150/5300-13, Airport Design, Change 6
Note: Runway 4/22 and Taxiway B were constructed to rneetB-III standards that exceedB-I (small) standards.
5.2.5 Runway 4/22 Recommendation
Given the low usage of the runway, it is recommended that the City stabilize the current pavement
and restrict use to small aircraft. At the same time alternative funding sources such as WSDOT
Aviation can be explored to ascertain whether adequate non -FAA funding sources may be available
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Chapter 5 • Evaluation of Alternatives
for reconstruction. Should these efforts prove to be futile, the runway should be closed to aircraft
operations.
5.2.6 Taxiways
The taxiway system at YKM currently serves the runway system efficiently allowing exit from the
runway and safe access to the terminal and hangar areas. Additionally, the critical dimensions of the
taxiways match or exceed FAA Airport Design standards. The analysis of the taxiway system
identified the following items for discussion:
1. At the time that Runway 9/27 is extended, an equal extension to Taxiway A should be
accomplished. The taxiway should be constructed at a width of 75 feet.
2. Taxiway C currently provides access to Runway 9/27 as well as to the South GA area. At
present Taxiway C crosses the runway approximately 830 feet from the Runway 27
threshold. Based on standards and guidance from AC 150/5300-13A this taxiway
connection needs to be revised to assure that aircraft do not have a direct path onto the
runway. It is recommended that a partial parallel taxiway be constructed to allow the general
aviation aircraft from the south GA area to cross the runway at the Runway 27 threshold.
When this is built the section of Taxiway C between Taxiway A and the runway can be
closed and all aircraft routed to the end of Runway 27.
5.3 TERMINAL ALTERNATIVES
The passenger terminal facilities at
YKM are located on the north side
of the runway at the approximate
intersection of Runways 9/27 and
4/22. The terminal area consists of
the passenger terminal building,
terminal curbfront, commercial
aircraft parking apron, the surface
access system and automobile
parking areas, and the airport
administration offices.
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The terminal area is accessed using either West Washington Avenue or South 24th Street onto the
airport entry drive.
The passenger terminal building was constructed in 1950 at a cost of $200,000. In 1968, a ground
level concourse in a "V" configuration was added to provide enclosed circulation space behind the
security checkpoint. The terminal was again expanded and renovated between 1997 and 2000,
expanding the passenger hold room, adding toilets to the secure area, and installing a canopy over
the baggage unloading area. On the landside, the project reconstructed the departures/arrivals
curbside canopy and renovated the passenger ticketing and baggage claim lobbies.
The terminal currently has approximately 30,838 square feet of space on two levels. All passenger
processing occurs on the ground floor. The second floor includes an unoccupied restaurant and bar
space that has several different floor elevations, a meeting room, and an abandoned ATCT.
A URS team conducted a Terminal Facility Assessment in June and July of 2011, a copy of which is
contained in this report as Appendix B. The team included a terminal planner and architect, an
electrical engineer, a mechanical engineer, and a structural engineer. The team evaluated the overall
condition of the terminal building and assessed how well the building accommodates air passenger
processing. The information included in this report is based on review of documents and
information provided by the airport, on-site inspections, and comments and input received from
airport personnel.
In addition to the assessment of the terminal, the Facility Requirements determination in the previous
chapter showed that over the next 20 years, the space requirements within the terminal will need to
be expanded. The alternatives being considered for the terminal begin with the decision as to
whether the City should construct a new passenger terminal or renovate the existing. If the decision
is made to construct a new building, the decision then becomes—where is the best location for the
new terminal.
Making the first decision involves defining the level of renovation that would need to occur in the
existing terminal and comparing the cost of this with the cost of constructing a new facility. The
terminal assessment revealed several major factors that need to be addressed.
1. The interior layout is inefficient and creates points of conflict with passenger movements.
2. The interior layout includes fixed facilities such as walls and elevators that not only limit the
flexibility of the space but also limit the use of the space for other functions. This is
particularly noticeable in the area of the baggage claim and Rent -a -Car (RAC) facilities.
3. The current interior decor is outdated and needs upgrading.
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4. Any rehabilitation of the terminal will require that it be brought into compliance with the
1997 Uniform Building Code.
5. The building's roof, while in good condition, shows signs of ponding and has numerous
penetrations due to heating, cooling, and other mechanical units. The roof should be
replaced within 5 years.
6. The building space on the terminal's second level is not suitable for use as a passenger
terminal. Most facilities on this level have not been maintained at the same level as the
public spaces on level one.
7. Portions of the fire suppression system may be undersized.
8. The heating, cooling, dampers, rooftop ductwork, and water heaters all should be replaced
prior to 2015.
9. The building is not wired for modern communications and computer systems.
Based on these deficiencies the cost of a terminal upgrade is likely to be close to the cost of building
a new terminal. In this case a preliminary estimate shows a cost of $14.5 million to rehabilitate the
existing structure and expand to meet future needs. This is compared to a cost of roughly $18.4
million to construct a new building.
If it is determined that the City's preference is to construct a new terminal, the next decision is to
select the site for the new building. The master plan has identified three potential sites for a new
terminal. These are shown in Figure 5-5 and described as follows.
• Terminal Alternative 1: Rehabilitate the existing building and expand as needed.
• Terminal Alternative 2: Construct a new terminal building adjacent to the existing in order
to maintain the existing roadway access, parking, apron area, and other support functions.
• Terminal Alternative 3: Relocate the terminal complex to the east of Runway 4/22 if the
City determines to close the runway.
• Terminal Alternative 4: Relocate the terminal complex to the southeast.
These alternatives were compared to determine which would best serve the airport's needs. The
criteria and a comparison of the positions are as follows.
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Evaluation of Alternatives • Chapter 5
BB/
TERMINAL
ALTERNATIVE #1
Figure 5-5: Terminal Location Alternatives
5.3.1 Analysis of Terminal Alternatives
The following presents a summary of the alternative analysis for the terminal.
♦ Meets FAR Part 77 Criteria: No terminal location can be developed ifit does not meet this
criterion. Alternatives 1, 2, and 4 meet this criterion but the position of Alternative 3 only
works if Runway 4/22 is closed. While this runway is currently not eligible for federal
funds, it is in use and the City has decided to commit funds to its operation and maintenance.
Therefore, construction of a terminal area would not be compatible as long as the runway is
operational.
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Chapter 5 ♦ Evaluation of Alternatives
• Available Land: Is the site large enough to accommodate an expanded terminal building as
well as to allow for flexibility in operations should conditions change in the future.
All three alternatives have adequate land available although the City currently owns the land
for Alternatives 1, 2, and 3 but would need to purchase approximately 40 acres of land to
develop Alternative 4.
• Can Site Adapt to Unforeseen Needs: Any new terminal needs to be adaptive to
unforeseen increases in demand levels. This includes the possibility that larger aircraft will
be used, that additional airlines will offer service, or that passenger levels will increase faster
than forecast.
All of the alternatives are expandable.
• Compatibility with Other Land Uses: The passenger terminal area must compliment (or at
least not conflict with) surrounding land uses. None of the sites create compatibility issues
with surrounding land. Additionally, Alternative 4 would provide incentive for further
development of adjacent land.
• Design Issues: This factor identifies whether there are any site-specific issues that could
complicate the design and construction of terminal facilities. These factors could include
soils, grading, removal of existing facilities, etc.
For Alternative 1 the existing building would need to remain operational during the
rehabilitation of the structure, adding a level of complexity and increased cost.
For Alternatives 2, 3, and 4 the new terminal would be constructed separate from the existing
building. Alternative 2 would have the advantage of being able to use the existing aircraft
parking apron, the auto parking lots, and the surface access system. Alternatives 3 and 4
would need to add those support facilities as part of the terminal construction. No other
specific design issues have been identified at any site.
• Cost Issues: Working with the design issues identified in the preceding bullets, cost factors
were developed to represent relative cost differentials between the sites. The cost estimates
reflect the level of effort involved in implementation. Costs for Alternatives 1 and 2 are
limited to the cost of the terminal building since support facilities (aircraft apron, auto
parking, etc.) will remain usable. For Alternative 3 all facilities will need to be reconstructed
and in Alternative 4 reconstruction will also be needed as will land acquisition.
A summary of the Terminal Analysis is shown in Table 5-4.
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Evaluation of Alternatives ♦ Chapter 5
Table 5-4: Summary of Terminal Location Analysis
Alternative 1lIternative 2 Alternative 3 Alternative
Meets FAR Part 77 Criteria Yes Yes Yes Yes
Sufficient Land Available Yes Yes Yes Yes
Can Site Adapt to Yes Yes Yes Yes
Unforeseen Needs
Compatibility with Other Yes Yes Yes Yes
Land Uses
Design Issues 1.1Yes No No No
Cost NM $14.5 Million $18.3 Million $20.9 Million $28.5 Million
5.3.2 Recommended Terminal Area Alternative
Terminal Alternative 2 should be selected as the plan for the development of the terminal at Y"KIVI
for the following reasons:
1. It is the least expensive of any of the "new building" alternatives because it can be
accomplished in a manner that allows continuous use of the terminal support facilities.
2. Rehabilitating the existing terminal provides for a cosmetic upgrade without fully addressing
some of the issues that exist at the building such as the external vents for the heating,
ventilation, and air conditioning (HVAC) that necessitates all the roof penetrations.
3. Reconstructing the existing terminal will necessitate that operations be conducted during
construction. This could suppress demand at a time when the City and community are
attempting to promote the use of the local airport.
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Chapter 5 ♦ Evaluation of Alternatives
5.4 GENERAL AVIATION/AIRCRAFT STORAGE
REQUIREMENTS
Based on the growth in based aircraft and loss of private hangars at YKM, new general aviation
facilities are required. The need is summarized in the following table:
Table 5-5: Summary of General Aviation Requirements
2010 2015 2020
Small T -Hangars
Medium T -Hang
Group
Based Tiedowns
Transient Tiedowns
Total Requirement
Number 110 119 124 131 138
Space (s.f.) 651,360 701,133 734,162 772,519 814,443
Number
9 10 10 10 11
Space (s.f.) 63,000 70,000 70,000 70,000 77,000
Number 37 39 42 46 51
Space (s.f.) 275,250 291,629 316,997 343,251 382,500
Number
7 7 8 8 9
Space (s.f.) 6,300 6,300 7,200 7,200 8,100
Number 5 5 5 5 6
Space (s.f.) 12,500 12,500 12,500 12,500 15,000
s.f. 1,008,410 1,081,562 1,140,858 1,205,470 1,297,043
acres 23 25 26 28 30
In addition there is a need to replace hangars that were lost due to the closure of the privately owned
and operated hangars at the Noland Decoto site (Alternative 1). Refer to Figure 5-6 for Alternative
locations. This area offered storage for approximately 75 aircraft, most of which have remained on
the airport but are currently using tie -downs.
To accommodate long-term growth it is recommended that the City continue with their plan to
purchase facilities at Noland-Decoto and in the short-term direct general aviation demand to the
existing T -hangars. This allows for immediate use of existing facilities and provides a low-cost
development option.
Additional demand should be accommodated at the south GA area (Alternative 2) where
infrastructure exists and additional hangar development can be accommodated. However, as the
number of aircraft based in this area increases, taxiway access could become an issue. With a single
taxiway connection accommodating two-way traffic, delays are likely to become more frequent.
Also, all aircraft must cross the active runway. As traffic increases it will be necessary to provide
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Evaluation of Alternatives • Chapter 5
for a partial parallel taxiway to allow these crossings to occur at the end of the runway rather than at
their current location.
Figure 5-6: General Aviation Development Alternatives
5.5 OTHER REQUIREMENTS
As noted in Chapter 2, Existing Conditions, fuel service at YKM is available for both Jet A and
100LL aircraft fuel. Three aboveground storage tanks each provide 12,000 -gallon capacity and are
located on the west General Aviation apron. There is an additional 12,000 -gallon aboveground fuel
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Chapter 5 ♦ Evaluation of Alternatives
tank at the McAllister Museum. No changes were recommended to the existing fuel service at this
time.
5.6 AIRPORT LAND USE PLAN
Combining the recommendations for each of the airport's main functional areas into a single long-
term development plan provides a plan for the long-range use of the airport. Figure 5-7 shows the
on -airport land use plan for YKM. Land within the existing airport property boundary is categorized
into four broad land use categories based on role or function.
The land use categories of the Airport Land Use Plan are defined as follows:
Aircraft Operations Area (AOA): This area comprises the runway and taxiway system, associated
aircraft movement areas, and the Object Free Area and Runway Safety Area. The Aircraft
Operations Area is defined by recommendations promulgated by the Federal Aviation
Administration in Advisory Circular 150/5300-13, Airport Design, and Federal Aviation Regulation
(FAR) Part 77, Objects Affecting Navigable Surfaces. No development is allowed within these
areas except that permitted by FAA and specifically required to support aircraft operations at the
airport.
TerminalSupport: This land use category includes the passenger terminal building, the aircraft
apron, auto parking areas, rental car facilities, cargo areas, airport support facilities, and other uses,
activities, and services engaged in supporting the commercial facilities and passengers at the airport.
General Aviation: The general aviation uses include FBO services, aircraft storage and tie -down
facilities, T -hangars, conventional hangars, aircraft maintenance and repair hangars, specialty
aviation services, and corporate and aviation activities and businesses.
Aviation/Industrial: This category accommodates commercial and industrial activities that are
compatible with airport operations and noise levels. The uses may or may not be aviation oriented
but should be limited to those that specifically benefit from their proximity to the airport, or that are
able to operate without adverse impacts to airport operations.
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Evaluation of Alternatives ♦ Chapter 5
Figure 5-7: On -Airport Land Use Plan
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6
AIRPORT LAYOUT PLAN
6.1 INTRODUCTION
This chapter presents the Airport Layout Plan (ALP) for the Yakima Air Terminal/McAllister
Field (YKM). The ALP describes and graphically depicts recommended development for the
airport. The recommendations shown on the ALP reflect input received from the City of
Yakima, Yakima County, the City of Union Gap, the Federal Aviation Administration (FAA),
airport stakeholders, and the general public. The analyses and findings of the previous chapters
provided the technical and policy guidance for this plan's outcome as reflected in the ALP.
The following plans make up the set of drawings commonly referred to as the ALP:
• Sheet 1: Title Sheet
• Sheet 2: Airport Layout Plan
• Sheet 3: Airspace Plan, Inner Approach - Runway 9/27
• Sheet 4: Airspace Plan, Outer Approach - Runway 27
• Sheet 5: Airspace Plan, Runway 4/22
• Sheet 6: Inner Approach Surface, Runway 9/27
• Sheet 7: Inner Approach Surface, Runway 4/22
• Sheet 8: Terminal and General Aviation (East) Plan
• Sheet 9: General Aviation (West and South) Plan
• Sheet 10: On -Airport Land Use Plan
• Sheet 11: Airport Community Land Use Plan
• Sheet 12: Airport Property Map Exhibit A
The plan sheets are found at the end of this chapter.
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Chapter 6 ♦ Airport Layout Plan
6.2 TITLE SHEET
The Title Sheet, Sheet 1, serves as an introduction to the Airport Layout Plan (ALP) drawing set,
providing a location and vicinity map of the airport and an index of the drawings.
6.3 AIRPORT LAYOUT PLAN
The Airport Layout Plan, Sheet 2 graphically depicts both existing airport facilities and the
airside and landside projects that have been recommended for the 20 -year planning period.
Specifically shown are;
1. The extension of Runway 9/27 to a total length of 8,847 feet allows the City to be
prepared to provide a longer runway should future tenants required it. The runway
extension is not currently justified within the time frame (20 years) covered by this
master plan. It is included as a contingency should unforeseen demand develop or
opportunities present themselves. The City will need to justify the project and conduct
environmental analyses before construction can begin.
2. FAA criteria for a crosswind runway indicate that Runway 4/22 is not required to provide
wind coverage or to serve demand. The City has indicated that it will continue to
maintain Runway 4/22 as a BI (small) facility using non -FAA funding for as long as it is
feasible. As the pavements deteriorate and the surface becomes unsuitable for aircraft
operations in the future, closure of the runway will be considered.
3. Some access taxiways and taxilanes, most notably Taxiway C south of Runway 9/27, will
be reconfigured to eliminate direct access to the runway and reduce the potential for
runway incursions.
4. A new partial parallel taxiway is recommended on the south side of Runway 9/27 to
direct runway crossings to the end of the runway instead of at the intersection. This
project is will increase safety in operations. At the same time an additional parallel
taxiway to access the South GA area is recommended to provide two-way traffic to the
runway.
5. A new passenger terminal building should be constructed at the site of the existing
building. This location allows for the continued use of the access and parking areas as
well as of the concrete aircraft apron. The new terminal is required to serve existing as
well as projected activity levels.
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Airport Layout Plan ♦ Chapter 6
6. Acquisition of portions of the former Noland-Decoto property is recommended. This
allows the T -hangars to be returned to service to accommodate forecast increases in
general aviation demand and to provide the airport with an additional source of revenue.
6.4 FAR PART 77 AIRSPACE PLAN
The airspace plan for YKM is depicted on Sheets 3, 4, 5, 6 and 7. These sheets illustrate the
imaginary surfaces defined in Federal Aviation Regulation (FAR) Part 77, Obstructions to
Navigable Airspace as they apply to Runways 9/27 and 4/22. The surfaces shown should not be
penetrated by objects of natural growth, man-made objects, or terrain. The airspace surfaces as
applied to YKM are as follows.
6.4.1 Primary Surface
The primary surface is an imaginary surface centered on the runway centerline and extending
200 feet beyond each end of the runway. The primary surface width is based on the type of
approach procedure available to the runway. The primary surface width for Runway 9/27 is
1,000 feet based on the precision instrument approach procedure to Runway 27. This dimension
is applicable for both current and future conditions.
For Runway 4/22, the primary surface is, and will continue to be 250 feet since this is a visual
runway.
6.4.2 Approach Surface
The approach surface is the imaginary inclined plane beginning at the end of the primary surface
and extending outward to distances up to 50,000 feet, based on the type of approach procedure
available to the runway end. The width and slope of the approach surface depend on the type of
approach procedure available on the runway.
The approach slope to Runway 27 is based on the precision instrument approach. It begins 200
feet from the physical end of the runway and is 1,000 feet wide at that point. It extends outward
for 10,000 feet and upward at a slope of 50:1 then outward for an additional 40,000 feet and
upward at a slope of 40:1 at which point it is 16,000 feet wide.
The approach slope to Runway 9 is based on the non -precision approach procedure available. It
begins 200 feet from the physical end of the runway and is 1,000 feet wide at that point. It
extends outward for 10,000 feet and upward at a slope of 34:1 at which point it is 3,500 feet
wide.
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Chapter 6 ♦ Airport Layout Plan
Visual approaches are available to Runway 4/22. The approach surfaces begin 200 feet from the
end of the runway where they are 250 feet wide. They extend outward for 5,000 feet and upward
at a slope of 20:1 at which point they are 1,500 feet wide.
6.4.3 Horizontal Surface
The horizontal surface is the imaginary plane 150 feet above the established airport elevation.
The shape of the plane is determined by striking arcs from the end of each primary surface. The
radius of each arc is based on the most demanding type of approach procedure planned for the
runway. The individual arcs are connected by lines tangent to the arcs. At YKM, the airport
elevation is 1,099 feet above mean sea level (MSL), so the Horizontal Surface is 1,249 feet MSL.
6.4.4 Conical Surface
The conical surface is an imaginary inclined plane beginning at the edge of the horizontal surface
and extending outward at a 20:1 slope for a distance of 4,000 feet. At YKM the conical surface
begins at 1,249 feet at extends outward and upward to 1,449 feet.
6.4.5 Transitional Surface
Transitional surfaces are the inclined planes extending outward from the primary surface, at a 7:1
slope until they intersect with the horizontal surface. They extend upward from the approach
surface to the intersection with the horizontal surface.
In reviewing the FAR Part 77 Imaginary Surfaces drawing for YKM, it is seen that numerous
objects penetrate the defined surfaces including trees, buildings and terrain. On the sheet,
existing and potential obstructions have been identified and are noted and the obstruction
removal plan is provided.
6.4.6 Inner Runway Approach Surfaces
The existing and future Inner Approach Plans and Profiles for the runway ends are shown on
Sheets 6, and 7. These drawings depict the critical inner portions of the approach zones for the
runway end. On the sheet, existing and potential obstructions to the approaches have been
identified and are noted and the obstruction removal plan is provided.
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Airport Layout Plan ♦ Chapter 6
6.5 TERMINAL AND GENERAL AVIATION AREA
PLANS
The focus of Sheet 8 includes the passenger terminal, terminal access roadway and curbfront,
automobile parking areas, and the aircraft parking apron. As shown on the plan, several
improvements and additions are recommended for these facilities:
1. A new passenger terminal building is recommended for construction to the east of the
existing building. This was shown to be the least expensive of any of the "new building"
alternatives considered because it can be accomplished in a manner that allows
continuous use of the existing terminal support facilities such as access, auto parking and
aircraft parking.
2. The commercial aircraft apron area should be maintained to provide for up to 4 aircraft
parking positions.
3. A new public parking area should be constructed west of the airport access road, south of
West Washington Avenue. Approximately 200 new spaces will be provided in this lot.
4. At the time that the new terminal building is completed the airport administration offices
will be moved to the new building.
Sheet 8 also includes details regarding the East General Aviation area. There are no changes
envisioned for this area.
On Sheet 9 details are provided for both the West and South GA areas. In the West GA area the
only change recommended is for the City to purchase the T -hangars and the portion of the
Noland Decoto property where they are situated. This purchase will immediately provide
approximately 30 affordable hangar positions to the GA community.
Also on Sheet 9, details on the eventual expansion of the South GA area are shown. This area
will provide the majority of the future private GA expansion. As shown, the area is expected to
continue to provide land for private box hangar development.
6.6 OFF -AIRPORT LAND USE
YKM is situated within the City of Yakima but two other political jurisdictions exist within the
immediate area, Yakima County and the City of Union Gap. Sheet 10 shows that the land
surrounding the airport is a mixture of residential, commercial, industrial and undeveloped. To
assure that the airport remains compatible with the surrounding land, two critical factors must be
Yakima Air Terminal/McAllister Field Master Plan
Page 1 6-5
Chapter 6 ♦ Airport Layout Plan
considered: height hazards, as represented on the FAR Part 77 Imaginary Surfaces Plan, and the
potential impact of aircraft noise.
At YKM the land use planning drawing considers these elements. The compatibility planning
boundary for the geographic area encompassed by this land use plan represents a composite of
the FAR Part 77 Imaginary Surfaces and the DNL 65 noise contour for the year 2030.
6.6.1 Height
Height requirements around the airport are defined by FAR Part 77, Objects Affecting Navigable
Airspace. The Part 77 Surfaces surrounding YKM have been discussed and defined previously in
this chapter. These drawings illustrate the airspace that needs to be kept clear of obstructions,
including objects of natural growth, man-made objects, and terrain to assure safe, all-weather
operations.
6.6.2 Noise
Aircraft -generated noise impacts are typically the primary source of concern between airports
and surrounding land uses. Preparing and implementing plans for compatible land uses in the
airport vicinity is strongly encouraged by the Federal Aviation Administration (FAA). In
measuring noise impacts FAA has recognized that the threshold of significance is the 65 day -
night sound level (DNL). FAA Advisory Circular 150/5020-1, Noise Control and Compatibility
Planning for Airports, provides guidance in determining land uses that are compatible or
incompatible with noise levels of various magnitudes around airports. The following discussion
provides details on the methods used to model noise impacts in the vicinity of YKM as well as a
discussion of the impacts that this noise has on the area.
6.6.2.1 Day -Night Sound Level
Noise is generally defined as unwanted sound, and as such the determination of what constitutes
an acceptable level to any individual is subjective. In analyzing noise impacts from airports the
day -night sound level (DNL) methodology is used to determine both the noise levels being
experienced under existing conditions and the potential changes to noise levels that can be
expected in the future. The basic building block in the computation of DNL is the Sound
Exposure Level (SEL). An SEL for each aircraft type has been calculated by FAA and these
data sets are included in the Integrated Noise Model (INM) software. The Integrated Noise
Model (INM) has been specifically developed by the FAA to plot noise contours for airports.
The original version was released in 1977, and the present Version 7.0.d was released in May
2013. The program is provided with standard aircraft noise and performance data.
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Airport Layout Plan ♦ Chapter 6
The SEL levels included in the INM were computed by FAA by adding the decibel (dBA) level
for each second of a noise event that is above a certain threshold. An "A" -weighted decibel is
the sound level which is weighted in a manner that closely matches the ear's response. Such
weighting reduces the influence of lower and higher frequencies relative to the middle
frequencies, and is usually expressed in dBA units. To determine the basis for SEL's the
operation of an individual aircraft was monitored in a test environment and the highest dBA
reading for each second of the event as an aircraft approached and departed was recorded. Each
of these one -second readings was then added logarithmically to compute the SEL for that aircraft
type. Figure 6-1 depicts the typical dBA values of noise commonly experienced by people. This
illustrates the relative impact of single event noise in "A" -weighted level.
Yakima Air Terminal/McAllister Field Master Plan
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Chapter 6 • Airport Layout Plan
110
100
90
80
70
60
- Aircraft carrier deck
- Military jet aircraft takeoff from aircraft carrier with
afterburner at 50 ft
- Typical Thunderclap
Turbo -fan aircraft at takeoff power at 200 ft (118 dB)
live rock music (108-114 dB)
Jet take -off at 305 ft, Boeing 707 or DC -8 aircraft
at one nautical mile before landing (106 dB); jet flyover
at 1000 ft (103 dB); Bell J -2A helicopter at 100 ft (100 dB)
Boeing 737 or DC -9 aircraft at one nautical mile
before landing (97 dB); power mower (96 dB)
Average factory, freight train at 45 ft, propeller plane
flyover at 1000 ft (88 dB); diesel truck
at 50 ft (84 dB); diesel train at 100 ft (83 dB)
Passenger car at 65 mph at 25 ft (77 dB);
freeway at 50 ft from pavement edge (76 dB)
radio orN-audio (70 dB)
Conversation in restaurant,
air conditioning unit at 100 ft
•----O Quiet suburb, conversation at home
•____o Library, bird calls (44dB; lowest limit of
urban ambient sound)
•""� Quiet rural area
•""o Whisper, rustling leaves
•-"-° Breathing
Figure 6-1: A Comparison of Common Noise Levels
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Airport Layout Plan ♦ Chapter 6
It is important to note that SEL levels are not the metric used to assess noise impacts in the
vicinity of an airport. Instead they are used to the calculate DNL levels. The FAA relies on
DNL contours with levels above 65 as the threshold of significance at an airport. To define this
threshold the SEL measurements are converted to DNL. This involves the addition, weighting,
and averaging of each SEL to achieve a DNL level for a particular location. The SEL of single
noise events that occur between the hours of 10:00 p.m. and 7:00 a.m. are additionally weighted
by adding 10 dBA to the SEL to account for the assumed additional disturbance perceived during
that time period. All SELs are then averaged to achieve a level characteristic of the total noise
environment. Very simply, a DNL level for a specified area over a given time is approximately
equal to the average dBA level that has the same sound level as the intermittent noise events.
Thus, a DNL 65 dBA level describes an area as having a constant noise level of 65 dBA that is
the approximate average of single noise events even though the area would experience noise
events much higher than 65 dBA as well as periods of quiet. The main advantage of DNL is that
it provides a common measure for a variety of differing noise environments. The same DNL
levels can be used to describe either an area with very few high level noise events or an area with
many low level events. DNL is thus constructed because it has been found that the total noise
energy in an area is a good predictor of community response. Figure 6-2 graphically depicts the
relationship between SEL events and the DNL levels.
DNL levels generally are depicted as noise contours. These contours are interpolations of noise
levels based on the centroid of a grid cell and drawn to connect all points of similar noise levels.
Contours appear similar to topographical contours and form concentric "noise footprints". The
footprints of DNL contours as calculated by the INM are drawn about the airport and used to
predict community response to the noise from aircraft using that airport.
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Chapter 6 • Airport Layout Plan
Single Event Noise
Noise Level
Considered for each
noise event (Takeoff or Landing)
1Pir
Duration of Event11011.
Sound Exposure Levels (SEL)
NOTE: DMA INCLUDED IN INM PROGRAM.
FIELD MEASUREMENTS NO1 INCIUDED.
Cumulative
Noise Exposure
Energy Mean Value
of single event SEL values
Apply
Number
of Events
DNL
(Idn)
Apply
Day/
Night
Factor
Figure 6-2: Converting SEL to DNL
6.6.2.2 Computer Modeling
The DNL noise contours shown in this report were generated using the Integrated Noise Model
(INM), specifically developed by the Federal Aviation Administration (FAA) to plot noise
contours for airports. The original version was released in 1977, and the present Version 7.0.d
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6-10 1 Page
Airport Layout Plan ♦ Chapter 6
was released in May 2013. The program is provided with standard aircraft noise and
performance data that can be tailored to the characteristics of individual airports.
The INM program requires the input of the physical and operational characteristics of the airport.
Physical characteristics include runway coordinates, airport altitude, and temperature.
Operational characteristics include aircraft mix, flight tracks, and approach profiles. Optional
data that is contained within the model includes departure profiles, approach parameters, and
aircraft noise curves. All of these options were incorporated in order to model the noise
environment at YKM.
Physical Characteristics
The physical configuration of a runway system has obvious impact on the noise environment.
Likewise, the direction of flight is a factor in noise exposure (take -offs generate more noise than
landings) so defining the percentage of time that operations occur in each direction is key to
understanding noise impacts. At YKM there are two runways but activity occurs primarily on
Runway 9/27. No changes have been made to the orientation of the runway but the extended
runway length was used to calculate the 20 years hence contour (year 2030). Aircraft use the
ends of runways for operations based on wind direction and speed and air traffic control
guidance. The percentage of time that operations occur on each runway end was determined
through wind analysis and discussions with Airport Traffic Control Tower (ATCT) personnel.
Operational Characteristics
To model the existing and predicted noise impacts at YKM, the actual recorded activity levels
obtained from ATCT and the airport for 2010 and the forecast operations levels for 2030
presented in the approved aviation demand forecasts presented in Chapter 3 were used.
Since different aircraft types generate different noise profiles it is important to define the types of
aircraft that use the airport today and project those likely to use it in the future. The forecast of
aviation demand included a detailed breakdown of annual activity by aircraft type and these were
used to generate the noise contours.
Flight Tracks - In general, aircraft noise impacts are greater below the takeoff paths than at the
arrival end of the runway. When landing, all fixed wing aircraft follow roughly the same
approach slopes, thus noise differences depend mostly on the aircraft size and engine types.
Also, because engines are set to low power levels on approach, the noise produced by the
airframe from features such as wing flap and extended landing gear may be greater than the
actual engine noise.
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Chapter 6 ♦ Airport Layout Plan
When taking off, fixed wing aircraft do not typically follow the same departure slopes. Within a
couple of miles of the runway end, jets reach a higher altitude than do the more slowly climbing
propeller aircraft and the noise level on the ground diminishes as they climb.
With this in mind, the path of the approach to (or departure from) a runway helps to define where
noise impacts are experienced. The INM input includes flight paths for straight -in approaches to
Runways 9 and 27 that are common to commercial aircraft, and circling approaches for other
aircraft and touch and go paths for general aviation in training on all runway ends. These are
based on both approach and departure plates, ATCT descriptions, and the City's policies.
Day/Night Traffic - The time of day when an operation occurs is important in determining the
impact that the noise will have on a community. In the INM, night operations are assigned a
10 dB penalty to reflect the impact that noise has during these hours. Determination of the
day/night traffic split for YKM was based on the current airline flight schedule and activity
records from the ATCT. It is estimated that 95% of all operations occur during the day.
6.6.3 Land Use Compatibility
The Land Use Compatibility Matrix, Table 6-1, indicates those land uses that are compatible
within the specific DNL noise contours. It identifies land uses as being compatible,
incompatible, or compatible if sound is attenuated. The matrix reflects the fact that 65 DNL is
generally recognized as the threshold of concern by FAA. The matrix acts as a guide for local
land use planning and control and a tool to compare relative land use impacts. It must be
remembered that the DNL noise contours do not delineate areas that are either free from noise
impacts or areas that are subjected to noise impacts. In other words, it cannot be expected that a
person living on one side of a DNL noise contour will have a markedly different reaction to the
noise event than a person living nearby, but on the other side of the contour line. For this reason,
when implementing noise compatibility programs the contours are used as a guide. Any
attenuation programs are adjusted to include neighborhoods rather than individual properties.
What can be expected from analyzing the noise contours is that the general aggregate community
response to noise within the DNL 65 noise contour, for example, will be less than the public
response within the DNL 75 noise contour.
For this master plan 65, 70, and 75 DNL noise contours were generated to help determine land
use impacts and compare the existing condition with that which can be projected for the future
years. The area between the 65 and 70 DNL contours is where many types of land uses are
normally unacceptable and where land use compatibility controls are recommended. The area
located inside the 70 and 75 DNL noise contour is subjected to a significant level of noise and
the sensitivity of various uses to noise is increased.
Yakima Air Terminal/McAllister Field Master Plan
6-12 1 Page
Airport Layout Plan ♦ Chapter 6
Table 6-1: Land Use Compatibility Matrix
Source: Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5020-1 `Noise Control and Compatibility
Planning for Airports
Numbers in Parentheses refer to the notes (Continued on Next Page)
Yakima Air Terminal/McAllister Field Master Plan
Page 1 6-13
Yearly Day Night Noise Level (DNL)
In Decibels
65BeloW
65-70
70-75
75-80
80-8585
Over
Residential
Residential other than mobile homes and transient
lodgings
Y
N(1)
N(1)
N
N
N
Mobile Homes
Y
N
N
N
N
N
Transient Lodgings
Y
N(1)
N(1)
N(1)
N
N
Public Use
Schools
Y
N(1)
N(1)
N
N
N
Hospitals and nursing homes
Y
25
30
N
N
N
Churches, auditoriums and concert halls
Y
25
30
N
N
N
Government services
Y
Y
25
30
N
N
Transportation
Y
Y
Y(2)
Y(3)
Y(4)
Y(4)
Parking
Y
Y
Y(2)
Y(3)
Y(4)
N
Commercial Use
Offices, business and professional
Y
Y
25
30
N
N
Wholesale and retail building materials, hardware
and farm equipment
Y
Y
y(2)
Y(3)
Y(4)
N
Retail trade - general
Y
Y
25
30
N
N
Utilities
Y
Y
Y(2)
Y(3)
Y(4)
N
Communications
Y
Y
25
30
N
N
Manufacturing and Production
Manufacturing - general
Y
Y
Y(2)
Y(3)
Y(4)
N
Photographic and optical
Y
Y
25
30
N
N
Agricultural (except livestock) and forestry
Y
Y(6)
Y(7)
Y(8)
Y(8)
Y(8)
Livestock farming and breeding
Y
Y(6)
Y(7)
N
N
N
Marine and fishery resource production and
extraction
Y
Y
Y
Y
Y
Y
Recreational
Outdoor sports arenas and spectator sports
Y
Y(5)
Y(5)
N
N
N
Outdoor music shells, amphitheaters
Y
N
N
N
N
N
Nature exhibits and zoos
Y
Y
N
N
N
N
Amusements, parks, resorts and camps
Y
Y
Y
N
N
N
Golf courses, riding stables and water recreation
Y
Y
25
N
N
N
Source: Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5020-1 `Noise Control and Compatibility
Planning for Airports
Numbers in Parentheses refer to the notes (Continued on Next Page)
Yakima Air Terminal/McAllister Field Master Plan
Page 1 6-13
Chapter 6 ♦ Airport Layout Plan
The designations in this table do not constitute a Federal determination that any land use covered by the program is
acceptable or unacceptable under federal, state or local law. The responsibility for determining acceptable and
permissible land uses and the relationship between specific properties and specific noise contours rests with local
authorities in response to locally determined needs and values in achieving noise compatible land uses.
Key to table
Y = land use and related structures compatible without
restriction
N = Land use and related structures incompatible without restrictions
20, 30 or 35 = Land use and related structures generally compatible when measures to achieve 25, 30, or 35 dB
attenuation incorporated into the design of structures
Notes:
1. When the community determines that residential or school uses must be allowed, measures to achieve outdoor or
indoor noise level reduction of at least 25 dB to 30 dB should be incorporated into building codes and be considered in
individual approvals. Normal residential construction can be expected to provide 20dB, thus the reduction
requirements are often stated as 5, 10, or 15 dB over standard construction and normally assume mechanical ventilation
and closed windows year round. However the use of NLR criteria will not eliminate outdoor noise problems.
2. Measures to achieve NLR of 25 dB must be incorporated into the design and construction of portions of these
buildings where the public is received, office areas, and noise sensitive areas where noise levels are typically low.
3. Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these
buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is low.
4. Measures to achieve NLR of 35 dB must be incorporated into the design and construction of portions of these
buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is low.
5. Land uses are compatible provided that special sound reinforcement systems are installed.
6. Residential buildings required a NLR of 25.
7. Residential buildings required a NLR of 30.
8. Residential buildings not permitted.
6.6.4 Noise Impacts
The drawings that follow show the INM contours that were generated for the baseline conditions
2012 (Figure 6-3) and the 20 years hence conditions in 2030 (Figure 6-4). As can be seen, the
future noise exposure is only marginally greater than the existing condition. In either the present
or future case, there are no noise sensitive public use facilities in the area encompassed by the 65
DNL and there are no incompatible land uses anticipated for the airport within the time frame of
the master plan.
At present, aircraft operations do not generate much attention in the airport vicinity since most
are conducted by small, piston powered aircraft and noise levels exceeding DNL 65 are
contained on airport property both today and in the 20 -year future. Therefore, the airport's noise
impact on the surrounding communities will change as a result of the recommended
improvements.
Yakima Air Terminal/McAllister Field Master Plan
6-14 1 Page
65
70
.•••••f';
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Yakima Air Terminal - McAllister Field
Figure 6-3: Integrated Noise Model (INM) - Year 2012
LEGEND
i Airport Property
INM Contours
65 DNL Contour
70 DNL Contour
0 300 600
SCALE IN FEET
Noise Sensitive Facilities Identification
Item
65-70 DNL
? 70 DNL
Housing Units
0 units
0 units
Noise Sensitive Facilities
(Churches, Schools, Libraries, Nursing Homes)
0 units
0 units
•••
-
65 •
70
• • •
40;
4, • nt:%, ft,
l':, - ----- - -
'-••••••••••.-T
•••-•
• iFt •
Yakima Air Air Terminal - McAllister Field
4 -•
Figure 6-4: Integrated Noise Model (INM) - Year 2030
r
ert
••• ,"! •
••I IP
• r Ir. 6: . •
....
-•?' •,,,0K--,-.• „...: r - - --- V- -
7.,..
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-' • ':' 7. 0 Sf!:-P .
4.4j00-e..t.f..e• ,_ / -, S.P•••,!..." • • . 4, e•
";.• .1--,v,4t-2.,,... e, ,r., ,- .,....i?,.,...,.. -• ,... , .
'" 4 4.
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••••,..,.470' Will • • P
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............s.•:.:„.:.;', 'It
ISM
M
• ' .
- • - . "
4--
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•
; . 1 • •
• • • • • • ft • • •
64 •
•
'„4 • •
•—•
I
•
•
tr. • t ' • •
_ .
65
65
"" •
LEGEND
Airport Property
INM Contours
65 DNL Contour
70 DNL Contour
65
•
0 300
600
SCALE IN FEET
Noise Sensitive Facilities Identification
Item
65-70 DNL
? 70 DNL
Housing Units
0 units
0 units
Noise Sensitive Facilities
(Churches, Schools, Libraries, Nursing Homes)
0 units
0 units
Airport Layout Plan ♦ Chapter 6
6.7 AIRPORT PROPERTY MAP
The Airport Property Map is shown on Sheet 11. (ALP drawings are currently under review at
FAA and will be provided after FAA's review process is complete.) The information on the map
details the property acquisition history at the airport. The tabular information shows the parcel
numbers, type of acquisition (fee simple or avigation easement), and the Federal program under
which the property was purchased.
Yakima Air Terminal/McAllister Field Master Plan
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Chapter 6 ♦ Airport Layout Plan
Yakima Air Terminal/McAllister Field Master Plan
6-20 1 Page
Mr..AUIS-W2ikF\ESO
YAKIMA AIR TERMINAL
McALLISTER FIELD
2014 Airport Layout Plan Drawing Set
AIP NUMBER: 3-53-0089-32
SHEET INDEX
SHEET
SHEET
SHEET
SHEET
SHEET
SHEET
SHEET
SHEET
SHEET
1 OF 12:
2 OF 12:
3 OF 12:
4 OF 12:
5 OF 12:
6 OF 12:
7 OF 12:
8 OF 12:
9 OF 12:
SHEET 10 OF 12:
SHEET 11 OF 12:
SHEET 12 OF 12:
TITLE SHEET
AIRPORT LAYOUT PLAN
AIRSPACE PLAN - INNER APPROACH, RUNWAY 9/27
AIRSPACE PLAN - OUTER APPROACH, RUNWAY 27
AIRSPACE PLAN, RUNWAY 4/22
INNER APPROACH SURFACE, RUNWAY 9/27
INNER APPROACH SURFACE, RUNWAY 4/22
TERMINAL AND GENERAL AVIATION (EAST) PLAN
GENERAL AVIATION (WEST AND SOUTH) PLAN
ON -AIRPORT LAND USE PLAN
AIRPORT COMMUNITY LAND USE PLAN
AIRPORT PROPERTY MAP (EXHIBIT 'A')
L \I,
1
URS
I SOH 1 TNAVEUUE,SUITE 7100
SEA.TTIE. WA 93101
MO tie (206) 138-2?M
a
REVISION
COMPANY
BY
DATE
PROJECT UANAGER: JJY
DRAFTED BY:
DESIGNED BY:
RLO
CHECKED BY:
JJY
`i AM\MAA\REP MPS..
Mc,a\USVENiWAS)
YAKIMA AIR TERMINAL/McALLISTER FIE LD
AIRPORT MASTER PLAN
TITLE SHEET
AIP NUMBER:
3-53-0069-32
SCALE:
DATE:
FEBRUARY2014
SHEET NUMBER:
1 OF 12
KM Sheet 02 (ALP).dwg
AIRPORT VICINITY
•44 aw
a1.p.
nwra
Yakima
ualwo lBRn+wE+-
AIRPORT LOCATION
WetVJIky
Yakrma Alr TarminaI
McAl1zta.Fbld
Yakima
Union Gap
ALL-WEATHER WIND ROSE
O
TILL -WEATHER (78,061 OBSERVATIONS)
CROSSWIND
RWY 0422
RWY 09127
COMBINED
10.5 KNOTS
94.43%
96.51 %
98.18 %
13 KNOTS
9653 %
98.01 %
99.26 %
16 KNOTS
99.07 %
99.26 %
99.79 %
20 KNOTS
99.81 %
9951 %
99.97 %
NOAAWEATHER REPORTING STATION: 7278 YAKIMA, WA
OBSERVATION PERIOD: 2000 -2009
VISUAL FLIGHT RULES WIND ROSE
VFR (73,893 OBSERVATIONS)
CROSSWIND
RWY 0422
RWY 0927
COMBINED
10.5 KNOTS
94.12 %
96.32 %
98.08 %
13 KNOTS
96.66%
97.90 %
99.22 %
16 KNOTS
99.02 %
99.22 %
99.78 %
20 KNOTS
99.80%
99.80 %
99.97 %
NOAAWEATHER REPORTING STATION: 72781 YAKIMA, WA
OBSERVATION PERIOD: 2000 -2009
INSTRUMENT FLIGHT RULES WIND ROSE
IFR (3,147 OBSERVATIONS)
CROSSWIND
RWY 0422
RWY 0927
ODNBINED
10.5 KNOTS
99.87 %
99.88%
99.92 %
13 KNOTS
99.93 %
99.93 %
99.95 %
16 KNOTS
99.97 %
99.97 %
99.97 %
20 KNOTS
99.97 %
99.97 %
99.97 %
NOAAWEATHER REPORTING STATION: 72781 YAKIMA, WA
OBSERVATION PERIOD: 2000 -2009
' C
/ c
FUTUR
RUNWAY 9(EL.=1106.0' MS )
LATITUDE: 46°
LONGITUDE: 120°33'50.9"
FUTURE
APPROACHIDAR
1,,700' L 41 ' 40'
3)4 -MI
ALL
RE RPZ 1®„
10'W2 'S
IBILITY MINIMUMS
EXISTING
APPROACH/E•ARTURE RPZ
1,700' L 01,000' 11,510'W2
03/4 -MILE APPROACH SISIBILI VMINIMUMS
LL AIRCRAFT
TYPE OF OVV ERSHIP: FEE
AP PROA H SLOPE: 34:1
0
GREEK RD
2NWAV 9 (EL. = 1098.8' MSL)
LATITUDE: 46° 34' 21.187"
LONGITUDE: 120° 33' 34.355"
O
RUNWAY DATA TABLE
REM
EXISTING
RUNWAY 4-22
AIRCRAFT TIEDOWN POSITION
RUNWAY 9-27
EXISTING
AIRPORT BUILDING
PROPOSED
EXISTING PROPOSED
AIRFIELD PAVEMENT
AIRPORT PROPERTY
I I
[::_:3
STANDARD 1 ACTUAL
I
4'
Q
STANDARD 1 ACTUAL
RUNWAY DESIGN CATEGORY
I I
f
8-1 (SMALL)
EMSMSEMS6
---m --
FENCE
C -III NO CHANGE
CRITICAL AIRCRAFT
HOLDING POSITION MARKING
BEECH BARON
NO CHANGE
174
BOMBARDIER Q-400 1 NO CHANGE
RUNWAY DIMENSIONS LENGTH:
+
3,835''
RUNWAY ND IDENTIFIER LIGHTS (REIL)
mw ma,
NO CHANGE
7,604' ! 8,847'
WIDTH:
---arn- -
60' 1 150'
i
---=*n- - -
RUNWAYPROTECTIONZONE(RPZ)
150' 1 150' I NO CHANGE
RUNWAY ORIENTATION
RUNWAY SAFETY ARE A(RSA)
N59° 56'E (TRUE)
---m•n- -
---•.•---
N 70° 03'W(TRUE) NO CHANGE
PERCENT WIND COVERAGE (16 KNOT)
---R°---
95% 1 99.07%
1
NA
=Zi
95% 1 99.26% NO CHANGE
LINE-OFSIGHT
NO CHANGE
NOT OBSTRUCTED
I
NO CHANGE
WIND SOCK
NOT OBSTRUCTED 1 NO CHANGE
PAVEMENT TYPE
T3
ASPHALT
I
T4
AIRCRAFT RESCUE FIRE FIGHTING (ARFF)
ASPHALT I NO CHANGE
SINGLE GEAR:
TERMINAL BUILDING
70,000 LEIS
1
AIRPORT TRAFFIC CONTROL TONER (ATCT)
78'
95,000 LBS 1 NO CHANGE
PAVEMENT DESIGN DUAL GEAR:
-23'
80,000 LEIS
I
26'
T9
160,000 LEIS NO CHANGE
STRENGTH
DUAL TANDEM GEAR:
T 10
120,000 LBS
10.5'
T 11
BOX HANGAR
220,000 LBS NO CHANGE
VISUAL APPROACH AIDS
BOX HANGAR
PAP I,REIL
I
WATER TREATMENT PLANT
10'
VASI,REIL 1 NO CHANGE
BOX HANGAR
ION RE
PAP I,REIL
BOX HANGAR
18'
REV EL
MALSR,PAPI 1 NO CHANGE
INSTRUMENT APPROACH AIDS
T 17
NONE
i
E 1
CUB CRAFTERS
RNAV(RNP) ! NO CHANGE
E 2
ION RE
NONE
I
McALLISTER MUSEUM
20'
ILS (CAT U NO CHANGE
APPROACH VISIBILITY MINIMUMS
RE 20
VISUAL
VISUAL
I
I
Z
G
I-
mu.
REV EL
NPI 034MILE NO CHANGE
PIR 434 -MILE NO CHANGE
FAR PART 77 APPROACH SLOPE
4:
201REV
201
I
W
21'
34:1
34:1 1 NO CHANGE
26.2'
ION RE
20:1
201
i
0I
P21:
501
501 i NO CHANGE
LIGHTING
5E9
MIRL
MIRL
I
Z
D
15'
HIRL
HIRL ! NO CHANGE
MARKING
REV 4:
VISUAL
VISUAL
SE13
NATIONAL GUARD
31'
NPI
NPI NO CHANGE
-12'
x8422
VISUAL
VISUAL
1
x 21. 84
PIR
PIR 1 NO CHANGE
RUNWAY SAFETY ARE A(RSA) '
LENGTH BEYOND DEPARTURE END:
240'
600'
I
1,000'
1,000' 1 NO CHANGE
LENGTH PRIOR TO THRESHOLD:
240'
600'
I
600'
600' ! NO CHANGE
WIDTH:
120'
200'
I
522''
522'' NO CHANGE
OBJECT FREE ARE A(OFA)
LENGTH BEYOND DEPARTURE END:
240'
600'
I
1,000'
1,000' ! NO CHANGE
LENGTH PRIOR TO THRESHOLD:
240'
600'
I
600'
600' NO CHANGE
WIDTH:
250'
400'
!
NO CHANGE
i
OBSTACLE FREE ZONE (OFZ)
00 Orn ame,Emenum4E
1
En o00' eEem800'
1 n o Gr4OL6TPEEE11.104
WIDTH:
250'
250'e
400'
400' NO CHANGE
LENGTH BEYOND RWE ND:
200'
200'
i
200'
200' I NO CHANGE
PERCENT EFFECTIVE GRADIENT
1.4%
0.58%
1.4%
0.66% NO CHANGE
MAX GRADE WITHIN RWY LENGTH (%)
1.4%
0.58%
i
1.4%
0.66% i NO CHANGE
RUNWAY ELEVATIONS (MSL)1076.5'
EXISTING END:
1
1098.8'
1 1106'
ION RE
1055.5'
I
1049.0' 1 NO CHANGE
DISPLACED THRESHOLD:REV
4:
NOT APPLICABLE
1
NOT APPLICABLE 1 NO CHANGE
ION RE
NOT APPLICABLE
REV EL
NOT APPLICABLE NO CHANGE
1076.5'
I
1092' ! 1098'
TOUCHDOWN ZONE:
x8422
1055.5'
I
x8421:
1055' 1 NO CHANGE
RUNWAY INTERSECTIONS:
1059.26'
1059.26' NO CHANGE
1076.5'
FEW
1098.8' ! 1106'
HIGH 8LOW POINTS:
LONA.
1055.5'
I
LOW:
1049.0' NO CHANGE
END COORDINATES: `
(NAD 83) LATITUDE:
RW 4
RW 22
I
N
RW 9
RW 27! RW 9 RW 27
45
x1 425.1, N NO CHANGE
LONGITUDE:
MGM SEVIN12u3205.512
1215824.654NIRO
3152 DOC NM 121C11.509CNA NO CHANGE
STANDARD RSA CALCULATED BASED ON AIRPORT ELEVATION.
® 'RUNWAYEND COORDINATES AS REFLECTED ON AIRPORT 5010 FORM.
® 0
N
0
UNWAV 22 (EL. =1055.5' M
LATITUDE: 46° 34' 09.027"
LONGITUDE: 120° 32' 05.812
LOW POINT
EL =1055.5' MSL
Eel A51'
W.
NOTES
1. SEE SHEETS 8 AND 90F 12 FOR DETAILS ON LANDSIDE DEVELOPMENT.
2. THE BUILDING RESTRICTION LINE (BRL) IS BASED ON A MAXIMUM BUILDING HEIGHT
OF 35 FEET AT A 250' DISTANCE FROM THE PRIMARY SURFACE. MAXIMUM
ALLOWABLE BUILDING HEIGHT FROM THE BRL INCREASES ATA 7:1 HORIZONTAL TO
VERTICAL SLOPE UPWARD AND AWAY FROM THE PRIMARY SURFACE IN
CONFORMANCE WITH FAR PART 77SURFACES.
NO DECLARED DISTANCES USED OR PROPOSED.
THE EXTENSION TO RUNWAY 9 IS SHOWN FOR LONG-RANGE PLANNING PURPOSES
ONLY. FAA APPROVAL OF AN EXTENSION WILL BE BASED ON ACHANGE IN THE
CRITICAL AIRCRAFT.
5. ROADS IN RUNWAY9 EXTENSION RPZ WILL GO THROUGH FAA GUIDANCE AT TIME OF
PROJECT INITIATION.
6. RUNWAY 422 HAS BEEN DETERMINED TO BE NON-ESSENTIAL BASED ON FAA
CRITERIA. FUTURE STATUS OF THIS RUNWAY WILL BE DEPENDANT ON THE CITY OF
YAKIMA'S ABILITY TO MAINTAIN THE PAVEMENT USING NON -FAA FUNDING.
7. NO THRESHOLD SITING SURFACE PENETRATIONS.
8. AIRPORT IS CURRENTLY OPERATING UNDER MOS THAT WAS DEVELOPED TO
ACCOUNT FOR THE Q400. THIS SPECIFIES A TAXIWAY WIDTH OF 64 FT. WITH 2OFT.
SHOULDERS.
LEGEND
DESCRIPTION
EXISTING
PROPOSED
AIRCRAFT TIEDOWN POSITION
T
NO CHANGE
AIRPORT BUILDING
NMI
I�
AIRFIELD PAVEMENT
AIRPORT PROPERTY
I I
[::_:3
ii
=fa
AIRPORT REFERENCE POINT (ARP)
4'
Q
AUTOMOBILE PARKING
I I
I I
f
AVIGATION EASEMENT
BUILDING RESTRICTION LINE (BRL)
EMSMSEMS6
---m --
NO CHANGE
FENCE
-, -
NO CHANGE
HOLDING POSITION MARKING
lam
NO CHANGE
PRECISION APPROACH PATH INDICATOR (P API)
174
NO CHANGE
ROADWAY
+
1
RUNWAY ND IDENTIFIER LIGHTS (REIL)
mw ma,
NO CHANGE
RUNWAY OBJECT FREE ARE A(OFA)
---a•---
---arn- -
RUNWAYOBJECTFREEZONE(OFZ)
---_+---
---=*n- - -
RUNWAYPROTECTIONZONE(RPZ)
--w---m•--
n
RUNWAY SAFETY ARE A(RSA)
---.=---
---m•n- -
RUNWAY VISI BILI TYZONE (RVZ)
---•.•---
---m•n- -
TAXIWAYOBJECTFREEAREA(TOFA)
---R°---
---R•n---
TOBEREMOVED
NA
=Zi
TOPOGRAPHIC CONTOUR
AIR CARGO BUILDING (FEDEX)
NO CHANGE
VISUAL APPROACH SLOPE INDICATOR (VA51)V
HANGAR/NON-AVIATION
NO CHANGE
WIND SOCK
r
NO CHANGE
! \Aft
\ '`AT 46° 05' 05.
LONG 420° 32' 38.60"W
r
C7 Ta Rij,
EXISTING
APPROACH/DEPARTURE RPZ
1,000' L x 500'W1 x700'W2
VISUAL APPROACH
ALL AIRCRAFT
TYPE OFOWNERSHIP: FEE
APPROACH SLOPE: 201
O
T�
r` Yi
rl } 11.11if
.c3-1"
RUNWAY
RUNWAY27(v.=10490 MSL)
LATITUD • °3355.531
.�.. LONGI + DE: 120° 31' 52.080"
AIRPORT FACILITIES
ODESCRIPTION
M
EXISTING
HEIGHT`
NW1
BOX HANGAR
28'
NW
BOX HANGAR
28'
NW
BOX HANGAR
28'
NW4
BOX HANGAR
28'
NW
BOX HANGAR
26'
NW 6
NON -AVIATION (VON DORE9 SALES)
23.6'
NW 7A
FUEL TANKS
14'
NW 7B
FUEL HOUSE
11'
NM/ 8
BOX HANGAR
29'
NW
BOX HANGAR
29'
KW 10
BOX HANGAR
26'
KW 11
BOX HANGAR
25.5'
KW 12
BOX HANGAR
25.5'
KW 13
BOX HANGAR
29.5'
NW 14A
T -HANGAR
19'
NW 14B
F80 (MCCORMICK)
30'
KW 15
BOX HANGAR
36'
NW 16
AIRPORT MAINTENANCE BUILDING
26'
NW 17
AIR CARGO BUILDING (FEDEX)
25'
T1
HANGAR/NON-AVIATION
26'
T 2
OFFICE/AIRPORT ADMINISTRATION
18'
T3
NON -AVIATION
22'
T4
AIRCRAFT RESCUE FIRE FIGHTING (ARFF)
18'
T5
TERMINAL BUILDING
41.5'
T6
AIRPORT TRAFFIC CONTROL TONER (ATCT)
78'
T7
BOX HANGAR
-23'
T8
BOX HANGAR
26'
T9
ELECTRICAL VAULT
13.5'
T 10
OLD ELECTRICAL VAULT
10.5'
T 11
BOX HANGAR
27'
T 12
BOX HANGAR
28'
T13
WATER TREATMENT PLANT
10'
T 14
BOX HANGAR
20'
T15
BOX HANGAR
18'
T 16
BOX HANGAR
21'
T 17
BOX HANGAR
21'
E 1
CUB CRAFTERS
25'
E 2
CUB CRAFTERS
25'
E 3
McALLISTER MUSEUM
20'
E 4
NON -AVIATION (HAIR SALON)
19'
5E1
BOX HANGAR
30'
5E2
BOX HANGAR
21'
5E3
BOX HANGAR
21'
5E4
BOX HANGAR
21'
SE5
JR HELICOPTER
26.2'
SE6
BOX HANGAR
21'
5E7
BOX HANGAR
21'
SE8
BOX HANGAR
23'
5E9
BOX HANGAR
20'
SE 10
T -HANGAR
15'
SE 11
T -HANGAR
16'
SE 12
AIRPORT SURVEILLANCE RADAR (ASR -9)
59'62
SE13
NATIONAL GUARD
31'
SE14
NATIONAL GUARD
-12'
ABOVE GROUND LEVEL
PROPOSED AIRPORT FACILITIES
ODESCRIPTION
M
EXISTING
HEIGHT`
T P1
TERMINAL BUILDING
TBD
SE Pt
BOX HANGAR
TBD
SE P2
BOX HANGAR
TBD
'ABOVE GROUND LEVEL
AIRPORT DATA TABLE
ITEM
EXISTING
PROPOSED
AIRPORT TERMINAL CODE
YKM
NO CHANGE
AIRPORT ELEVATION (MSL)
1,099'
1,078'
AIRPORT REFERENCE POINT (ARP) LAT.
(NAD 83) LON.
46°34'05.40"N
120°32'38.60"W
46°34'10.41"N
120°32'51.39"W
ME AN MAX. TEMP. OF HOTTEST MONTH
87° F(AUGUST)
NO CHANGE
COMBINED WIND COVERAGE
99.26%(13 KNOTS)
NO CHANGE
MAGNETIC DECLINATION 8 'YEAR
17°35' E (SEPT. 2008)
NO CHANGE
AIRPORT REFERENCE CODE (ARC)
C -III
NO CHANGE
CRITICAL AIRCRAFT 1, 000 MILE STAGE LENGTH
Q400
NO CHANGE
NPI ASSERVICE LEVEL
COMMERCIAL SERVICE (CM)
NO CHANGE
TAXIWAY LIGHTING
MITL
NO CHANGE
TAXIWAY MARKING
STANDARD
NO CHANGE
AIRPORT 8 TERMINALNAVAIDS
ILS, ND 8, RNAV, LOM, BEACON
NO CHANGE
El
COMPASS ROSE
W. SORENSON RD
` IGH POINT L �• /
61.51076.5' MSL
RUNWAY 4 (EL. = 1076.5' MSL)
LATITUDE: 46° 33' 50039" /1
LONGITUDE: 120°32' 53.21
EXISTING
•'•PR 00' L 55EPARTURE RPZ
1,000'L x 500'W1 x700'W2
VISUAL APPROACH
ALL AIRCRAFT
TYPE OF OWNERSHIP: FEE
APPROACH SLOPE: 201
EXISTING
APPROACH/DEPARTURE RPZ
2,500' L x 1 ,000' W1 61,750'
43,4 -MILE APPROACH VI5IBILI YMINIMUMS
ALL AIRCRAFT
TYPE OF OWNERSHIP: FEE ONE
PPP ROACH SLOPE: 501
ABBREVIATIONS
REM
DEFINITION
ARP
AIRPORT REFERENCE POINT
ASOS
AUTOMATED SURFACE OBSERVING SYSTEM
ASR -9
AIRPORT SURVEILLANCE RADAR -9
BRL
BUILDING RESTRICTION LINE
ILS
INSTRUMENT LANDING SYSTEM
HIRL
HIGH INTENSITYRUNWAY LIGHT
LOM
LOCATOR OUTER MARKER
MIRL
MEDIUM INTENSITY RUNWAY LIGHT
MITL
MEDIUM INTENSITY TAXIWAY LIGHT
MSL
MEAN SEA LEVEL
NDB
NON -DIRECTIONAL BEACON
NPI
NON -PRECISION INSTRUMENT APPROACH
NPI AS
NATIONAL PLAN OF INTEGRATED AIRPORT SYSTEMS
OFA
RUNWAY OBJECT FREE AREA
OFZ
RUNWAY OBJECT FREE ZONE
PAP
PRECISION APPROACH PATH INDICATOR
PIR
PRECISION INSTRUMENT APPROACH
RAG
RENT-ACAR
RE IL
RUNWAYEND IDENTIFIER LIGHTS
RNAV
AREA NAVIGATION
RPZ
RUNWAYPROTECTION ZONE
RSA
RUNWAY SAFETY AREA
RVR
RUNWAY VISUAL RANGE
RVZ
RUNWAY VISIBILITY ZONE
TOFA
TAXIWAY OBJECT FREE AREA
VAS!
VISUAL APPROACH SLOPE INDICATOR
N
AHTANUM RD
MAGNETIC: 1645'47' E
PPR 2013
ANNUAL CHANGE: 09.7' W
250 0 250 508
SCALE IN FEET
SCALE IN METERS
U
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA 98101
PHONE: (206) 436-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: JJY
DRAFTED BY: RLO
DESIGNED BY: RLO
CHECKED BY: JJY
THE PREPARATION OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PLANNING GRANT FROM THE FEDERAL AVIATION
ADMINISTRATION (FAA) AS PROVIDED UNDER SECTION 505 OF THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE FAA DOES NOT IN ANYWAY CONSTITUTE
A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IMPLY THAT THE
PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.
FEDERAL AVIATION ADMNISTRATION APPROVAL
SEATTLE AIRPORTS DISTRICT OFFICE
First Middle Last Name
Title
Date
CITY OF YAKIM4
First Middle Last Name
Title
Date
`la.Y.YNA A vvyma4 4A►l
M.31.1Y.1EP4hEl34
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
AIRPORT LAYOUT PLAN
AIP NUMBER
3-53-0089-32
SCALE:
1"= 500'
DATE:
FEBRUARY 2014
SHEET NUMBER:
2 OF 12
1,449'
•
HORIZONTAL
SURFACE
1,249' MSL
810,000'
AIRPORT
ELEVATION
1,099' MSL
810,000'
EX STING
*CISION APRROACH (40,400')
40:1 SLOPE
EXISTING
NON -PRECISION APPROACH (10,000')
34:1 SLOPE
FUTURE
NON PRECISION APPROACH (10,000')
34:1 SLOPE
EXISTING
PRECISION APPROACH (10,000')
50:1 SI
•
/LOPE
• 1
PLAN VIEW -
2,200'
2,000'
1,800'
1,600'
1,400'
1'200'
,000'
800'
ITEM
RUNWAY9
RUNWAY27
RUNWAY TYPE
NON -PRECISION INSTRUMENT OTHER
THAN UTILITY, VISIBILITY MINIMUMS
LESS THAN 3)4 -MILE
PRECISION INSTRUMENT,
VISIBILITY MINIMUMS LESS
THAN 3)4 -MILE
APPROACH SLOPE
34:1
501
APPROACH SURFACE - INNER WIDTH
1,000'
1,000'
APPROACH SURFACE -OUTER WIDTH
4,000'
16,000'
APPROACH SURFACE -LENGTH
10,000'
50,000'
PRIMARY SURFACE -WIDTH
ISO).
RADIUS OF HORIZONTAL SURFACE
10,006.
12'
NONE
4
OL ON LOC
1,104'
34:1 APPROACH
2'
NONE
1...':•':..1
GROUND
VARIES
50:1 APPROACH,
HORIZONTAL,
CONICAL
VARIES
NONE
EX.STJNC
PRECISION
APPROACH
SLOPE
SURFACE (40,000')
40:1
EXISTI Nr
EXISTING
CONICAL SURFACE
(4,000')
NON
-PRECISION
APPROACH SURFACE
(10,000')
PRIMARY SURFACE
PRECISION APPROACH
SURFACE
(10,0001
CONICAL
SURFACE
(4,0001
SL. h
20:1
,
_
SI_ Pt 34:1
(13•00.4')
SLOPE 30:1
_
SLD h
20:1
~ ^COMPOSITE
TOP OF CONICAL SURFACE (1,449' MSL)
-
Fy}G+E 3q
-RaI(C�IPy(_
-
TERRAIN PROF
LE
1
4
TOP OF HORIZONTAL SURFACE (7,249' MSL)
1
IN APPROACH
ZONE
_
/_
3
1 T T
TERRAIN AT
RUNWAY
\.� /,\,
l\� ,
l`,,,
•'-..i
�4A.
� �� w!r
RUNWAY042/
'
_
��
�\����`�`�\'a<
"
'��<�` `'4 `L
CI �4iefif
�`c�`�`G
'GC<
RUNWAY
9
1
7,604' RUNWAY
1 6,000'
12,000'
8,000'
4,000'
EL. 1098.3
MSL
8,847' RUNWAY
EL. 1,9
0'
MSL
4,000'
8,000'
12,000'
16,000'
20,000'
24,000'
0'
(FUTURE)
FAR PART 77 DIMENSIONAL STANDARDS
ITEM
RUNWAY9
RUNWAY27
RUNWAY TYPE
NON -PRECISION INSTRUMENT OTHER
THAN UTILITY, VISIBILITY MINIMUMS
LESS THAN 3)4 -MILE
PRECISION INSTRUMENT,
VISIBILITY MINIMUMS LESS
THAN 3)4 -MILE
APPROACH SLOPE
34:1
501
APPROACH SURFACE - INNER WIDTH
1,000'
1,000'
APPROACH SURFACE -OUTER WIDTH
4,000'
16,000'
APPROACH SURFACE -LENGTH
10,000'
50,000'
PRIMARY SURFACE -WIDTH
ISO).
RADIUS OF HORIZONTAL SURFACE
10,006.
OBSTRUCTION DATA TABLE
#
DESCRIPTION
EL.
SURFACE
PNTR.
CORRECTIVE ACTION
1
TREE
1.2/3'
50:1 APPROACH
20'
TOP OR REMOVE
2
POLE
1.0/0'
50:1 APPROACH
2'
REMOVE
3
ANTENNA ON BLDG
1,113'
34:1 APPROACH
12'
NONE
4
OL ON LOC
1,104'
34:1 APPROACH
2'
NONE
1...':•':..1
GROUND
VARIES
50:1 APPROACH,
HORIZONTAL,
CONICAL
VARIES
NONE
LEGEND
DESCRIPTION
SYMBOL
ELEVATION ABOVE MEAN SEA LEVEL (MSL)
EL.
AMOUNT OF OBJECT PENETRATION INTO
PART 77 SURFACE
PNTR.
AREAS IN WHICH TERRAIN PENETRATES
INTO PART 77 SURFACE
AIRPORT PROPERTY
--- - e -
NOTES
1. ELEVATION IN FEET ABOVE MEAN SEALEVEL(MSL) AT TOP OF OBJECT. THIS VALUE
INCLUDES 15 FEET ADDED TO NON -INTERSTATE ROADWAVS,17 FEET ADDED TO
INTERSTATE HIGHWAYS, AND 23 FEET ADDED TO RAILROADS.
2. U.S.GEOLOGICAL SURVEY(USGS) DIGITAL RASTER GRAPHIC (DGR) PROJECTED IN
UTM NAD 27, 7.5 MINUTE QUAD. USGS MAP DATED 1994.
3. OBSTRUCTION DATA SOURCE: YAKIMA AIR TERMINAL MCALLISTER FIELD AIRPORT
LAYOUT PLAN 2003; WHPadfic.
4. SEE INNER APPROACH SURFACES DRAWINGS, SHEETS 6 AND 7 FOR CLOSE -IN
DETAILS.
1,000 0 1,000 2,000
HDRIZONFPL SLICE IN FEET
200 0 200 400
VERTICAL SCALE IN FEET
0
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA 98101
PHONE: (206) 438-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: jjy
DRAFTED BY: RLO
DESIGNED BY: RLO
CHECKED BY: JJy
THE PREPARATION OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PLANNING GRANT FROM THE FEDERAL AVIATION
ADMINISTRATION (FAA) AS PROVIDED UNDER SECTION 505 OF THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE F44 DOES NOT IN ANYWAY CONSTITUTE
A COMMITMENT ON THE PART 53 THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IMPLY THAT THE
PROPOSED DEVELOPMENT I5 ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.
`I1.Y.WAAN0.IMYVN►l
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
AIRSPACE PLAN
INNER APPROACH, RUNWAY 9/27
AIP NUMBER
3-03-0089-32
SCALE:
H: 1"=2,000' V: 1"=400'
DATE:
FEBRUARY 2014
SHEET NUMBER:
3 OF 12
irn
•
■
EX STING
Pj2EC)SION APFPR0ACH (40.000')
40:1 SLOPE
2,949'
2,899
2.799'
2,749'
2.699'
2,649'
2.599'
2,549'
2.499'
2,449'
2.399'
2,349'
- 2,299'
2,"49'
EXISTING
PRECISION APPROACH (10,000')
50:1 SLOPE
2,249'
2,299'
2,349'
2,399'
2,449'
2,499'
2,549'
2,599'
2,649'
2,599'
2,749'
2,799'
2,849'
2,899'
2,949'
PLAN VIEW -
FAR PART 77 DIMENSIONAL STANDARDS
ITEM
RUNWAY9
RUNWAY27
RUNWAY TYPE
NON -PRECISION INSTRUMENT OTHER
THAN UTILITY, VISIBILITY MINIMUMS
LESS THAN 3A -MILE
PRECISION INSTRUMENT,
VISIBILITY MINIMUMS LESS
THAN 3)4 -MILE
APPROACH SLOPE
34:1
501
APPROACH SURFACE - INNER WIDTH
1,000'
1,000'
APPROACH SURFACE -OUTER WIDTH
4,000'
16,000'
APPROACH SURFACE -LENGTH
10,000'
50,000'
PRIMARY SURFACE -WIDTH
1)=00'
RADIUS OF HORIZONTAL SURFACE
10000'
VARIES
NONE
F8
STING_
�,
--N.,,,
m..°'
r'
2,000'
PRECISION
APPROACH
SURFACE (40,000')
40:1
/
.-- ~
1,800'
EXISTING
SLOPE
a
in
PRECISION APPROACH
SURFACE
{10,000')
CONICAL SURFACE
{4,D00')
�-
-
_
SLOPE 55:1
_
51_4 5
05:1
- Jam' ��
-7::
7
\
1,600'
- -
j
TOP OF CONICAL SURFACE (1,449'
....
- ~
��
�'\,_
MSL)
-
�
--
-
�`
400
OF HORIZONTAL SURFACE (1,349'
COMPOSITE
TERRAIN PROFILE
�`/�
Y
*
!j�\ 4.
j
1,200
TOP
MSL)
IN APPROACH
ZONE
\
ILSHNN Al
\ t
\.
411=1.11.11.7.77".m.-
,_iii
Y/v
����V�
-,In' "-
�'<(/V/�ry
RUNWAY (L
\
,..-0,-.‘
\\a.
' ',' �� lc�(,5
Y� ��`
!
(4
w�V
M �[
r"�7/
\`\
��I"r
}
.
�g
1,000'
7'i/'�
4W
i y��
j� ;-,#- �
�'T��
skelQB¢C%'V
�C
����API
_ _
�2
-
y�
e`V-.
y�
--,,, wr o,,,;tr":I¢[VCV✓2
�p
`
/
EL 1 049 I)ISL
800'
r
0' 4,000'
8,000'
12,000'
16,000'
20,000'
24,000'
28,000'
32,000'
36,000'
40,000'
44,000'
48,000'
FAR PART 77 DIMENSIONAL STANDARDS
ITEM
RUNWAY9
RUNWAY27
RUNWAY TYPE
NON -PRECISION INSTRUMENT OTHER
THAN UTILITY, VISIBILITY MINIMUMS
LESS THAN 3A -MILE
PRECISION INSTRUMENT,
VISIBILITY MINIMUMS LESS
THAN 3)4 -MILE
APPROACH SLOPE
34:1
501
APPROACH SURFACE - INNER WIDTH
1,000'
1,000'
APPROACH SURFACE -OUTER WIDTH
4,000'
16,000'
APPROACH SURFACE -LENGTH
10,000'
50,000'
PRIMARY SURFACE -WIDTH
1)=00'
RADIUS OF HORIZONTAL SURFACE
10000'
OBSTRUCTION DATA TABLE
#
DESCRIPTION
EL.
SURFACE
PNTR.
CORRECTIVE ACTION
1
TREE
1,073'
50:1 APPROACH
20'
TOP OR REMOVE
2
POLE
1,070'
50:1 APPROACH
2'
REMOVE
1...':•':..1
GROUND
VARIES
50:1 APPROACH,
HORIZONTAL,
CONICAL
VARIES
NONE
LEGEND
DESCRIPTION
SYMBOL
ELEVATION ABOVE MEAN SEA LEVEL (MSL)
EL.
AMOUNT OF OBJECT PENETRATION INTO
PART 77 SURFACE
PNTR.
AREAS IN WHICH TERRAIN PENETRATES
INTO PART 77 SURFACE
AIRPORT PROPERTY
--- - e -
NOTES
1. ELEVATION IN FEET ABOVE MEAN SEALEVEL(MSL) AT TOP OF OBJECT. THIS VALUE
INCLUDES 15 FEET ADDED TO NON -INTERSTATE ROADWAYS.
2. U.S.GEOLOGICAL SURVEY(USGS) DIGITAL RASTER GRAPHIC (DGR) PROJECTED IN
UTM NAD 27, 7.5 MINUTE QUAD. USGS MAP DATED 1994.
3. OBSTRUCTION DATA SOURCE: YAKIMA AIR TERMINAL MCALLISTER FIELD AIRPORT
LAYOUT PLAN 2003; WHP adfic.
4. SEE INNER APPROACH SURFACES DRAWINGS, SHEETS 6 AND 7 FOR CLOSE -IN
DETAILS.
VENTCAL SCALE IN FEET
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA98101
PHONE: (206) 438-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: jjy
DRAFTED BY: RLO
DESIGNED BY: RLO
CHECKED BY: JJy
THE PREPARATION OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PLANNING GRANT FROM THE FEDERAL AVIATION
ADMINISTRATION (FAA) AS PROVIDED UNDER SECTION 505 OF THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE F44 DOES NOT IN ANYWAY CONSTITUTE
A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IMPLY THAT THE
PROPOSED DEVELOPMENT I5 ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.
IOWAN. N0.IMYW►l
M.�►1.lK1EPihEIU
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
AIRSPACE PLAN
OUTER APPROACH, RUNWAY 27
AIP NUMBER
3-53-0089-32
SCALE:
H: 1"=2,000' V: 1"=400'
DATE:
FEBRUARY 2014
SHEET NUMBER:
4 OF 12
HORIZONTAL
SURFACE
1,249' MSL
LEXISTING
VISUAL APPROACH (5,000') --1
20:1 SLOPE
-o
0.9
pw.\
1,800'
1,600'
1,400'
1,200'
1,000'
800'
18,000'
12,000'
8,000'
4,000'
0'
0'
4,000'
8,000'
12,000'
18,000'
1 ,80O'
1 ,60O'
1 ,40O'
1 ,20O'
1 ,O00'
B00'
PLAN VIEW -
PROFILE VIEW -
FAR PART 77 DIMENSIONAL STANDARDS
ITEM
RUNWAY4
RUNWAY22
RUNWAYTVPE
VISUAL
VISUAL
EXISTIN
20:1
201
APPROACH SURFACE - INNER WIDTH
XISTINC
250
APPROACH SURFACE -OUTER WIDTH
4,000'
4,000'
APPROACH SURFACE -LENGTH
5,000'
5,000'
PRIMARY SURFACE -WIDTH
500'
CONICAL SUR
ACE 4,000'
VISUAL
PPROACH SU
LOPE
FACE {5.000'
PRIMARY SURFACE
ISUAL APPRo
OH SURFACE
5,000'}
CONICAL SUR
ACE (4,000'}
'�
1
NM
-20:,
5
OPE-20.1
SLOP
20:1
�_�I--.�_
��
TDP OF CONICAL SURFACE (1,449' MSL)
'IN APPROE HERR
IN APPROACH
PROFILE
NE
ONE
_ >_
f�t��
v `_
\/‘/`1-�
�-f
•
�y`,
---RUN
"r
TERRAIN AT
"�"
yy��-l�rj�
ir'
EL. 1 07.5
MSL
3 835' RUNWAY
RUNWAY22
r F
18,000'
12,000'
8,000'
4,000'
0'
0'
4,000'
8,000'
12,000'
18,000'
1 ,80O'
1 ,60O'
1 ,40O'
1 ,20O'
1 ,O00'
B00'
PLAN VIEW -
PROFILE VIEW -
FAR PART 77 DIMENSIONAL STANDARDS
ITEM
RUNWAY4
RUNWAY22
RUNWAYTVPE
VISUAL
VISUAL
APPROACH SLOPE
20:1
201
APPROACH SURFACE - INNER WIDTH
250
250
APPROACH SURFACE -OUTER WIDTH
4,000'
4,000'
APPROACH SURFACE -LENGTH
5,000'
5,000'
PRIMARY SURFACE -WIDTH
500'
RADIUS OF HORIZONTAL SURFACE
5,000'
OBSTRUCTION DATA TABLE
#
DESCRIPTION
EL.
SURFACE
PNTR.
CORRECTIVE ACTION
1.:•':.':..I
GROUND
VARIES
50:1 APPROACH,
HORIZONTAL,
CONICAL
VARIES
NONE
LEGEND
DESCRIPTION
SYMBOL
ELEVATION ABOVE MEAN SEA LEVEL (MSL)
EL.
AMOUNT OF OBJECT PENETRATION INTO
PART 77 SURFACE
PNTR.
AREAS IN WHICH TERRAIN PENETRATES
INTO PART 77SURFACE
AIRPORT PROPERTY
--- - e -
NOTES
1. ELEVATION IN FEET ABOVE MEAN SEALEVEL(MSL) AT TOP OF OBJECT. THIS VALUE
INCLUDES 15 FEET ADDED TO NON -INTERSTATE ROADWAYS.
2. U.S.GEOLOGICAL SURVEY(USGS) DIGITAL RASTER GRAPHIC (DGR) PROJECTED IN
UTM NAD 27, 7.5 MINUTE QUAD. USGS MAP DATED 1994.
3. OBSTRUCTION DATA SOURCE: YAKIMA AIR TERMINAL MCALLISTER FIELD AIRPORT
LAYOUT PLAN 2003; WHPadfic.
4. SEE INNER APPROACH SURFACES DRAWINGS, SHEETS 6 AND 7 FOR CLOSE -IN
DETAILS.
1,000 0 1,000 2,000
HORIZONFPL SLICE IN FEET
ZOO 0 ZOO 900
11
VERNON_ SCALE IN FEET
U
0
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA98101
PHONE: (206) 438-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: jjy
DRAFTED BY: RLC:
DESIGNED BY: RLO
CHECKED BY: JJy
THE PREPARATION OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PLANNING GRANT FROM THE FEDERAL AMATION
ADMINISTRATION (FM) AS PROVIDED UNDER SECTION 505 OF THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE F44 DOES NOT IN ANYWAY CONSTITUTE
A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IMPLY THAT THE
PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.
Immo, A\0.1MaMIAM.
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
AIRSPACE PLAN
RUNWAY 4/22
AIP NUMBER
3-53-0089-32
SCALE:
H: 1"=2,000' V: 1"=400'
DATE:
FEBRUARY 2014
SHEET NUMBER:
5 OF 12
9
A
8
OP
9
S.48TH AVE. (N)
FUTURE
RUNWAY 9 (EL.- 11080' L1SL)
LATITUDE: 48'34' 2547'
LONGITUDE: 72939 9097'
RUNWAY 9 (EL.- 10988' 1451)
LATITUDE: d83B 929
ONITI( :41 355'
\_W.JWASHINGTON AVE.(C)
IL I
PRIMARY SURFACE
W. WASHINGTON AVE.(N)
OFR - - - - OFA — — -
RSA— —
4 OFZ— —rir
SA
OFA
11111111k.a
EXISTING)
AP PROAL H7 DE PA RT U R E OPZ�
1.700•LH1000' P 00 W2'
21-LIILEAPPR04CH V51iRRV MINIMUMSMINIMUMS°1• ALGAIRCRAFT
.. `I 11&OFONNERSHIP:{EE
•
W. WASHINGTON AVE. (5)
OFZ
— RSA— — — -
— — OFA — -
PRIMARY SURFACE
RPZ 270'
OFZ200'
OFA 1000
I FS,WODS -13
HORIZONTAL SURFACE
34:1 34:1 APPRagC-H SLP
FUTUR
APPROACH SLOPE
W. WASHINGTON AVE. (C)
S.48TH AVE. (N)
W. WASHINGTON AVE. (5)
W. WASHINGTON AVE. (N)
EL. 1,249' MSL
3
limmumpi„
A A A / l • l\ l\ /\/\/\\
FUTURE
RUNWAYS (EL. = 1106.0' MSL)
LATITUDE: 46' 34" 25.47'
LONGI -UDE: 120' 33"50.97'
RUNWAYS (EL. = 1098.8' MSL)
LATITUDE: 46' 34" 21.187'
LONGITUDE: 120'33"34355'
5.000' 4,000' 3.000' 2,000'
OBSTRUCTION DATA TABLE
#
DESCRIPTION
EL.
SURFACE
PNTR.
CORRECTIVE ACTION
EPEE
1,013
50:1 APPROACH
Sr
TOP OR REMOVE
P,LE
1.070
50:1 APPROACH
2'
REMOVEOR LOWER
..N1,004008 BLDG
1.113
34:1 APPROACH
12'
REMOVE
X447 LOCALEER'
1.104'
34:1 AP PROACR
2'
NONE
'0L -OBSTRUCTOR ,GRT
1,000' 0'
NOTES
1. ELEVATION IN 700500OVE MEAN SEA LEVEL (1.1SL) ATTOP OF OBJECT. THIS VALUE
INCLUDES 15 FEET ADDED TO NON -INTERSTATE ROADWAYS.
2. US. GEOLOG CALSURVEY ,11005) DIGITAL RASTER GRAPHIC (DGR) PROJECTED IN
UTM NAD 21.15 MINUTEOUAD. USGS MAP DATED 1994.
3. OBSTRUCTION DATA SOURCE:YAKIMA AIR TERMINAL MCALLISTER FIELD AIRPORT
ULVO UT PLAN 2003; W HPa0IBO.
—1,000'
1,400'
1,300'
1,200'
1,1 D0'
1.000'
900'
PLAN VIEW
PROFILE VIEW
y�
RUNWAV27 (EL.- 10490' MSL)
L.ATRUOE: d833 55531'
LO11GRUDE: 120131'52.080'
AIRPORT PERIMETER RD. (N)
PRIMARY SURFACE
0
O N
- - pfA - N4 8- —
y
RSA— "LL— R
— — — — OFZ--° —
11 —
OFZ— -
-- — — RSA— —
- — — OFA — - - -'-
PRIMARY SURFACE
AIRPORT PERIMETER R
RSA— —
AIRPORT PERIMETER R
OFA — —
--{
RPZ 200'
---i OFZ 200'
OS
fi 5A 1000'
S. 16TH AVE. (N)
:A S.16TH AVE.(C)
(S)
Il S. 16TH AVE.(S)
W. VALLEY MOLL BLVD. (N)
d3
EXISTING
APPR0ACH1DEPARTURE RPZ
2$03'L, 113001W1x 1750. W2 •.
8 %.LIILEAPPR04CH VISIBILITY 419117UMS
ALL AIRCRAFT
TYPE OF ONNERSHIP: FEE!NONE
A PPROACH SLOPE: 50:1
S. 10TH AVE. (N)
S. BT H AVE. (0)
� e �
S. CORNELL AVE.(
AHTANUM RD. (S)
5.380 AVE. (N)
S. STH AVE. (NJ
S.4TH AVE.(N)
S. ETH AVE. (0)
S.5TH AVE.(S)
1,400'
1,300'
1,200'
1,100'
1,000'
900'
HORIZONTAL SURFACE
AIRPORT PERIMETER RD.(N)
AIRPORT PERIMETER RD. (5)
EL. 1.249' MEL
5. 16TH AVE. (5)
AIRPORT PERIMETER RD.(C)
S. 18TH AVE. (N)
S. 18TH AVE. (C)
W. VALLEY MALL BLVD.(N)
re//
-0
Ir L. Ir Ir Ir `
/\
5.
1 T AVE.(N)
S. CORNELL AVE.(N)
S. 8TH AVE. (N)
AHTANUM RD. (5
5. 8TH AVE. (N)
1 APPROAC1-1 SLOPE
S. 4TH AVE. N S. 5TH AVE. (...
S. 5TH AVE. (4) 5.38 D AVE. (N)
RUNWAY 27 (EL. = 1049.0' MSL)
LATITUDE: 45' 33' 55.531'
LONGITUDE: 120 31" 52.080'
—(.000'
0•
TERRAIN AT
1,000'
RUNWAY 1
\ \\ \\ \.`\.`
rWA,\ /�VA�i /
2.000'
3,000'
4.000'
5,000'
1GRIc'U'rtoL 000.E 174 FEET
40 0 40 80
tER(L't u'vF IN FEii
URS
7007 LTH AVENUE,SUITE 1100
5E?.TTL E. WA 98101
PHONE: 556) 438-2723
04,
COMPANY
BY
DATE
44—
PROJECT MANAGER: JJY
DRAFTED BY:
R LCI
DESIGNED BY:
RLO
06000 0 BY:
JJY
THE PREPARATON OF THIS AIRPORT LAYOUT PLAN (AMIN= FINANCED IN
PART THROUGH A PULNNING GRANT FROM THE FEDERAL AVIATOR
ADMINISTRATION (FAA) AS PROVIDED UNDER SECTOR 50507 THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFCLOL VIEWS OR POLCIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE FAA DOES 110T IN ANY WWW CONSTITUTE
A COMMITMENT ON THE PART OF THE UNITE0 STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR 00ES R IUPLY THAT THE
PROPOSED DEVELOP !LENT IS ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APP ROP RATE P 0010 (PINS.
AMtMAA\NAVVOR Nlc\
Mctc\US,EPi\E\D
YAKIMAAIR TERMINAL/McALL1ST ER FIELD
AIRPORT MASTER PLAN
INNER APPROACH SURFACE
RUNWAY 9/27
Aif' N0413ER:
3-53-0069-32
SCALE:
H:1"=400 V:1"= 0
[IAT E:
FEBRUARY2014
SHEET NUMBER:
6 O 12
4,. '"pit
-41
a
6
AHTANUM RD. (W)
L 5.42ND AVE. (C) \- AHTANUM RD. ( C) 5.38TH AVE. (C)
'V
SA2NO AVE. (w)
L—
n.
•
EXISTING-\
APPROACH/DEPARTURE RPZ
1,000' L x500 W1 x 700 W2
VISUAL APPROACH
ALL AIRCRAFT
TYPE OF OWNERSHIP: FEE
APPROACH SLOPE: 20:
RUNWAY (EL. = 1076.5' MSL)
LAT
N E 120'
33
L�TN UD
• -L
OFA
R1
PRIMARY SURFACE
OFA
RS-
— OFA
RPZ 200'
OFZ 200'
OFA 007
RSA C/JO'
— — FSA—
PRIMARY SURFACE
HORIZONTAL SURFACE
AHTANUM RD. (W)
S. 42ND AVE. (W)
S. 42N0 AVE. (C)
AHTANUM R0.(C)
OAK AVE. (N)
AHTANUM RD. (S)
S.33TH AVE.(C)
5. 38TH AVE. (N)
EL. 1,249' MEL
zp't APpR0y0H SL
COMPOSITE TERRAIN PROFILE
TERRAIN AT
RUNWAY
5,000'
4,000'
3,000'
OBSTRUCTION DATA TABLE
#
DESCR IPT IOP!
EL.
SURFACE
PNTR.
CORRECTIVE ACT ION
HORIZONTAL SURFACE
EL. 1,249' MSL
W. WASHINGTON AVE. (N)
5. 16TH AVE.(5)
PERIMETER
AIRPORT
PERIMETER
AIRPORT_
R0. (C)
R0. (N)
s\
W. WASHINGTON AVE. (C)
5. 18TH AVE. (C)
S2O AVE. RE
Ap4R0 4 AISAO WAS INGT(C) AVE. (S)
deo-
l'i
\ X..\.j\./\//\\\/\1 \\��\\��\\��`\���\��
S. 14TH AVE. [N]
S. 12TH AVE. (S)
.\//\//..\
S. 12TH AVE.VE
S. 12TH
W. PIERCE ST.(N)
A./r\/A./!\/./.. \r"<\
�A\\'`\\!;\\��\\�\\��\\��\\��\\��\\��\\
RUNWAY 22 (EL.
LATITUDE: 46'
LONGITUDE:
= 1055.5' MSL)
34' 09.027'
120' 32' 05.812'
COMPOSITE TERRAIN
TERRAIN AT
RUNWAY
PROFILE
IN APPROACH ZONE
IN APPROACH ZONE
2,000
RUN WAY 4 (EL.= 1076.5 MSL)
LATITUDE: 46 33'50.039'
LONGITUDE: 120' 32' 53.285'
NOTES
1. ELEVATION IN 100760OVEUFA9 SFA LEVEL (USL) ATTOP OF OBJECT. THIS VALUE
INCLUDES 15 FEET ADDED TO NON -INTERSTATE ROADWAYS.
2. US.GEOLOGCALSURVEY L11SGS) DIGITAL RASTER GRAPHIC (DGR) PROJECTED IN
UTN NAD 27.75 NINUTE OUAD. USGSUAP DATED 1994.
3. OBSTRUCTION DATA SOURCE:YAKIMA AIR TERNINAL UCALLISTER FIELD AIRPORT
IAVO UT PLAN 2003; W HP 46196.
0'
—1,000'
1,300'
1,200'
LIDO'
1,000'
900'
PLAN VIEW
PROFILE VIEW
av
•
- ti
h
,
RUNWAY 22 (EL. = 1055,5' 4551)
LATITUDE: 46' 34" 09.027'
LONGITUDE: 120 32' 05.812'
AIRPORT
PERIMETER RD.(N)
W. WASHINGTON AVE. (N)
5. 16TH AVE. (NJ
S. 14TH AVE.(N)
S. 12TH AVE. (H I
-
W. PIERCE ST. (N)
OFA
PRREARY SORFA
BSA
0
N
!AIRPORT
PERIMETER R0. (C
W. WASHINGTON AVE.(C)
T S. 16TH AVE. (C)
5. 15TH AVE. (C)
W. WASHINGTON AVE. (5)
ORA —
RPZ 200'
OFZ 200'
OFA600 —
RSA603' —
5. 12TH AVE. (C)
S. 12TH AVE. SI
5.16TH AVE. (5)
-EXIS G
AP OACH1DEPARTURE RPZ
1, Lx 500' W1 x 700' 152
UAL APPROACH
ALL AIRCRAFT
ITYPfte
ROWNERSHIP: FEE
APPOAOTj &LOPE: 20:1
•
/per)/ '' ' « : Ap. A..
'/ { S� PM S 6�
+' '
''--• :' X4-rq`>'�I ,S
no
•
1,400'
1,300'
1,200'
1,100'
1,000'
900'
—1,000'
1,000'
2.000'
4,000'
5,000'
mo o mo em
CPrartra S':l.E nl �[T
40 0 40 80
tER(L't a.uf IN FEFI
URS
1501 ITR AV ELIVE,SUITE 1100
SEATTLE. WA 93101
PRONE: S05) 433-2713:1
R e:
COMPANY
BY
DATE
,r-,r—
PROJECT UANAGER: JJY
DRAFTED BY:
R LCI
DESIGNED BY:
RLO
09008E0 BY:
JJY
THE PREPARATON OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PIANNING GRANT FRO 1.1 THE FEDERAL 60401011
ADUINISTRATO N (FAA) AS PROVIDED UNDER 5E01136505 OF THE AIRPORT
AND 6166167 INP ROVEUENT ACT 01 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE 0FFCL4L VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE FAA DOES NOT IN ANY QUAY CONSTITUTE
A CODUITUENT 011 THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVEIOPNENT DEPICTED THEREIN NOR 00ES 11' IUPLY THAT THE
PROPOSED DEVELOP L1ENT G ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APP ROP RATE PUBLIC LAWS.
•M\•11. A\RTEPN\N7\\
Nct,\USI EPi\E\D
YAKIMAAIR TERMINAL/MDALL1ST ER FIELD
AIRPORT MASTER PLAN
INNER APPROACH SURFACE
RUNWAY 4/22
AIR NUMBER:
3-53-0069-32
SCALE:
H:1"=400 V:1"= rr
DAT E:
FEBRUARY2014
SHEET NUMBER:
7 OF 12
HORIZONTAL SURFACE
EL. 1,249' MSL
W. WASHINGTON AVE. (N)
5. 16TH AVE.(5)
PERIMETER
AIRPORT
PERIMETER
AIRPORT_
R0. (C)
R0. (N)
s\
W. WASHINGTON AVE. (C)
5. 18TH AVE. (C)
S2O AVE. RE
Ap4R0 4 AISAO WAS INGT(C) AVE. (S)
deo-
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\ X..\.j\./\//\\\/\1 \\��\\��\\��`\���\��
S. 14TH AVE. [N]
S. 12TH AVE. (S)
.\//\//..\
S. 12TH AVE.VE
S. 12TH
W. PIERCE ST.(N)
A./r\/A./!\/./.. \r"<\
�A\\'`\\!;\\��\\�\\��\\��\\��\\��\\��\\
RUNWAY 22 (EL.
LATITUDE: 46'
LONGITUDE:
= 1055.5' MSL)
34' 09.027'
120' 32' 05.812'
COMPOSITE TERRAIN
TERRAIN AT
RUNWAY
PROFILE
IN APPROACH ZONE
—1,000'
1,000'
2.000'
4,000'
5,000'
mo o mo em
CPrartra S':l.E nl �[T
40 0 40 80
tER(L't a.uf IN FEFI
URS
1501 ITR AV ELIVE,SUITE 1100
SEATTLE. WA 93101
PRONE: S05) 433-2713:1
R e:
COMPANY
BY
DATE
,r-,r—
PROJECT UANAGER: JJY
DRAFTED BY:
R LCI
DESIGNED BY:
RLO
09008E0 BY:
JJY
THE PREPARATON OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PIANNING GRANT FRO 1.1 THE FEDERAL 60401011
ADUINISTRATO N (FAA) AS PROVIDED UNDER 5E01136505 OF THE AIRPORT
AND 6166167 INP ROVEUENT ACT 01 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE 0FFCL4L VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE FAA DOES NOT IN ANY QUAY CONSTITUTE
A CODUITUENT 011 THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVEIOPNENT DEPICTED THEREIN NOR 00ES 11' IUPLY THAT THE
PROPOSED DEVELOP L1ENT G ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APP ROP RATE PUBLIC LAWS.
•M\•11. A\RTEPN\N7\\
Nct,\USI EPi\E\D
YAKIMAAIR TERMINAL/MDALL1ST ER FIELD
AIRPORT MASTER PLAN
INNER APPROACH SURFACE
RUNWAY 4/22
AIR NUMBER:
3-53-0069-32
SCALE:
H:1"=400 V:1"= rr
DAT E:
FEBRUARY2014
SHEET NUMBER:
7 OF 12
• _IIIIIIIIIIIIIIIIII
— LONG-TERM PUBLIC PARKING —
GIIIIIIIIIIIIII la
GIIIIIIIIIIIIIIIIIIIIIIIIIFIID
HANGARS
a .
SHORT-TERM PUBLIC PARKING I
�IlllbllllllllllllllH=II—IIIIbIIIIIIHHI
181 POSITIONS
4 IIIIIIIIIIIIIIIIIIIIIII,7
W. VMS HI IGTONAVE
® IIIIIIIIIIIIIIII
AARP (E L. 1099' MSL)
LAT. 46. 00 05.40' N
LONG. 120.32'38.60"W
LEGEND
DESCRIPTION
EXISTING
PROPOSED
AIRCRAFTTIEDOWN POSITION
T
NO CHANGE
AIRPORT BUILDING
1 �I
16'
AIRFIELD PAVEMENT
AIRPORT PROPERTY
1 1
C::=3
11
pfd
AUTOMOBILE PARKING
BUILDING RESTRICTION LINE (BRL)
1 1
---®--
1 I
NO CHANGE
FENCE
—--
NO CHANGE
HOLDING POSITION MARKING
ROADWAY
.......
NO CHANGE
_O:__
RUNWAY ND IDENTIFIER LIGHTS (REIL)
BOX HANGAR
NO CHANGE
RUNWAY OBJECT FREE ARE A(OFA)
---.---
---ten— —
RUNWAY OBJECT FREE ZONE (0F2)
---_----
---=*n— — —
RUNWAY PROTECTION ZONE (RPZ)
-----m• --
---®•n— —
RUNWAY SAFETY ARE A(RSA)
---=v---
---m•n— —
RUNWAY VISIBILITY ZONE (RVZ)
---•.---
---m•n— —
TAXIWAYOBJECT FREE AREA(10FA)
TOBEREMOVED
---R---
NA
---"an---
TOPOGRAPHIC CONTOUR
-•--:+----.
NO CHANGE
EXISTING AIRPORT FACILITIES
C)
DESCRIPTION
HEIGHT3
T 1
HANGARMON,AMATION
26'
T 2
OFFICEINRPORT ADMINISTRATION
16'
T 3
NON,AMATION (10 BE REMOVED)
22'
T 4
AIRCRAFT RESCUE FIRE FIGHTING (PREF)
16'
T5
TERMINAL BUILDING
41.5'
T 6
AIRPORT TRAFFIC CONTROL TOWER (ATCT)
70
T 7
BOX HANGAR
23'
T 6
BOX HANGAR
26'
T 9
ELECTRICAL VAULT
13.5'
T 10
OLD ELECTRICAL VAULT
10.5'
T 11
BOX HANGAR
271
T 12
BOX HANGAR
26'
T13
WATER TREATMENT PLANT
10'
T 14
BOX HANGAR
20'
T15
BOX HANGAR
18'
T 16
BOX HANGAR
21'
T 17
BOX HANGAR
21'
E 1
CUB CRAFTERS
25'
E 2
CUB CRAFTERS
25'
E 3
MCALLISTER MUSEUM
20'
E 4
NON-AMATI ON (HAIR SALON)
19'
T P1
PROPOSED AIRPORT FACILITIES
DESCRIPTION
TERMINAL BUILDING
HEIGHT
Tao
NOTES
KEY PLAN
1. THE BUILDING RESTRICTION LINE (BRL) IS BASED ON AMAXIMUM BUILDING HEIGHT
OF 35 FEET AT A 250' DISTANCE FROM THE PRIMARY SURFACE. MAXIMUM
ALLOWABLE BUILDING HEIGHT FROM THE BRL INCREASES AT 07:1 HORIZONTAL TO
VERTICAL SLOPE UPWARD AND AWAY FROM THE PRIMARYSURFACE IN
CONFORMANCE WITH FAR PART 77 SURFACES.
2. TERMINAL BUILDING AND AIRCRAFT PARKING PRE SHOWN TO PROMDE FOR THE
NEEDS OF FUTURE PASSENGERS WHILE MAXIMIZING THE USE OF EXISTING
CONCRETE AIRCRAFT PARKING POSITIONS. SPECIFIC SITING AND LAYOUT
DECISIONS WILL BE MADE DURING TERMINAL DEVELOPMENT PHASE.
3. BUILDING HEIGHTS BASED ON FIELD MEASUREMENTS. HEIGHTS PRE EXPRESSED IN
ABOVE GROUND LEVEL (AGL).
♦nnuu[WEEve.YEW
V
50 0 50 100
SCALE IN FEET
U
KM Sheet 08 (Terminal and General,
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA 98101
PHONE: (206) 438-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: JJy
DRAFTED BY
RLO
DESIGNED BY: RLO
CHECKED BY
JJY
THE PREPARATION OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PLANNING GRANT FROM THE FEDERAL AMATION
ADMINISTRATION (FAA) AS PROMDED UNDER SECTION 505 OF THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE FAA DOES NOT IN ANYWAY CONSTITUTE
A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IMPLY THAT THE
PROPOSED DEVELOPMENT I5 ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.
M�W.lK1EPihEIU
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
TERMINAL AND GENERAL
AVIATION (EAST) PLAN
AIP NUMBER
3-53-008332
SCALE:
1'' 100'
DATE:
FEBRUARY 2014
SHEET NUMBER:
8 OF 12
KEY PLAN
WEST GENERAL AVIATION AREA
SOUTH GENERAL AVIATION AREA
ODESCRIPTION
I
I
—
r—
2t.
I
I
I
I
NW 2
\
\
\
NW 3
I
28'
.4D
\
28'
R
I
'
TOFA89.
\
\
\
\
23.6'
NW 7A
FUEL TANKS
14'
TOFA 69'
FUEL HOUSE
11'
NW 8
24
1
I
I
1
NW 9
e
e
29'
l
\
1
BOX HANGAR
26'
441.1. Ili
A.
loi�y
9,IL
r
4Wft
M'
/�
lir
1
25.5'
BOX HANGAR
B
1
I
1
NW 140
T -HANGAR
19'
NW 146
FBO (MCCORMAOK)
30'
NW 15
I
EIra.
36'
NW 16
AIRPORT MAINTENANCE BUILDING
IF
NW 17
AIR CARGO BUILDING (FEDEX)
25'
SE 1
BOX HANGAR
30'
SE 2
BOX HANGAR
21'
SE 3
BOX HANGAR
21'
SE 4
BOX HANGAR
21'
SE 5
JR HELICOPTER
26.2'
SE 6
BOX HANGAR
21'
SE 7
BOX HANGAR
21'
SE 8
BOX HANGAR
OW
SE 9
BOX HANGAR
20'
SE 10
T -HANGAR
15'
SE 11
T -HANGAR
16'
E
7
49
y
111111
1 Il
1 1
-I
I
1
11
Q
a
s
Ix—xT'
®
111111111111
®" ®
t\
H
a
1
!
r
1
r `
\
1
—
11
I
I
tsrf--+f,a. — •
.-r-t- -s-
EXISTING AIRPORT FACILITIES
ODESCRIPTION
EXISTING
HEIGHT'
NW
BOX HANGAR
28'
NW 2
BOX HANGAR
28'
NW 3
BOX HANGAR
28'
NW 4
BOX HANGAR
28'
NW 5
BOX HANGAR
26'
NW 6
NON -AVIATION (VON DOREN SALES)
23.6'
NW 7A
FUEL TANKS
14'
MN 70
FUEL HOUSE
11'
NW 8
BOX HANGAR
29'
NW 9
BOX HANGAR
29'
NW 10
BOX HANGAR
26'
NW 11
BOX HANGAR
25.5'
NW 12
BOX HANGAR
25.5'
NW 13
BOX HANGAR
29.5'
NW 140
T -HANGAR
19'
NW 146
FBO (MCCORMAOK)
30'
NW 15
BOX HANGAR (LARSON)
36'
NW 16
AIRPORT MAINTENANCE BUILDING
26'
NW 17
AIR CARGO BUILDING (FEDEX)
25'
SE 1
BOX HANGAR
30'
SE 2
BOX HANGAR
21'
SE 3
BOX HANGAR
21'
SE 4
BOX HANGAR
21'
SE 5
JR HELICOPTER
26.2'
SE 6
BOX HANGAR
21'
SE 7
BOX HANGAR
21'
SE 8
BOX HANGAR
23'
SE 9
BOX HANGAR
20'
SE 10
T -HANGAR
15'
SE 11
T -HANGAR
16'
PROPOSED AIRPORT FACILITIES
ODESCRIPTION
p
EXISTING
HEIGHT'
SE P1
BOX HANGAR
TBD
SE P2
BOX HANGAR
TBD
AIRFIELD PAVEMENT
AIRPORT PROPERTY
I 1
C::=
I
EUPI70L3
ABOVE GROUND LEVEL
LEGEND
DESCRIPTION
EXISTING
PROPOSED
AIRCRAFT TIEDOWN POSITION
T
NO CHANGE
AIRPORT BUILDING
I1
Ll
AIRFIELD PAVEMENT
AIRPORT PROPERTY
I 1
C::=
I
EUPI70L3
AUTOMOBILE PARKING
BUILDING RESTRICTION LINE (BRL)
I I
— --.4 --
I I
NO CHANGE
FENCE
-- —
NO CHANGE
HOLDING POSITION MARKING
ROADWAY
Nam
NO CHANGE
RUNWAY END IDENTIFIER LIGHTS (REIL)
mn ma
NO CHANGE
RUNWAY OBJECT FREE AREA(OFA)
--------
-----•i— — —
RUNWAYOBJECTFREEZONE(OFZ)
--------
---=+n— — —
RUNWAYPROTECTIONZONE(RPZ)
--•�---n--
---wn— —
RUNWAYSAFETYAREA(RSA)
---_•---
---d•i— —
RUNWAYVISIBILITYZONE(RVZ)
---_•---
---=+n— —
TAXIWAYOBJECTFREEAREA(TOFA)
TO BE REMOVED
---8---
NA
---R.n---
TOPOGRAPHIC CONTOUR
—.
NO CHANGE
NOTES
1. THE BUILDING RESTRICTION LINE (BRL) IS BASED ON A MAXIMUM BUILDING HEIGHT
OF 15 FEET AT A105'DISTANCE FROM THE PRIMARYSURFACE. MAXIMUM
ALLOWABLE BUILDING HEIGHT FROM THE BRL INCREASES AT 07:1 HORIZONTAL TO
VERTICAL SLOPE UPWARD AND AWAY FROM THE PRIMARYSURFACE IN
CONFORMANCE WITH FAR PART 77 SURFACES.
fl
♦nnut[WEEve.YEW
V
5.11L_)_0 5 100
soh. 64 FEET
U
8
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA 98101
PHONE: (206) 436-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: jjy
DRAFTED BY
RLO
DESIGNED BY: RLO
CHECKED BY
JJY
THE PREPARATION OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PLANNING GRANT FROM THE FEDERAL AVIATION
ADMINISTRATION (FAA) AS PROVIDED UNDER SECTION 505 OF THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS ALP BY THE FAA DOES NOT IN ANYWAY CONSTITUTE
A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IMPLY THAT THE
PROPOSED DEVELOPMENT I5 ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.
`I1.Y.N0AN0.1MYW►l
M�W.lK1EPihEIU
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
GENERAL AVIATION
(WEST AND SOUTH) PLAN
AIP NUMBER
3-53-008332
SCALE:
= 100'
DATE:
FEBRUARY 2014
SHEET NUMBER:
9 OF 12
7
TERMINAL/SUPPORT
AVIATION/INDUSTRIAL
FUTURE
GENEL
A ; JO
AVIATION/
INDUSTRIAL
GENERAL
AVIATION
-TERMINALISUPPOR
GENERAL
VIAT ON
!►
0
GENERAL
AVIATION
AVIATIO /
INDUST '-IAL
0
LEGEND
DESCRIPTION
EXISTING
PROPOSED
AIRCRAFTTIEDOWN POSITION
T
NO CHANGE
AIRPORT PROPERTY
C::=3
VA=
AIRPORT REFERENCE POINT (ARP)
-G
I
0
AUTOMOBILE PARKING
AMGATION EASEMENT
I
Q
I I
r"."."1
BUILDING
BUILDING RESTRICTION LINE (BRL)
---m --
NO CHANGE
FENCE
—--
NO CHANGE
HOLDING POSITION MARKING
NO CHANGE
PAVEMENT
ROADWAY
I - I
II
. 1
RUNWAY ND IDENTIFIER LIGHTS (REIL)
NO CHANGE
RUNWAY OBJECT FREE ARE A(OFA)
--------
-----n— —
RUNWAY OBJECT FREE ZONE (OFZ)
— — —_+——
RUNWAYPROTECTIONZONE(RPZ)
--w-------
n
RUNWAY SAFETY ARE A(RSA)
---=v---
---m•n— —
TAXIWAY OBJECT FREE AREA(10FA)
TOBEREMOVED
---R---
NA
---R•n---
TOPOGRAPHIC CONTOUR
1J
NO CHANGE
PRECISION APPROACH PATH INDICATOR (P API)
174
NO CHANGE
VISUAL APPROACH SLOPE INDICATOR (VASI)V
NO CHANGE
WINDSOCK
r
NO CHANGE
DESCRIPTION
HATCH
AIRPORT OPERATIONS AREA
AMATION (INDUSTRIAL
EXISTING AMGATION EASEMENT
[1.1M=1::.141..141
GENERAL AVIATION
ENEENCIE
TERMINAL !SUPPORT
COMMENEME
•
•
•
77/
EXISTING
AVIGATION
EASEMENT
AVIAT ON/
INDUST I' IAL
AREAL
cVET01.7 w
200 0 200 400
SCALE IN FEET
U
5
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA98101
PHONE: (206) 438-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: JJy
DRAFTED BY
RLO
DESIGNED BY: RLO
CHECKED 130
JJY
THE PREPARATION OF THIS AIRPORT LAYOUT PLAN (ALP) WAS FINANCED IN
PART THROUGH A PLANNING GRANT FROM THE FEDERAL AMATION
ADMINISTRATION (FAA) AS PROMDED UNDER SECTION 505 OF THE AIRPORT
AND AIRWAY IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA.
ACCEPTANCE OF THIS PLP BY THE FAA DOES NOT IN ANYWAY CONSTITUTE
A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IMPLY THAT THE
PROPOSED DEVELOPMENT I5 ENVIRONMENTALLY ACCEPTABLE IN
ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.
1101.904.. A\liMIWO .
M�W.lK1EPihEIU
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
ON -AIRPORT LAND USE PLAN
AIP NUMBER
3-53-008332
SCALE:
1"= 400'
DATE:
FEBRUARY 2014
SHEET NUMBER:
10 OF 12
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LEGEND
DESCRIPTION
CODE
HATCH
AIRPORTSUP PORT
AS
I:
PROFESSIONAL BUSINESS
8-1
I, ;".I
LOCAL BUSINESS
8-2
r: >/X1
CODUERCIAL
C-1
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REG ONAL CODUERCIAL
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EZ2
CENTRAL BUSINESS DISTRICT
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GENERALCODUERCIAL
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LARGE CO NVENIENCE CENTER
LCC
WALL CONVENIENCE CENTER
SCC
I I
LIGHT INDUSTRIAL
U-1
HEAVY INDUSTRIAL
U-2
I .,,,,,;:I
PUBLIC BUILDING DISTRCT
PBD
PARI4A PEN SPACE
PKO
PLANNED RECREATONAL
PR,"
I%Girl
SINGLE FAUILY
0-1
I I
TWO FAUILY
R-2
I I
UULTI-FAUILY
RJ
I
CORRIDOR UULTI-FAUILY RESIDENTIAL
R -L
I,".; 1
REG OILAL DEVELOP DENT
RD
SUBURBAN RESIDENTIAL
SR
I I
WHOLESALEMLAREHO USE DSTRCT
WAN
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1
11
lF
■
SYMBOLS
CHURCH
4
HOSPITAL
4
PARK
SCHOOL
4
LEGEND
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REVISION
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8Y
DATE
PROJECT UANAGER:
JJY
DRAFTED BY:
R LO
DESIGNED BY:
RLO
CHECKED BY:
JJY
THE PREPARATON OF THIS AIRPORT LAYOUT PLAN (ALP)WAS FINANCED IN
PART THROUGH A PLANNING GRANT FRO 81 THE FEDERAL 88151011
ADUINISTRATO11 (FAA) AS PROVIDED UNDER SECTON 5050F THE AIRPORT
AND AIRWAY IUPROVEUENT ACT 01 1982. THE CONTENTS DO NOT
NECESSARILY REFLECT THE OFFCLAL VIEWS OR POLCIES OF THE FAA.
ACCEPTANCE OF TNS ALP BY THE FAA DOES NOT IN ANY VUAY CONSTITUTE
R CODUOUENT 011 THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY DEVELOPUENT DEPICTED THEREIN NOR DOES IT IUPLY THAT THE
PROPOSED DEVELOPUENT S ENVIRO53IENTALLY ACCEPTABLE IN
ACCO RDANCE WITH RPP ROP RIVE P UBLC LAMS.
AM\MAA\R�EP.Pk
Mct�\UEPVW.\�i\E\D
YAKIMA AIR TERMINAL/McALLISTER FIELD
AIRPORT MASTER PLAN
AIRPORT COMMUNITY
LAND USE PLAN
RIP NUMBER:
3-53-0069-32
CALE:
1". 1,C00'
DATE:
FEBRUARY2014
SHEET NUMBER:
11 OF 12
AREA LEGEND
AMGATION EASEMENT
I
11/////1
AREA "A:.
J
AREA"B"
344
AREA"C"
~
AREA"D"
13170090
AREA"E"
6-30-48
AREA LEGEND
AREA"F"
OWNERDATE
AREA"G"
AREA"H"
FEDERAL
AGREEMENT
AREA"1"
~
AREA"J"
13170090
1-34-75
6-30-48
453473 E
343E m
254 D 25D 5DD
SCALE IN FEET
AIRPORT PROPERTY DATA
al
a
c.
OWNERDATE
RECORDING INFO
AUDITOR'S FILE it
INTEREST
FEDERAL
AGREEMENT
FEDERAL
GRANT
PARCEL#
1 A
Yakima County
13170090
1-34-75
6-30-48
Fee
None
42 H
2 B
Todd
1418795
2-7-70
5-27-52
Fee
F.e.02 '3-83-3103402
43 H
3 B
Rua
1434084
2-11-75
12-22-53
Fee
F.e.`F '3-83-3103402
44 H
4 B
Elder
1434093
2-11-75
12-22-53
Fee
F.e.`F '3-83-3103402
45 H
5 B
Slonekingl0urtis
1494094
2-224-'5
12-22-53
Fee
F.e.02 9-03-3123{002
46 H
6 B
Norton
1499825
2-24%5
2-354
Fee
F.n.02 '3-83-31036902
47 H
7 B
Wedekampen0ornella
1502726
2-28-75
2-24-54
Fee
F.e.02'3-83-3123{002
48 H
8 B
Adams
1502728
3-6-75
2-24-54
Fee
F.n.02 9-5323402
49 H
9 B
Ohlsorv9owers
1514530
3-10.75
5-754
Fee
F.n.02 9-5323402
50 H
10 B
Potts
15101394
3-10.75
6-654
Fee
F.n.02 9-5323402
51 H
11 B
McCoy
1553685
3-11-75
2-15-55
Fee
F.n.02 9-5323402
52 H
12 B
DeCoto
1550080
3-20.75
3-2555
Fee
F.n.02 9-5323402
53 H
13 B
Graham
1561542
4-7-75
4-155
Fee
F.n.02 9-5323402
54 H
14 B
MacKenzie
1581542
4375
4-155
Fee
F.n.02 9-5-3123402
55 H
15 C
Thompson/Alexander
1510522
4-15-75
5-21-54
Fee
F400 9-45-0230705
56 H
16 C
Donovan
15;3358
4-21-75
2-11-55
Fee
F400 9-45-0230705
57 H
17 C
DeCoto
1560078
4-21-75
3-25-55
Fee
F400 9-45-023-0705
58 H
18 C
Lisk
1609629
4-20-75
3-7-56
Fee
FAPP '3-45-9239705
59 H
19 C
Congdon
1621760
0-3-70
5-23-56
Fee
F400 9-45-0230705
60 H
20 C
Congdon
1621760
5-15-75
5-23-56
Fee
F400 9-45-0230705
61 H
21 0
Pollock
1748380
5-1475
11-26-56
Fee
F400 9-45-0235906
62 H
22 0
Pollock
1752878
6-3-75
1-2-57
Fee
F400 9-45-0235906
63 H
23 0
Schreiner
1766626
11-13-70
4-10-59
Fee
F400 9-45-0235906
64 H
24 E
Schreiner
1910958
1-22-76
6-12-62
Fee
F -. 0 9-5323-08
65 H
25 E
Pollock
1911848
4-1178
6-19-62
Fee
FAAP 9-5323-08
66 H
26 E
Fuller
1948531
AN3t'n6snt(2)
4-19-63
Fee
F-.0 9-51323-08
Nelson
27 E
Wong
194'3298
PDP*8,4008943
4-26-63
Fee
F.n.02 0'3,8123-08
Caux 59077 (1)
28 E
Chrislholl
"Cause 46821 (1)
12-16-63
Fee
FAIT 9-332308
Caux 59077 (1)
29 F
Todd
2139467
7-5-67
Fee
FA -0 9-5433-10
o 59078 (1)
30 F
Congdon
'_145825
9-26-67
Fee
FPAP 945023-10
Ca ux 59553 (1)
31 0
Herlrich
'_154950
1-11-68
Fee
None
Ca ux 303,8 (1)
32 0
Hardman
'_166723
6-1-68
Fee
None
Ca ux 303,8 (1)
33 0
Amsden
'_166724
6-1-66
Fee
None
Caux 59553 (1)
34 0
Perry Institute
'_174452
7-30-68
Fee
None
Ca000 59678 (1)
35 0
George
'_134338
1-24-69
Fee
None
Cause 59678 (1)
36 0
Harrison
2130892
4-16-69
Fee
Nona
Cause 59678(1)
37 H
Simonson
2273598
12-19-74
Fee
4040'53-0033-03
5-30117
38 H
Sissom
'_174821
1-2-75
Fee
4040'53-0033-03
5-30115
39 H
Balm
2374820
1-9-75
Fee
4040'53-0033-03
5-30118
40 H
Crawford
2377393
1-30-75
Fee
4040'53-0033-03
5-30111
AIRPORT PROPERTY DATA
al
a 5
a rG
OWNERDATE
RECORDING INFO
AUDITOR'S FILE#
INTEREST
FEDERAL
AGREEMENT
FEDERAL
GRANT
PARCEL#
41 H
Amstrang
2377395
1-34-75
Fee
PDP? '=. -1089-03
=- 0104
42 H
Schreiner
237861'3
2-7-70
Fee
PDP? 8,3.1089-03
0-22124
43 H
Ruddell
2377332
2-11-75
Fee
PDP? d, -1089-03
0-22108
44 H
Payne
2377331
2-11-75
Fee
PDP? d, -1089-03
0-22107
45 H
Hettinger
2378300
2-224-'5
Fee
PDP? 8,3.1089-03
0-22110
46 H
Welk
2380000
2-24%5
Fee
PDP? d- -1089-03
0,2128
47 H
Burrill
2378981
2-28-75
Fee
00010 853.1089-03
5-22131
48 H
Perry
2378556
3-6-75
Fee
00010 853.1089-03
0-22102
49 H
Jones
2381376
3-10.75
Fee
00010 89.1089-03
33,0106
50 H
Nukes
238:0109
3-10.75
Fee
00010 853.1089-03
0-20129
51 H
Liby
2379999
3-11-75
Fee
00010 89.1089-03
0-20103
52 H
Galindo
2318379
3-20.75
Fee
00010 853.1089-03
0-20105
53 H
Burke
2381878
4-7-75
Fee
00010 853.1089-03
5-20109
54 H
While
2382812
4375
Fee
00310 8530008943
0-20116
55 H
Decoto
2382382
4-15-75
Fee
40310 8530089-03
5-20121
56 H
Rovdey
2383837
4-21-75
Fee
320415 853.008943
5-20126
57 H
Pinyerd
2384222
4-21-75
Fee
PDP? 853.008943
5-20127
58 H
Graham
2382808
4-20-75
Fee
320415 853.008943
0-20112
59 H
Schreiner
2388747
0-3-70
Avgt'n Esm1(2)
PDP? 853.008943
5-20211
60 H
Levis
2386322
5-15-75
Fee
320415 853.008943
5-20130
61 H
Campbell
2388229
5-1475
Avgt'n Esmt(2)
PDP? 853.008943
5- 3215
62 H
Brandt
2401797
6-3-75
Avgt'n Esmt(2)
PDP?853-008943
5-20213
63 H
Perry Institute
2403932
11-13-70
Avgt'n Esnt(3)
AD,* 8,2-008943
0-20201
64 H
MacKenzie
2310843
1-22-76
Fee
PDP? 853-008 943
sY0113
65 H
Hurst
2418396
4-1178
AN3t'n 6snt(2)
PDP? 89-008943
0-,0214
66 H
Christhoff,Gana
V 833,59677 (1)
11X76
AN3t'n6snt(2)
AD,* 8-52-008943
0-202024
67 H
Nelson
Caux 59077 (1)
11-2-76
Avgt'n63 6132)
PDP*8,4008943
5-222026
68 H
Christhoff,Gana
Caux 59077 (1)
11376
AN3t'n63E132)
PDP*8,4008943
0-202020
69 H
Wong
Caux 59077 (1)
11376
AN3t'n63E132)
PDP*8,4008943
0-,0212
70 H
Christhoff,John
o 59078 (1)
12-21-76
Awn 630t12)
PDP* 853308943
4212202D
71 H
Watson
Ca ux 59553 (1)
2-3-77
Awn 630012)
PDP*8,4008943
5-20204
72 H
Watson
Ca ux 303,8 (1)
2-3-77
Awn 6sntl2)
PDP*8,4008943
1-20205
73 H
Pualani
Ca ux 303,8 (1)
2-3-77
Awn 6sntl2)
PDP*8,4008943
1-20206
74 H
Catlett/Rutherford
Caux 59553 (1)
2-3-77
Awn 630t112)
PDP* 853308943
1-20207
75 H
Cash
Ca000 59678 (1)
2-3-77
Awn 630t112)
ADP* 853308943
1-20208
76 H
Burdine
Cause 59678 (1)
2-3-77
Awn 6snt121
PDP* 853308943
5-20210
77 H
Ruffin
Cause 59678(1)
2-3-77
A90006,4[12)
3203? 34089-03
3822209
78 H
Wash.Dept.01050m
Unrecorded
8-22-78
47['n Esmt(2)
PDPP 843408943
5-Y0203
79 I
Yakima County
2499206
3-28-78
Fee
PDPP 653408945
80 J
RFB, Inc.
2673989
Aegt'n Esm1(3)
None
(1). Superior Court Cause No. - C ndemnation, Judgement 8 Decree
(2). 50: Approach Surface Slop
(3). 34: Approach Surface Slop
U
URS
1501 4TH AVENUE, SUITE 1400
SEATTLE, WA 98101
PHONE: (206) 436-2700
REVISION
COMPANY
BY
DATE
PROJECT MANAGER: jjy
DRAFTED BY: RLO
DESIGNED BY: RLO
CHECKED BY: JJY
THE PREPARATION OF THIS AIPPOPT LO, OUT PLAIT (ALP) WAS FINANCED IN
PART THROUCH 1,0,1%1T FF I1 THE FEDERAL AMATION
ADMINISTR 821 26 FA.03 33. 9,335E3 31137'SEC :T I334 505 OF THE AIRPORT
NECEST&T L/ P,EFLECT THEOFFICIAL `x,17 1 ]R POLICIE' SOF THE FAA.
A 0001111711ENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN
ANY 3401E LOP ME IJ T DEPICTED THEREIN 1000 DOES IT IMPLY THAT THE
PROPD DE\%ELOP11E1‘00 15 ENVIRONMENTALLY ACCEPTABLE IN
ACCORD ?NCE,,ITH APPROPRIATE PUBLIC LAWS.
YAKIMA AIR TERMINALIMcALLISTER FIELD
AIRPORT MASTER PLAN
AIRPORT PROPERTY MAP
EXHIBIT A
AIP NUMBER
3-53-0089-32
SCALE:
I"= 501.1'
DATE:
FEBRUARY 2014
SHEET NUMBER:
12 OF 12
7
FINANCIAL IMPLEMENTATION PLAN
7.1 INTRODUCTION
In this chapter the projects and facility improvements recommended in the master plan are
organized into an overall Capital Improvement Program (CIP). The CIP was developed
using a process that balanced the needs for capital improvement projects against the
competing, and sometimes conflicting, financial priorities represented by annual airport
operating and maintenance costs. The implementation period for the CIP covers the three
phases of development through the year 2030:
• Phase I: Short-term through 2015. Projects assigned to Phase I are shown on a year -
by -year basis, consistent with the FAA's (CIP) format.
• Phase II: Mid-term from 2016 through 2020. Projects are allocated to specific years.
• Phase III: Long-term period from 2021 through 2030. These projects are grouped
together.
Projects are assigned to the time phase based on their anticipated need to meet demand levels
or because they are necessary precursors to achieving long-term development goals.
7.2 ESTIMATES OF PROBABLE COST
The first step in the financial plan is the development of an estimate of the probable cost of
each project. These estimates were prepared at planning level detail with quantities
estimated by scaling the Airport Layout Plan (ALP) or, where appropriate, from data
presented in the Facility Requirements chapter. These estimated quantities were then
multiplied by a unit cost based on actual contractor's bids for similar projects in Yakima or
Eastern Washington. All costs are based on 2013 prices.
The cost estimates shown in Table 7-1 summarize total project costs and include sales taxes
for the City of Yakima (7.9 percent); professional service fees including design, project
management, construction management, and others (20 percent); and contingencies (15
percent of construction cost) for all projects. Updated estimates need to be prepared for each
project prior to design as more detailed definition becomes available.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 7-1
Chapter 7 ♦ Financial and Implementation Plan
Table 7-1: Estimated Cost of Capital Improvement Projects
Units No. Of Cost per project V
111111=Units Unit Cost
Taxes
Professional
Service Fees
Contingencies Total
Airfield Projects
Extend Runway 9-27 LS 1 $3,699,500 $3,699,500 $292,261 $589,900 $554,925 $5,136,586
Reconstruct Runway 4-22 LS 1 $1,721,000 $1,721,000 $135,959 $344,200 $258,150 $2,459,309
Enhanced Pavement Markings LF 7,604 $53 $403,012 $31,838 $80,602 $60,452 $575,904
Lighting Replacement Runway LF 7,604 $53 $403,012 $31,838 $80,602 $60,452 $575,904
9-27
Taxiway Lighting Replacement LF 7,604 $53 $403,012 $31,838 $80,602 $60,452 $575,904
Snow Removal Equipment - LS 1 $350,000 $350,000 $27,650 $70,000 $52,500 $500,150
Sweeper and Tractor
Snow Removal Equipment - LS 1 $275,000 $275,000 $21,725 $55,000 $41,250 $392,975
Vacuum Truck
Snow Removal Equipment - LS 1 $750,000 $750,000 $59,250 $150,000 $112,500 $1,071,750
Broom and Snow Blower
New ARFF Vehicle LS 1 $1,100,000 $1,100,000 $86,900 $220,000 $165,000 $1,571,900
Security Upgrades (Gates) LS 1 $500,000 $500,000 $39,500 $100,000 $75,000 $714,500
Wildlife Hazard Assessment LS 1 $50,000 $50,000 $3,950 $10,000 $7,500 $71,450
Total $9,654,536 $762,709 $1,780,907 $1,448,180 $13,646,332
Conduct Environmental
Analysis
Construct New Terminal
Building
Terminal Apron Improvements
Expand Auto Parking
Total
Terminal Constructioi
L.S. 1 $100,000 $100,000 $7,900 N/A $15,000 $122,900
S.F. 30,967 $450 $13,935,150 $1,100,877 $2,787,030 $2,090,273 $19,913,329
S.Y 19,610 $45 $882,450 $69,714 $176,490 $132,368 $1,261,021
S.Y 10,260 $10 $102,600 $8,105 $20,520 $15,390 $146,615
$15,020,200 $1,186,596 $2,984,040 $2,253,030 $21,443,866
Yakima Air Terminal/McAllister Field Master Plan
7-2 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-1: Estimated Cost of Capital Improvement Projects (Continued)
Units No. OfosC� per Project
Units Unit Cost
Taxes
Professional Contingencies Total
Service Fees
' General Aviation Projects
Purchase Noland Decoto
Property
Hangar Rehabilitation (Noland
Decoto Property)
Site Preparation
Environmental Mitigation
Utilities
Apron/Taxiway Pavement
Access Roadways (21st Ave)
Parallel Access Taxiway
Stub Parallel Taxiway
Total
LS 1 $1,000,000 $1,000,000 $79,000 $80,000 $150,000 $1,309,000
LS 1 $50,000 $50,000 $3,950 $10,000 $7,500 $71,450
SY 6,475 $75 $485,625 $38,364 $97,125 $72,844 $693,958
Acres 22 $1,200 $26,520 $2,095 $5,304 $3,978 $37,897
LS 1 $100,000 $100,000 $7,900 $20,000 $15,000 $142,900
SY 33,333 $65 $2,166,645 $171,165 $433,329 $324,997 $3,096,136
LF 875 $138 $120,750 $9,539 $24,150 $18,113 $172,552
SY 7,400 $75 $555,000 $43,845 $111,000 $83,250 $793,095
SY 11,083 $75 $831,225 $65,667 $166,245 $124,684 $1,187,821
$5,335,765 $421,525 $947,153 $800,365 $7,504,808
1111111 Pavement Maintenance
Rehabilitate Runway 9-27
Blast Pads
Rehabilitate Taxiway A and
Connectors
Rehabilitate Taxiway B and
Connectors
Rehabilitate Taxiway C North
of Rwy 9-27
Preventive Maintenance on
Taxiway C South of Rwy 9-27
and Connectors
SY 3,333 $15 $49,995 $3,950 $9,999 $7,499 $71,443
SY 77,920 $104 $8,103,680 $640,191 $1,620,736 $1,215,552 $11,580,159
SY 19,050 $25 $476,250 $37,624 $95,250 $71,438 $680,561
SY 3,500 $35 $122,500 $9,678 $24,500 $18,375 $175,053
SY 8,560 $2 $12,840 $1,014 $2,568 $1,926 $18,348
Rehabilitate Northwest Aprons SY 10,200 $105 $1,071,000 $84,609 $214,200 $160,650 $1,530,459
Rehabilitate Terminal Aprons SY 1,100 $600 $660,000 $52,140 $132,000 $99,000 $943,140
Rehabilitate Eastern Aprons
Maintain Southeast Aprons
Rehabilitate Taxilanes
Maintain Auto Parking Lots
Maintain Perimeter Road
Total
SY 4,150 $265 $1,099,750 $86,880 $219,950 $164,963 $1,571,543
SY 1,200 $2 $1,800 $142 $360 $270 $2,572
SY 13,000 $15 $195,000 $15,405 $39,000 $29,250 $278,655
SY 12,000 $2 $18,000 $1,422 $3,600 $2,700 $25,722
SY 40,000 $15 $600,000 $47,400 $120,000 $90,000 $857,400
$12,410,815 $1,017,687 $2,482,163 $1,861,622 $17,735,055
•
Total Cost $42,421,316 $3,388,517 $8,194,263 $6,363,197 $60,330,061
Taxes include Washington State Sales Tax at 7.9 percent of the total cost
Professional Service Fees include design, project management, construction management, testing, etc - Estimated to comprise 20 percent of' the
project cost
Contingencies estimated at 15% of project cost to account for possible complications in project implementation
Yakima Air Terminal/McAllister Field Master Plan
Page 1 7-3
Chapter 7 ♦ Financial and Implementation Plan
As shown, the overall cost of the recommended improvements will exceed $59 million over
the 20 -year period. To fund these projects, a combination of Federal Aviation
Administration (FAA) Airport Improvement Program (AIP) entitlement and discretionary
funds, WSDOT Aviation Division grants, private third party financing, and continued
financial support from the City of Yakima will be needed. The funding sources that will
serve as the airport's primary means to finance the CIP are discussed in the following
sections.
7.2.1 AIP Entitlement Grants
The City receives annual AIP entitlement grants from the FAA that are allocated using a
formula based on the number of annual enplaned passengers at YKM. The FAA evaluates
all airport grant requests using a priority ranking system that is weighted toward safety,
security, airfield pavement and airfield capacity projects such as pavement reconstruction
and security upgrades. Projects, such as terminal building construction and maintenance and
construction of roads, are also eligible but receive much lower priority rankings. Once a
project has been identified as eligible, up to 90 percent of project costs are funded at non -hub
airports such as YKM. The remaining 10 percent is considered the sponsor's match and is
derived from other Passenger Facility Charges (PFCs), WSDOT Grants, and/or Third Party
financing.
7.2.2 AIP Discretionary Grants
YKM is also eligible to receive AIP discretionary grants through the FAA. The approval of
an AIP discretionary grant for a project depends on a ranking method the FAA uses to award
grants, at their discretion, based on a project's priority and importance to the National
Airport and Airway System. It is reasonable to assume that YKM will receive some
discretionary funding during the planning period for high priority, eligible projects, where
the cost of such projects exceed the City's funding capability. If projected discretionary
grants are not provided by the FAA, the City will have to discover additional funds to
substitute for the lack of discretionary funds or delay the project until such funds are
available.
7.2.3 Washington Department of Transportation State
Aviation Grants
The Washington State Department of Transportation/Aviation Division (WSDOT Aviation)
provides grants for projects including pavement maintenance, safety improvements and
others that the State deems to be priority projects for the preservation of the airport and the
Yakima Air Terminal/McAllister Field Master Plan
7-4 i Page
Financial and Implementation Plan ♦ Chapter 7
overall state aviation system. The Master Plan CIP includes many projects that are eligible
for partial funding through state aviation grants. In this analysis it is assumed that WSDOT
Grants would be used to pay one half of the local share of most pavement maintenance
projects and would participate in the rehabilitation of Runway 4-22. This equals roughly 5
percent of the total project costs (up to $250,000). If state funds are not available the local
project share would increase accordingly.
7.2.4 Passenger Facility Charges
The Aviation Safety and Capacity Expansion Act of 1990 established the authority for
commercial service airports to apply to the FAA for imposing a Passenger Facility Charge
(PFC) of up to $3 per enplaned passenger. AIR -21, enacted in 2000, increased the allowable
PFC level to $4.50. The proceeds from PFCs can be used for AIP eligible projects and for
additional projects that preserve or enhance airport capacity, safety or security; mitigate the
effects of aircraft noise; or enhance airline competition. PFCs may also be used to pay debt
service on bonds and other indebtedness incurred to carry out eligible projects.
7.2.5 Private Third Party Financing
Airports often use private third party financing for improvements that are primarily used by a
private business or otherwise could be seen as a profitable business investment. Projects of
this kind typically include aircraft hangars, FBO facilities, cargo facilities, or exclusive
aircraft parking aprons. Such projects are not eligible for federal funding under the AIP. The
implementation analysis assumes that a private third -party will provide funding for
development of all aircraft hangars and the improvements needed to support such hangar
development. These improvements will be done on airport property and the City will receive
annual revenue through land leases. Additionally, any private development will include
provisions that ownership of the facility will revert to the City after an appropriate period
(generally 30 years). Should the City decide to construct hangars themselves, it is assumed
they will lease them to aircraft owners at a rate that recovers the cost of construction as well
as the cost of borrowed money. In this case they are seen as neutral to the CIP, generating
neither expense nor income.
Table 7-2 shows the Capital Improvement Projects for the next 20 years with project costs
subdivided to the funding sources for which they are eligible. It is noted that simply because
an individual project is eligible for federal or state funding does not guarantee that funding
will be available. All projects will need to be assessed individually as the implementation
stage approaches.
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Chapter 7 ♦ Financial and Implementation Plan
Table 7-2: Capital Improvement Projects - Probable Funding Sources
Project
Total Cost
Federal WSDOT
Funding Funding
Airfield Projects
Extend Runway 9-27
Reconstruct Runway 4-22
Enhanced Pavement Markings
Lighting Replacement Runway 9-27
Taxiway Lighting Replacement
Snow Removal Equipment - Sweeper and
Tractor
Snow Removal Equipment - Vacuum
Truck
Snow Removal Equipment - Broom and
Snow Blower
New ARFF Vehicle
Security Upgrades (Gates)
Wildlife Hazard Assessment
Total
Terminal Construction
$5,136,586
$2,459,309
$575,904
$575,904
$575,904
$500,150
$392,975
$1,071,750
$1,571,900
$714,500
$71,450
$13,646,332
$4,622,927 $0
$0 $250,000
$518,314 $0
$518,314 $0
$518,314 $0
$450,135 $0
$353,678 $0
$964,575 $0
$1,414,710 $0
$643,050 $0
$64,305 $0
$10,068,321 $250,000
Local
Funding
$513,659
$2,209,309
$57,590
$57,590
$57,590
$50,015
$39,298
$107,175
$157,190
$71,450
$7,145
$3,328,011
Conduct Environmental Analysis
Construct Terminal Building
Terminal Apron
Expand Auto Parking
Total
$122,900 $110,610
$19,913,329 $17,921,996
$1,261,021 $1,134,919
$146,615 $0
$21,443,866 $19,167,525
$0
$0
$0
$0
$0
$12,290
$1,991,333
$126,102
$146,615
$2,276,340
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Financial and Implementation Plan ♦ Chapter 7
Table 7-2: Capital Improvement Projects - Probable Funding Sources (Continued)
Project
t
Federal WSDOT Local 1
Funding Funding Funding
General Aviation Projects
Purchase Noland Decoto Property
Hangar Rehabilitation (Noland Decoto
Property)
Site Preparation
Environmental Mitigation
Utilities
Apron/Taxiway Pavement
Access Roadways (21st Ave)
Parallel Access Taxiway
Stub Parallel Taxiway
Total
Pavement Management Projects
$1,309,000 $1,178,100 $0 $130,900
$71,450 $0 $0 $71,450
$693,958 $624,562 $0 $69,396
$37,897 $34,107 $0 $3,790
$142,900 $128,610 $0 $14,290
$3,096,136 $2,786,522 $0 $309,614
$172,552 $155,297 $0 $17,255
$793,095 $713,786 $0 $79,310
$1,187,821 $1,069,038 $0 $118,782
$7,504,808 $6,690,022 $0 $814, 786
1
Rehabilitate Runway 9-27 Blast Pads
Rehabilitate Taxiway A and Connectors
RehabilitateTaxiway B and Connectors
Rehabilitate Taxiway C North of Rwy 9-27
Preventive Maintenance on Taxiway C
South of Rwy 9-27 and Connectors
Rehabilitate Northwest Aprons
Maintain Terminal Area Aprons
Rehabilitate Eastern Aprons
Maintain Southeast Aprons
Rehabilitate Taxilanes
Maintain Auto Parking Lots
Maintain Perimeter Road
Total
Total Program
$71,443 $64,299 $3,572 $3,572
$11,580,159 $10,422,143 $250,000 $908,016
$680,561 $612,505 $34,028 $34,028
$175,053 $157,547 $8,753 $8,753
$18,348 $16,514 $917 $917
$1,530,459 $1,377,413 $250,000 $403,046
$943,140 $0 $250,000 $693,140
$1,571,543 $1,414,388 $78,577 $78,577
$2,572 $0 $1,286 $1,286
$278,655 $250,790 $13,933 $13,933
$25,722 $0 $12,861 $12,861
$857,400 $771,660 $42,870 $42,870
$1 7,735,055 $15,087,258 $946,797 $2,200,999
$60,330,061 $51,013,127 $1,196,797 $8,620,137
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Chapter 7 ♦ Financial and Implementation Plan
7.3 CIP IMPLEMENTATION PLAN
The implementation plan is shown in the following table represents the planned phased
development of the capital projects. While a reasonable degree of certainty is involved in
creating this project schedule, various factors can be expected to cause schedule changes in
the plan over time, as follows:
• Financial Feasibility: The financial feasibility of projects may change due to changes
in project costs, shifting of FAA or State priorities, or changes in the levels of state or
FAA funding.
• Activity Levels: Activity levels trigger the need for all demand -driven
improvements such as the runway extension and new hangar construction. Although
the CIP attaches timeframes to these developments for scheduling purposes, they will
not be constructed until demand materializes. Thus, depending on how a particular
segment of activity is tracking with the forecast, certain improvements may be
accelerated or delayed.
• Changing Priorities: Over time, changes in airport business and strategic plans occur
in response to the dynamic nature of the aviation industry as well as in the direction
and policies of the airport's sponsoring body. Such changes will trigger revisions to
or adjustments of the CIP.
Table 7-3 shows the airport's capital improvement program prepared in 2014 in the format
required by FAA. The estimated costs of some of the projects shown on this CIP are slightly
different from those shown in Table 7-1 and Table 7-2 due to the timing of the estimating
process (2014 vs 2013). In addition, the CIP does not include all of the projects listed as it
covers a 10 -year time span and the master plan covers 20. Table 7-4 shows the projects that
are either programmed for the 2022 through 2030 time frame or that are not currently
programmed. The Airport Layout Plan, presented in Chapter 6, Airport Plans, incorporates
all of the projects reflected in this Implementation Plan, both Table 7-3 and Table 7-4.
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Financial and Implementation Plan ♦ Chapter 7
Table 7-3: 2014 Airport Capital Improvement Program
Project Improvements Total Cost 2013 2014 2015 2016 2017 2018
11111111
Rehab TW "A" & Connectors A1 -A5 - (construction) AIP 36 $6,282,885 6,282,885
Rehab TW "A" & Connectors A1 -A5 - (construction) AIP 37 $4,888,889 4,888,889
Terminal Apron Rehabilitation (Construction) $859,000 859,000
West Itinerant Apron - (design & environmental) (PCI 27-69 in $160,000 160,000
C Y2005)
West Itinerant Apron - (construction) $1,400,000 1,400,000
East Itinerant Apron - (design & environmental) (PCI 74 in CY2005) $160,000
East Itinerant Apron - (construction) $1,400,000
Enhanced Pavement Marking (design) $75,000 75,000
Enhanced Pavement Marking (construction) $500,000 500,000
Lighting Replacement Project (design) Runway 9/27 $75,000 75,000
Lighting Replacement (phase 2 - construction) Runway 9/27 $500,000 500,000
Lighting Replacement Project (design) Bravo, Charlie Taxiways $75,000 75,000
Lighting Replacement (phase 3 - construction) Bravo, Charlie $500,000 500,000
SRE (Vacuum Truck) Bid Package (Design) $20,000 20,000
SRE (Vacuum Truck) Purchase $375,000 375,000
SRE (Broom and Blower) Bid Package (Design) $20,000 20,000
SRE (Broom and Blower) Purchase $1,000,000 1,000,000
Security - access gates and card reader - (design and construction) $700,000 700,000
Land Acquisition (Noland-Decoto) $1,000,000 1,000,000
Wildlife Hazard Assessment $50,000 50,000
Terminal Building (environmental and design) $500,000 500,000
160,000
Terminal Building (construction) $15,000,000
ARFF Vehicle Purchase $1,500,000
Segmented Circle $0
Deicing Facility (Planning and Environmental) $0
Deicing Facility (Design) $0
Deicing Facility (Construction) $0
1,400,000
15,000,000
1,500,000
TOTAL 36,363,405 12,030,774 720,000 2,150,000 1,180,000 2,400,000 660,000 1,400,000 15,000,000 1,500,000
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Chapter 7 • Financial and Implementation Plan
Table 7-4: Capital Improvement Projects — 2022 through 2030
Project Total Cost
Extend Runway 9-27
Reconstruct Runway 4-22
Total
$5,136,586
$2,459,309
$7,595,895
Terminal Construction
Expand Auto Parking
Total
General Aviation Projects
$146,615
$146, 615
Hangar Rehabilitation (ND Property)
South GA Site Preparation
Environmental Mitigation
Utility Extension
ApronlTaxiway Pavem ent
Access Roadways
Parallel Access Taxiway
Stub Parallel Taxiway
Total
$71,450
$693,958
$37,897
$142,900
$3,096,136
$172,552
$793,095
$1,187,821
$6,195,808
Pavement Management Projects
Rehabilitate Taxiway B and Connectors
Rehabilitate Taxiway C North of Rwy 9-27
Preventive Maintenance on Taxiway C South of Rwy 9-27
and Connectors
Maintain Terminal Area Aprons
Maintain Southeast Aprons
Rehabilitate Taxilanes
Maintain Auto Parking Lots
Maintain Perimeter Road
Total
$680,561
$175,053
$18,348
$943,140
$2,572
$278,655
$25,722
$ 857,400
$2, 981,451
Total
$16,919,769
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Chapter 7 ♦ Financial and Implementation Plan
7.3.1 Financial Summary
Given the cost of the improvements, it is essential to identify whether the City will be able to
generate sufficient funds to implement all projects included in the CIP. Table 7-5 shows the
cost of each phase of the CIP compared with the funding that will be available from both
AIP entitlement funds that can be applied to the federal share of the projects and PFC
funding that is applied to the local share. The CIP costs listed in the table are from the
airport CIP shown in Table 7-3 for the years through 2021. Beyond 2021 the numbers
reflect the sum total of the projects shown on Table 7-4 divided by nine (the number of years
in the long-term time frame). The table does not reflect the cost for either the extension of
Runway 9-27 or the rehabilitation of Runway 4-22 as these projects are not currently
justified based on FAA needs criteria.
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Financial and Implementation Plan ♦ Chapter 7
Table 7-5: Project Funding
AIP
Year CIP Cost Entitlement Difference PFC Funds Shortfall Cumulative
Funds •
2013 $12,030,774 $1,000,000 -$11,030,774 $303,017 -$10,727,758 -$10,727,758
2014 $720,000 $1,000,000 $280,000 $315,531 $595,531 -$10,132,227
2015 $2,150,000 $1,000,000 -$1,150,000 $328,045 -$821,955 -$10,954,182
2016 $1,180,000 $1,000,000 -$180,000 $337,647 $157,647 -$10,796,535
2017 $2,400,000 $1,000,000 -$1,400,000 $347,248 -$1,052,752 -$11,849,287
2018 $660,000 $1,000,000 $340,000 $356,849 $696,849 -$11,152,438
2019 $1,400,000 $1,000,000 -$400,000 $366,450 -$33,550 -$11,185,988
2020 $15,000,000 $1,000,000 -$14,000,000 $376,051 -$13,623,949 -$24,809,937
2021 $1,500,000 $1,000,000 -$500,000 $408,319 -$91,681 -$24,901,617
2022 $1,241,308 $1,000,000 -$241,308 $440,587 $199,279 -$24,702,339
2023 $1,241,308 $1,000,000 -$241,308 $472,855 $231,546 -$24,470,792
2024 $1,241,308 $1,000,000 -$241,308 $505,122 $263,814 -$24,206,978
2025 $1,241,308 $1,000,000 -$241,308 $537,390 $296,082 -$23,910,896
2026 $1,241,308 $1,000,000 -$241,308 $565,877 $324,568 -$23,586,328
2027 $1,241,308 $1,000,000 -$241,308 $594,363 $353,055 -$23,233,273
2028 $1,241,308 $1,000,000 -$241,308 $622,850 $381,541 -$22,851,732
2029 $1,241,308 $1,000,000 -$241,308 $651,336 $410,028 -$22,441,704
2030 $1,241,308 $1,000,000 -$241,308 $679,823 $438,514 -$22,003,190
When matching demand with financial resources, a shortfall can occur in both FAA and
local funding. In these cases the question becomes how does the City continue to fund
improvements at the airport? One answer is to generate more revenue. The following
section explores the annual operations budget for YKM.
7.4 BUSINESS PLAN
The preceding section addressed the capital needs of the airport; this section evaluates the
capability of the city to fund the local portion of the Capital Improvement Program as well as
meet the continued annual airport operations and maintenance requirements. The airport's
annual revenues and expenditures are examined to help determine the true annual financial
commitment associated with owning and operating the airport.
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Chapter 7 ♦ Financial and Implementation Plan
7.4.1 Overall Approach
The City of Yakima currently carries the primary financial responsibility for all maintenance,
operation, and capital improvements at YKM. The following pages show projections of
annual revenues and expenses based on an understanding of the factors that influence each.
The future projections associated with the four airport growth scenarios that were established
in the Forecast chapter.
7.4.2 Airport Revenues
Airport revenue sources include direct revenues derived from fuel taxes, aircraft storage fees
and other fees assessed for facility use. Operating revenues are those that are directly
attributable to operation of the airport as a business enterprise. These vary over time as
changes in the level of activity at the airport and the commercial and general aviation
industry as a whole influence the types of activity from which the revenues are generated.
Using historical records from the airport and forecast growth scenarios, the following
assumptions have been made.
Miscellaneous Income: This category includes income sources not otherwise accounted for
and not associated with the airfield, terminal, or other areas where direct tracking has been
established. Although the amount of revenue generated is not predicated on any of the
forecast indicators it can be expected that some miscellaneous income will be registered
annually. For these projections we used an average of the 2012 and 2013 budget numbers
and projecting this as unchanged over the course of the planning period.
Return of Leasehold Tax: This revenue derives from contractual terms wherein the airport
pays leasehold taxes and receives reimbursement from the leaseholders. This revenue is seen
as neutral as it represents a payback to the City that balances a corresponding expenditure.
For these projections we used an average of the 2012 and 2013 budget numbers and
projecting this as unchanged over the course of the planning period.
7.4.2.1 Airfield
Income Power: Derived from repayment of power bills from airfield users. Since the
amount of electrical power used is not tied to any activity indicator, this source is projected
to hold constant over the course of the plan. It should be noted that this income source
represents a "pass through" of the City's power bill for the entire airport that is allocated to
the users. It is intended to be financially neutral.
Fuel Fees - Jet A: The airport imposes a fee on each gallon of fuel dispensed at YKM. Jet
A fees are based on a percentage of fuel consumption. These are projected to increase as
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Financial and Implementation Plan ♦ Chapter 7
activity by jet and turbo -prop aircraft increases. In this case the increase in revenue is tied to
the growth in commercial activity.
Fuel Fees - Aviation Gas: These fees are also based on a percentage of total fuel sales.
Growth for this sector is tied to the increase in general aviation activity operations.
Fuel Permit Fees: The airport issues permits to individuals and business that operate fuel
farms at YKM. The income from fuel permit fees is based on the number of permits issued.
Future income projections have not been made because the revenue is relatively low and it is
not possible to project an increase in the number of permit holders. This revenue source is
held constant throughout the 20 -year planning period.
Landing Fees - Airline: Airline landing fees are collected based on the weight of each
landing aircraft. Growth over time is projected based on the number of annual scheduled
commercial operations.
Landing Fees - Unscheduled: Like airline landing fees, these fees involve a charge
assessed to each individual user, based on the weight of the landing aircraft. In this case the
charge is assessed on nonscheduled commercial carriers such as charters or diversion flights.
Growth over time will be based on the same rate of growth as annual commercial operations.
Landing Fees - Freight: These fees are based on the charge assessed to the cargo carriers
based on the weight of each landing aircraft. Growth over time is based on the growth in the
number of annual air cargo operations.
Landing Fees - Touch and Go: These are charged based on the number of touch-and-go
operations performed by large aircraft -primarily The Boeing Company and the military.
Growth will be based on the same rate of growth as in overall airport operations.
Rent - Aviation: The rents charged to hangar and ground lease tenants are included in this
category. Income is based on the size of the parcels leased for development. This source
will grow as additional space is made available for hangar development. This will be
represented in these projections by the overall growth in based aircraft.
Rent Ramps (tie -downs): The rents for tie -down use, for either based or transient aircraft
are the source of this income. Growth in this source is tied to growth in total general
aviation activity.
Miscellaneous Income: Included is all income from the airfield that is not classifiable under
the other categories. This will be projected as an average of the 2012 and 2013 levels.
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Chapter 7 ♦ Financial and Implementation Plan
7.4.2.2 Terminal
Rent TSA/U.S. Coast Guard: Includes the rent being charged to the Transportation
Security Administration (TSA) for terminal space required for airport security. This fee is
based on the amount of space used and is not tied to any specific activity indicators. No
increases are projected over time until a new terminal is opened. At this point some
adjustments are inevitable.
Rent Car Rent (offices, storage, counter): The rents charged for these spaces are a
function of the amount of space being provided. We do not project growth in this area until
after a new terminal is constructed.
Airline Rents (ticket counters, bag make-up, and bag claim): The rents charged for these
spaces are also a function of the amount of space provided. We do not project growth in this
area until a new terminal is constructed.
Concession Rent: The income derived from this source is very small and is a function of
the amount of space being provided. We are not projecting growth based in this source
although when a new terminal is opened, it would be reasonable to assume an increase in
concessions spaces.
Terminal Use Charter Fees: Fees are assessed to charter airlines for use of the terminal
facilities. Increases in this income source are based on the growth rates for commercial
activity.
Vending: The fees charged to the vending machine companies are based on a percentage of
total sales. Projected increases are based on the growth in airline enplaned passengers.
Car Rental Income (percent of sales): The fees charged are based on a percentage of total
sales. Projected increases are based on the overall growth in airline enplaned passengers.
Panel Display Advertising: The fee charged is a negotiated flat fee for space. No increases
are anticipated until the new terminal is opened.
7.4.2.3 Commercial
Income - Gas: Derived from an assessment of the airport's total bill for natural gas assessed
to individual users based on the usage at their facilities. This category represents a "pass
through assessment" and no growth is seen in this category.
Income - Water: Derived from an assessment of the airport's total water bill based on the
usage at individual facilities. This is also a "pass through" and no growth is seen in this
category.
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Financial and Implementation Plan ♦ Chapter 7
Commercial Rents: These are a function of the amount of space that is being rented to non -
aviation or commercial users. Increases in this category are not projected as all of the
recommendations herein are associated with aviation related facilities.
Commercial Agriculture: These are a function of the amount of land being rented to
agricultural users. Increases in this category are not projected as all of the recommendations
herein are associated with aviation related facilities.
Commercial General: These are a function of the amount of land being rented to other
non -aviation users. Increases in this category are not projected as all of the
recommendations herein are associated with aviation related facilities.
Airporter Shuttle: Revenue is derived from the operators of the "Airporter Shuttle" that
provides passenger shuttle service from the terminal at YKM to the Seattle -Tacoma
International Airport. Revenues derived from this source should grow as passenger levels
grow, although as YKM captures more of the passenger base the use of the shuttle is likely to
decrease.
Commercial Option Income: No changes are projected in this category.
Miscellaneous Income: No changes are projected in this category.
7.4.2.4 Security-
Security
ecuritySecurity Badges: Income is derived from the issuance of security badges to airport or tenant
employees. These charges are based on the costs associated with the badging process. No
increases in income are projected from this source.
Replacement Security Badge: Income comes from charges to badge holders who lose or
misplace their security badges. No increase is projected in this source.
Contract Security Income: In the past the source of this income is a payment from TSA
for providing Law Enforcement Officers (LEO) in support of airport security. Since the City
assumed ownership of the airport they have opted to not participate in this program.
Although the City has the option of participating in the future, no income from this source is
shown for future years.
7.4.2.5 Parking
Parking Lot Revenue: Revenue from this source was part of the Republic Parking
agreement in 2012.
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Chapter 7 ♦ Financial and Implementation Plan
Parking Meter Income: Metered parking was discontinued in 2012 so no future income is
shown from this source.
Rent Parking: Revenue from this source was part of the Republic Parking agreement in
2012.
Republic Parking: The City has an agreement with Republic Parking to operate and
manage the public parking concession at YKM. Payments are based on a minimum annual
guarantee with a percent of total revenue after the annual revenue meets certain levels. It is
expected that this payment will increase over time as overall passenger levels increase.
7.4.2.6 Administrative
The categories include Interest Income Operating, Interest Income Other, Miscellaneous
Income, Late Fees, NSF Fees, and Interest Income Operating. It is not anticipated that this
source of revenue will increase over time.
7.4.3 Airport Expenses
The expenses recorded at YKM include those directly related to the day-to-day operation and
maintenance of the airport, the indirect costs associated with allocation of overhead, the debt
service on long-term loans and governmental fees and assessments. Capital costs have been
discussed in a preceding section, all others are addressed herein.
Professional Services -Audits: This represents the cost of a one-time audit conducted in
2012. No future charges are expected.
External Taxes & Operating Assess-Stormwater Fees: It has been projected that a flat
annual allocation will be required in this area into the future. The projection is based on an
average of the historical records.
Interest on Short -Term External Debt-SIED Loan: The City was paying interest on a
short-term bridge loan from SIED. This loan has been paid off.
Salaries and Benefits: The subcategories of Salaries & Wages, Salaries -Overtime, Accrued
Annual Leave, Benefits -Direct, Benefits -Indirect, Benefits -Bank Accruals, and Benefits -
Unemployment are all related to the cost ofproviding administrative, maintenance, and other
staff required to operate the airport. In 2013 this included a three-person administrative staff
and maintenance personnel. Wages and benefits for these personnel are based on the number
of persons required to keep the airport safe, efficient, and well-maintained as well as to
operate the facility. The amount of money required for these services is a function of
prevailing rates in the community and negotiated rates for maintenance personnel. Increases
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Financial and Implementation Plan ♦ Chapter 7
in our projections would only occur if new personnel were added to staff or wage rates
increased. We have not projected any increases in this category.
Supplies: Operating an airport requires supplies such as Office & Operating Supplies, Fire
Truck Supplies, Fuel Consumed, Small Tools & Minor Equipment, and Computer Software
are purchased. The level of this expense is not related to airport operations levels. Future
expenses are calculated using an average of past costs.
Other Expenses: Examining the types of expenses included in this category show that
professional services, telephone, staff travel, equipment rentals and leases, utility services,
repairs and maintenance, vehicle repairs, fire truck repair, miscellaneous repairs, postage,
insurance, and various miscellaneous expenses are included. Future expenditures in these
areas are not directly related to the activity levels at YKM. For this analysis we used an
average of past years projected forward unchanged.
Intergovernmental Expenses: This category includes professional services provided to the
airport by other city agencies and excise taxes. Neither is related to airport activity levels.
7.5 AIRPORT OPERATIONS AND
MANAGEMENT BUDGETS
Future airport operations and management budgets have been prepared based on a range of
possible growth rates included in the forecast. These possible growth rates are presented in
four scenarios designed to represent the range of future possibilities as follows:
• Low Growth: This forecast assumes that the City's efforts to attract new service are
not successful, and the population of the region does not increase at the rates
projected by the State. The forecast is based on passengers growing at '4 the annual
percentage projected by the State for population growth.
• Status Quo: This forecast is based solely on the rate of population growth in
Yakima County as forecast by Washington State. The forecast assumes that there
will be no successful new service initiatives that attract a larger share ofthe potential
passenger market. The majority of passengers will continue to use The Tri -Cities
Airport in Pasco or Seattle -Tacoma International Airport.
• High Growth: This forecast represents the best growth scenario. The assumption is
that YKM can capture a substantial percentage of its market share by attracting new
service.
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Chapter 7 ♦ Financial and Implementation Plan
• Preferred Forecast: The assumed conditions here are that the City and community
efforts to attract new service are successful over time. The forecast assumes that
these service improvements will occur sometime in the intermediate- to long-term
period. However they could occur at any time.
The four forecast scenarios are shown on the following table. The numbers shown represent
the range of possibilities for future passenger levels for future planning purposes. The
anticipated activity levels associated with the growth scenarios are shown in the following
Table 7-6. Financial planning will examine the full range of these forecasts.
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rCommercial
' Air Cargo/Air Taxi
Financial and Implementation Plan ♦ Chapter 7
Table 7-6: YKM Growth Scenarios
2010 2012 2015 r 20251
High Growth Scenario
L Enplaned Passengers gin
Iperat is
58,994 64,556 72,899 83,567 119,420 151,071
Commercial , 2,190 2,337 2,558 2,932 4,190 5,301
rAir Cargo/Ai axi 5,777 5,955 6,222 6,701 7,219 7,778
VGeneralAviation 38,481 39,141 40,130 42,132 44,287 46,651
Military 4,040 4,040 4,040 4,040 4,040 4,040otalOperations 50,488 51,473 52,950 55,806 59,736 63,770
Status Quo
'Enplaned passengers 411= 58,994 60,986 63,975 67,806 71,476 74,751
Operations AIIII
I Commercial AM1111111 2,190 2,212 2,245 2,379 2,508 2,623
IIAir Cargo/Air Taxi 5,777 5,955 6,222 6,701 7,219 7,778
38,481 39,141 40,130 42,132 44,287 46,651
4,040 4,040 4,040 4,040 4,040 4,040
50,488 51,347 52,637 55,253 58,054 61,092
▪ General Aviation
1 -Military
rota! Operations
Low Growth
`Enplaned passengers
Iperations
General Aviation
11 Military
otal Operations
Preferred
58,994 59,974 61,444 62,262 64,956 66,431
2,190 2,176 2,156 2,185 2,279 2,331
5,777 5,955 6,222 6,701 7,219 7,778
38,481 39,141 40,130 42,132 44,287 46,651
4,040 4,040 4,040 4,040 4,040 4,040
50,488 51,312 52,548 55,058 57,825 60,800
enplaned passengers
'Operations
58,994 60,986 63,975 67,806 71,476 74,751
Commercial ' 2,190 2,212 2,245 2,379 2,508 2,623
` Air Cargo/Air Taxi 5,777 5,955 6,222 6,701 7,219 7,778
General Aviation IMIIM 38,481 39,141 40,130 42,132 44,287 46,651
. Military 4,040 4,040 4,040 4,040 4,040 4,040
• otal Operations 50,488 51,348 52,637 55,253 58,054 61,092
Yakima Air Terminal/McAllister Field Master Plan
Page i 7-21
Chapter 7 ♦ Financial and Implementation Plan
Each of these scenarios has been analyzed for their potential to generate revenue. The
resulting revenue streams that can be derived from the airport are summarized in Table 7-7.
Table 7-8 through Table 7-11 show the details of these analyses.
Table 7-7: Potential Future Revenues Derived from Airport Operations
High Status Low
Growth Quo Growth
2012 $72,717 $70,250 $70,215
2013 • $82,363 $82,363 $82,363
20141 $50,612 $37,170 $103,265
20151 $74,234 $49,361 $111,711
2016 $90,952 $57,030 $114,856
20171 $107,897 $64,926 $118,229
20181 $124,729 $72,708 $121,489
20191 $141,618 $80,547 $124,805
2020 ' $158,478 $88,357 $128,093
2021 $210,580 $96,090 $134,434
2022 $262,675 $103,816 $140,768
12023 $314,774 $111,545 $147,106
12024 $366,870 $119,272 $153,442
12025 $419,261 $127,059 $159,861
20261 $465,705 $134,382 $164,513
20271 $512,149 $141,706 $169,165
2028, $558,593 $149,029 $173,818
2029, $605,037 $156,352 $178,470
20301 $652,320 $163,797 $183,271
Preferred
$70,251
$82,363
$37,169
$49,361
$57,030
$64,925
$72,708
$80,547
$88,357
$96,090
$103,815
$111,544
$119,272
$127,059
$134,382
$141,705
$149,029
$156,352
$160,618
Yakima Air Terminal/McAllister Field Master Plan
7-22 1 Page
Chapter 7 • Financial and Implementation Plan
Table 7-8: YKM High Growth Scenario
REVENUE SOURCE I 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Miscellaneous Income
Return of Leasehold Tax
1,080
17,600 9,340
9,340 9,340
9,340 9,340
9,340 9,340
9,340 9,340
9,340 9,340
9,340 9,340
9,340 9,340
9,340 9,340
17,714 6,187 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950
Airfield ■
Income Power All 8,688 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700
Jet A Fees 1. 24,000 28,834 29,715 30,596 31,491 32,386 33,280 34,175 35,070 38,079 41,088 44,098 47,107 50,117 52,774 55,432 58,090 60,748 63,405
Aviation Gas Fees . 4,817 6,916 6,954 6,992 7,062 7,132 7,201 7,271 7,341 7,416 7,491 7,566 7,641 7,716 7,799 7,881 7,964 8,046 8,128
Fuel Permit Fees Mall 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150
Landing Fees Airline 87,454 97,547 100,528 103,509 106,536 109,563 112,589 115,616 118,643 128,824 139,005 149,186 159,367 169,548 178,539 187,530 196,521 205,513 214,504
Landing Fees Unscheduled 15,421 24,700 25,455 26,210 26,976 27,742 28,509 29,275 30,042 32,620 35,198 37,775 40,353 42,931 45,208 47,485 49,761 52,038 54,315
Landing Fees Freight 18,623 16,526 16,644 16,762 16,920 17,078 17,236 17,395 17,553 17,711 17,869 18,028 18,186 18,637 18,796 18,954 19,112 19,270 20,267
Landing Fees Touch and Go 4,200 2,880 2,896 2,912 2,941 2,970 2,999 3,028 3,057 3,088 3,120 3,151 3,182 3,214 3,248 3,282 3,316 3,351 3,385
Rent Aviation 136,718 171,318 172,268 173,218 174,946 176,674 178,402 180,131 181,859 183,719 185,580 187,440 189,301 191,161 193,202 195,243 197,283 199,324 201,365
Rent Ramps (tie -downs) 6,226 2,700 2,715 2,730 2,757 2,784 2,812 2,839 2,866 2,895 2,925 2,954 2,983 3,013 3,045 3,077 3,109 3,141 3,174
Miscellaneous Income 406 0 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200
Terminal
Rent TSA/US Coast Guard 22,898 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739
Rent Car Rentals (offices; storage; counter) 14,558 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198
Airline Rents(ticket counters; bag make-up; 124,505 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029
bag claim)
Concession Rent 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
Terminal Use Charter Fees 7,563 6,420 6,685 6,950 7,154 7,357 7,561 7,764 7,967 8,651 9,335 10,018 10,702 11,386 11,989 12,593 13,196 13,800 14,403
Vending 7,387 7,654 7,970 8,286 8,529 8,771 9,014 9,256 9,499 10,314 11,129 11,944 12,759 13,574 14,294 15,013 15,733 16,452 17,172
Car Rental Income (% of contract) 91,450 95,492 99,436 103,380 106,406 109,431 112,457 115,483 118,508 128,677 138,846 149,015 159,184 169,352 178,330 187,307 196,284 205,262 214,239
Panel Display Advertising (Clear Channel) 8,100 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179
Commercial
Income Gas -234 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Income Water 275 264 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270
Commercial Rents 149,038 126,790 137,914 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900
Commercial AG 16,772 12,579 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675
Commercial General 245 0 123 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125
Airporter ShuttledliillIlIl 20,993 11,349 11,818 12,286 12,646 13,006 13,365 13,725 14,084 15,293 16,501 17,710 18,919 20,127 21,194 22,261 23,328 24,395 25,462
Commercial Option Income 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Miscellaneous Incom I 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Yakima Air Terminal/McAllister Field Master Plan
Page i 7-23
Chapter 7 ♦ Financial and Implementation Plan
Table 7-8: YKM High Growth Scenario (Continued)
r
REVENUE SOURCE
1 Security Badges
!Replacement Security Badge
Contract Security Income
•
8,638 7,000
100 0
74,042 65,700
7,819
100
7,410
100
111111 r,
7,614
100
V 7V
2021
2022
7,512
100
7,563
100
7,537
100
7,550
100
7,544
100
2023 '202411 202161 2026 I 2027 1 202 12029 ]
7,547 7,545 7,546 7,546 7,546 7,546 7,546 7,546 7,546
100 100 100 100 100 100 100 100
100
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Parking
Parking Lot Revenue (partial year Republic) '1 148,576 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
r
Parking Meter Income 3,829 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Rent Parking 39,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Republic Parking 0 200,000 208,260 216,520 222,857 229,194 235,531 241,868 248,205 269,503 290,801 312,098 333,396 354,694 373,496 392,298 411,100 429,902 448,704
Administration
Interest Income Operating 145 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Interest Income Other 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
`Miscellaneous Income 542 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
!Late Fees 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NSF Fees 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Interest Income Operating 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
TOTAL REVENUE 1,159,711 1,119,205 1,080,465 1,099,051 1,116,125 1,132,893 1,149,814 1,166,658 1,183,540 1,235,631 1,287,732 1,339,827 1,391,925 1,444,316 1,490,760 1,537,204 1,583,648 1,630,092 1,677,375
Yakima Air Terminal/McAllister Field Master Plan
7-24 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-8: YKM High Growth Scenario (Continued)
EXPENDITURES
-'
1 ui1I r
u a I -
IL 2019
2020
2021
2022
2023
202
u
�p� _
1111
sur,.,
Other Services and Charges
IP
Prof Services -Audits
13,000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
[External Taxes &Operationa1 Assess-
Stormwater Fees
5,704
2,852
4,278
3,565
3,922
3,744
3,833
3,788
3,810
3,799
3,805
3,802
3,803
3,803
3,803
3,803
3,803
3,803
3,803
Short -Term External Debt-SIED Loan
6,148
2,497
4,322
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
[Total - Other
24,852
18,349
8,601
3,565
3,922
3,744
3,833
3,788
3,810
3,799
3,805
3,802
3,803
3,803
3,803
3,803
3,803
3,803
3,803
I Salaries
Anil
I Salaries & Wages
IM
528,834
520,758
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
520,800
[Salaries -Overtime
11,393
5,060
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
5,500
[Accrued Annual Leave
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
10,500
Total Salaries
550,727
536,319
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
536,800
Personnel Benefits
1
I Benefits -Direct
119,830
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
110,687
I Benefits -Indirect
16,073
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
4,800
[Benefits -Bank Accruals
1,368
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
2,220
[Benefits-Unemp1oyment
21,921
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
16,800
[Personnel Benefits
159,192
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
134,507
Supplies
I Office & Operating Supplies
16,710
15,240
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
15,975
[Fire Truck Supplies
550
1,200
875
875
875
875
875
875
875
875
875
875
875
875
875
875
875
875
875
[Fuel Consumed
17,761
19,440
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
18,601
5ma11Tools & Minor Equipment
241
2,500
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
1,371
Eomputer Software
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
P
35,262
38,380
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
36,821
Yakima Air Terminal/McAllister Field Master Plan
Page i 7-25
Chapter 7 ♦ Financial and Implementation Plan
Table 7-8: YKM High Growth Scenario (Continued)
EXPENDITURES
"MP
2016 2017 2018 2019 2020 2021 2022 2023 2024 I 2025 2026 2027 11 2028 2029 2030
rOther Services and Charges
professional Services
Communication -Telephone
Travel
[Operating Rentals & Leases
Utility Services
Repairs & Maintenance
Vehicle Repair
Fire Truck Repair
Repair Misc.
Communications -Postage
nsurance
[Misc. Expense
21,216 21,100 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158
11,030 8,800 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915
874 1,620 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247
919 1,620 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270
105,362 106,710 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036
4,935 6,500 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718
3,978 4,200 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089
205 1,200 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703
18 0 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9
55 400 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228
60,778 26,737 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758
9,284 7,760 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522
218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651
Intergovernmental Services
intergovernmental Prof Services 96,307 120,600 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454
Cccise Tax 2,000 2,040 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020
ergovernmental Services 98,307 122,640 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474
Total Expenses
Total Revenues 1
1
Surplus/shortfall
1,086,994 1,036, 842 1,029,852 1,024, 817 1,025,174 1,024,995 1,025,084 1,025,040 1,025,062 1,025,051 1,025,057 1,025,054 1,025,055 1,025,054 1,025,055 1,025,055 1,025,055 1,025,055 1,025,055
1,159,711 1,119,205 1,080,465 1,099,051 1,116,125 1,132, 893 1,149,814 1,166,658 1,183,540 1,235,631 1,287,732 1,339,827 1,391,925 1,444,316 1,490,760 1,537,204 1,583,648 1,630,092 1,677,375
72,717 82,363 50,612 74,234 90,952 107,897 124,729 141,618 158,478 210,580 262,675 314,774 366,870 419,261 465,705 512,149 558,593 605,037 652,320
Yakima Air Terminal/McAllister Field Master Plan
7-26 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-9: YKM Status Quo Growth Scenario
r
REVENUE SOURCES
IMiscellaneous Income 1
IReturn of Leasehold Tax 17,714 6,187 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950
111111 r,
2018 2019 2020 2021 2022 2023 2024
2025
2026
2027131111
1,080 17,600 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340
9,340 9,340 9,340 9,340 9,340 9,340 9,340
9,340
Airfield
Income Power
8,688 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700
let AFees 24,000 28,834 28,977 29,119 29,467 29,815 30,162 30,510 30,857 31,192 31,527 31,861 32,196 32,531 32,829 33,127 33,426 33,724 34,022
EviationGasFees 4,817 6,916 6,973 7,031 7,101 7,171 7,241 7,312 7,382 7,457 7,533 7,608 7,684 7,759 7,842 7,925 8,008 8,091 8,174
'uelPerm itFees 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150
sanding Fees Airline 87,454 97,547 98,030 98,513 99,689 100,865 102,041 103,217 104,393 105,525 106,657 107,789 108,921 110,053 111,063 112,072 113,081 114,090 115,100
Landing Fees Unscheduled 15,421 24,700 24,822 24,944 25,242 25,540 25,838 26,136 26,433 26,720 27,007 27,293 27,580 27,867 28,122 28,378 28,633 28,889 29,144
ILanding Fees Freight 18,623 16,526 16,663 16,800 16,967 17,134 17,301 17,468 17,635 17,802 17,969 18,136 18,303 18,529 18,696 18,863 19,030 19,197 19,486
sanding Fees Touch and Go 4,200 2,880 2,904 2,928 2,957 2,987 3,016 3,045 3,074 3,106 3,137 3,169 3,200 3,231 3,266 3,300 3,335 3,369 3,404
rRentAviation 136,718 171,318 172,749 174,180 175,918 177,656 179,394 181,132 182,870 184,740 186,611 188,482 190,352 192,223 194,275 196,327 198,380 200,432 202,484
Rent Ramps (tie -downs) 1 6,226 2,700 2,723 2,745 2,772 2,800 2,827 2,855 2,882 2,912 2,941 2,970 3,000 3,029 3,062 3,094 3,126 3,159 3,191
Miscellaneous Income I 406 0 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200
Terminal
Rent TSA/US Coast Guard
[Rent Car Rentals (offices; storage; counter)
[Airline Rents(ticket counters; bag make-up;
bag claim)
concession Rent
Verminal Use Charter Fees
a
1
Vending
[Car Rental Income (% of contract)
[Panel Display Advertising (Clear Channel)
22,898 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739
14,558 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198
124,505 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029
360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
7,563 6,420 6,523 6,626 6,706 6,785 6,864 6,944 7,023 7,099 7,175 7,251 7,327 7,403 7,471 7,539 7,607 7,675 7,743
7,387 7,654 7,777 7,900 7,995 8,089 8,184 8,278 8,373 8,464 8,554 8,645 8,736 8,826 8,907 8,988 9,069 9,150 9,231
91,450 95,492 97,027 98,562 99,743 100,923 102,104 103,284 104,464 105,595 106,726 107,857 108,988 110,119 111,128 112,137 113,146 114,155 115,164
8,100 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179
ICommercial
kIncome Gas -234 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Income Water 275 264 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270
ommercial Rents 149,038 126,790 137,914 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900
ommercial AG 16,772 12,579 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675
Commercial General 245 0 123 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125
6 Airporter Shuttle iMill20,993 11,349 11,531 11,714 11,854 11,994 12,135 12,275 12,415 12,550 12,684 12,819 12,953 13,087 13,207 13,327 13,447 13,567 13,687
1 Commercial Option Income 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Liscellaneous Income 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Yakima Air Terminal/McAllister Field Master Plan
Page i 7-27
Chapter 7 ♦ Financial and Implementation Plan
Table 7-9: YKM Status Quo Growth Scenario (Continued)
REVENUE SOURCES
r•
2016
2017
Security
Fecurity Badges ] 8,638
[Replacement Security Badge ' 100
[ Contract Security Income 74,042
2021 2022 2023 2024 I 2025 2026 2027
2028 2029 2030
7,000 7,819 7,410 7,614 7,512 7,563 7,537 7,550 7,544 7,547 7,545 7,546 7,546 7,546 7,546 7,546 7,546 7,546
0 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
65,700
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Parking
I Parking Lot Revenue (partial year Republic) 148,576 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[Parking Meter Income 3,829 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[Rent Parking 39,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
L Republic Parking 0 200,000 203,215 206,430 208,902 211,374 213,847 216,319 218,791 221,160 223,528 225,897 228,265 230,633 232,747 234,860 236,974 239,087 241,201
Administration
IInterest Income Operating
IInterest Income Other
Miscellaneous Income
tate Fees
ITSF Fees
Interest Income Operating
1
145 0 0 0
25 0 0 0
542 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
1,157,244 1,119,205 1,067,022 1,074,178 1,082,203 1,089,921 1,097,792 1,105,587 1,113,420 1,121,141 1,128,872 1,136,598 1,144,327 1,152,114 1,159,437 1,166,760 1,174,084 1,181,407 1,188, 852
Yakima Air Terminal/McAllister Field Master Plan
7-281 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-9: YKM Status Quo Growth Scenario (Continued)
EXPENDITURES
1
Mk 2016 2017
111111
2019 2020 2021 2022 2023 202
Other Services and Charges ii
LProf Service -Audits ' 13,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5,704 2,852 4,278 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803
6,148 2,497 4,322 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[External Taxes & Operations Assess-
Stormwater Fees
I Short -Term External Debt-SIED Loan
L Total - Other
24,852 18,349 8,601 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803
Salaries .
Salaries Wages 528,834 520,758 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800
Salaries -Overtime 11,393 5,060 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500
Accrued Annual Leave 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500
Total SaIar•ies 550,727 536,319 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800
Personnel Benefits
`Benefits -Direct 119,830 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687
I Benefits -Indirect 16,073 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800
1 Benefits -Bank Accruals a 1,368 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220
[Benefits -Unemployment 21,921 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800
[Personnel Benefits 159,192 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507
LSupplillM
(ffice & Operating Suppl 16,710 15,240 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975
®ire Truck Supplies 550 1,200 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875
Fuel Consumed 17,761 19,440 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601
Small Tools & Minor Equipment 241 2,500 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371
computer Software 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1
35,262 38,380 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821
Yakima Air Terminal/McAllister Field Master Plan
Page 7-29
Chapter 7 ♦ Financial and Implementation Plan
Table 7-9: YKM Status Quo Growth Scenario (Continued)
Mir EXPENDITURES
rOther Services and Charges
professional Services
Communication -Telephone
Travel
14 in 1 MEM uill ua 2020 2021 2022 2023 2024 2021 2026 I 2027 2028 2029 2030
[Operating Rentals & Leases
Utility Services
Repairs & Maintenance
Vehicle Repair
Fire Truck Repair
Repair Misc.
Communications -Postage
nsurance
[Misc. Expense
■
1
21,216 21,100 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158
11,030 8,800 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915
874 1,620 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247
919 1,620 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270
105,362 106,710 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036
4,935 6,500 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718
3,978 4,200 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089
205 1,200 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703
18 0 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9
55 400 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228
60,778 26,737 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758
9,284 7,760 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522
218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651
Intergovernmental Services
intergovernmental Prof Services ' 96,307 120,600 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454
Cccise Tax 2,000 2,040 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020
ergovernmental Services 98,307 122,640 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474
•
Total Expenses
Total Revenues
Surplus/shortfall
1,086,994 1,036, 842 1,029,852 1,024, 817 1,025,174 1,024,995 1,025,084 1,025,040 1,025,062 1,025,051 1,025,057 1,025,054 1,025,055 1,025,054 1,025,055 1,025,055 1,025,055 1,025,055 1,025,055
1,157,244 1,119,205 1,067,022 1,074,178 1,082,203 1,089,921 1,097,792 1,105,587 1,113,420 1,121,141 1,128,872 1,136,598 1,144,327 1,152,114 1,159,437 1,166,760 1,174,084 1,181,407 1,188, 852
70,250 82,363 37,170 49,361 57,030 64,926 72,708 80,547 88,357 96,090 103,816 111,545 119,272 127,059 134,382 141,706 149,029 156,352 163,797
Yakima Air Terminal/McAllister Field Master Plan
7-30 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-10: YKM Low Growth Scenario
r
REVENUE SOURCES
IMiscellaneous Income
Return of Leasehold Tax
•
11111114
2018 2019 2020 2021 2022 2023 2024
2025
2026
2027131111
1,080 17,600 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340
9,340
17,714 6,187 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950
Airfield
Income Power 8,688 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700
let A Fees 24,000 28,834 28,745 28,657 28,734 28,811 28,888 28,965 29,042 29,292 29,542 29,792 30,042 30,292 30,430 30,568 30,706 30,845 30,983
EviationGasFees 4,817 6,916 6,973 7,031 7,101 7,171 7,241 7,312 7,382 7,457 7,533 7,608 7,684 7,759 7,842 7,925 8,008 8,091 8,174
'uelPermit Fees 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150
sanding Fees Airline 87,454 97,547 97,247 96,948 97,208 97,469 97,730 97,991 98,252 99,097 99,942 100,788 101,633 102,479 102,946 103,414 103,881 104,349 104,817
Landing Fees Unscheduled 15,421 24,700 24,624 24,548 24,614 24,680 24,746 24,812 24,878 25,092 25,306 25,521 25,735 25,949 26,067 26,185 26,304 26,422 26,541
ILanding Fees Freight 18,623 16,526 16,658 16,789 16,950 17,110 17,270 17,431 17,591 17,752 17,912 18,072 18,233 18,475 18,636 18,796 18,956 19,117 19,426
sanding Fees Touch and Go 4,200 2,880 2,904 2,928 2,957 2,987 3,016 3,045 3,074 3,106 3,137 3,169 3,200 3,231 3,266 3,300 3,335 3,369 3,404
rRentAviation 136,718 171,318 172,749 174,180 175,918 177,656 179,394 181,132 182,870 184,740 186,611 188,482 190,352 192,223 194,275 196,327 198,380 200,432 202,484
Rent Ramps (tie -downs) 1 6,226 2,700 2,723 2,745 2,772 2,800 2,827 2,855 2,882 2,912 2,941 2,970 3,000 3,029 3,062 3,094 3,126 3,159 3,191
Miscellaneous Income I 406 0 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200
Terminal
Rent TSA/US Coast Guard
[Rent Car Rentals (offices; storage; counter)
[Airline Rents(ticket counters; bag make-up;
bag claim)
concession Rent
Verminal Use Charter Fees
a
1
Vending
[Car Rental Income (% of contract)
[Panel Display Advertising (Clear Channel)
22,898 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739
14,558 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198
124,505 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029
360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
7,563 6,420 6,472 6,524 6,541 6,559 6,576 6,594 6,611 6,668 6,725 6,783 6,840 6,897 6,928 6,960 6,991 7,022 7,054
7,387 7,654 7,716 7,778 7,799 7,819 7,840 7,861 7,882 7,950 8,018 8,086 8,154 8,223 8,260 8,297 8,335 8,372 8,409
91,450 95,492 96,266 97,040 97,298 97,557 97,815 98,074 98,332 99,183 100,034 100,885 101,736 102,587 103,053 103,518 103,984 104,450 104,916
8,100 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179
ICommercial
kIncome Gas -234 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Income Water 275 264 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270
ommercial Rents 149,038 126,790 137,914 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900
ommercial AG 16,772 12,579 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675
Commercial General AM 245 0 123 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125
6Airporter Shuttle iMill20,993 11,349 11,441 11,533 11,564 11,594 11,625 11,656 11,686 11,788 11,889 11,990 12,091 12,192 12,248 12,303 12,358 12,414 12,469
!Commercial Option Income 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Liscellaneous Income 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Yakima Air Terminal/McAllister Field Master Plan
Page 7-31
Chapter 7 ♦ Financial and Implementation Plan
Table 7-10: YKM Low Growth Scenario (Continued)
REVENUE SOURCES
r2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Fecurity Badges
Security
[Replacement Security Badge
■
8,638 7,000 7,819 7,410 7,614 7,512 7,563 7,537 7,550 7,544 7,547 7,545 7,546 7,546 7,546 7,546 7,546 7,546 7,546
100 0 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
IParking
I Parking Lot Revenue (partial year Republic) 148,576 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
!Parking Meter Income 3,829 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[Rent Parking 39,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[Republic Parking 0 200,000 201,621 203,242 203,783 204,324 204,865 205,406 205,947 207,730 209,512 211,294 213,076 214,858 215,834 216,810 217,786 218,762 219,737
IAdministration
!Interest Income Operating 145 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1 Interest Income Other 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Miscellaneous Income 542 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[Late Fees 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[NSF Fees 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
',Interest Income Operating 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
P 1,157,209 1,119,205 1,133,118 1,136,528 1,140,0 30 1,14 3,225 1,146,573 1,149,845 1,153,155 1,159,485 1,165,825 1,172,160 1,178,497 1,184,915 1,189,568 1,194,220 1,198,872 1,203,525 1,208,325
Yakima Air Terminal/McAllister Field Master Plan
7-32 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-10: YKM Low Growth Scenario (Continued)
EXPENDITURES
2016 2017
111111
2019 2020 2021 2022 2023 202
Other Services and Charges
J
LProf Services -Audits ' 13,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
F
Extemal Taxes &Operations Assess 5,704 2,852 4,278 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803
Stormwater Fees
I Short -Term External Debt-SIED Loan 6,148 2,497 4,322 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
`Total - Other . 24,852 18,349 8,601 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803
Salaries .
Salaries Wages 528,834 520,758 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800 520,800
Salaries -Overtime 11,393 5,060 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500
Accrued Annual Leave 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500 10,500
Total SaIar•ies 550,727 536,319 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800
Personnel Benefits
`Benefits -Direct 119,830 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687
I Benefits -Indirect 16,073 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800
1 Benefits -Bank Accruals a 1,368 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220
[Benefits -Unemployment 21,921 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800
[Personnel Benefits 159,192 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507
LSupplillM
(ffice & Operating Suppl 16,710 15,240 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975
®ire Truck Supplies 550 1,200 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875
Fuel Consumed 17,761 19,440 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601
Small Tools & Minor Equipment 241 2,500 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371
computer Software 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1
35,262 38,380 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821
Yakima Air Terminal/McAllister Field Master Plan
Page 1 7-33
rTotal Expenses
Mai
Chapter 7 ♦ Financial and Implementation Plan
Table 7-10: YKM Low Growth Scenario (Continued)
Mir EXPENDITURES
rOther Services and Charges
professional Services
Communication -Telephone
Travel
4111;MIS MEM
14111 2020 2021 2022
2023 2024 202 I 2026 1 2027
2028 2029
2030
■
•
[Operating Rentals & Leases
Utility Services
Repairs & Maintenance
Vehicle Repair
Fire Truck Repair
Repair Misc.
Communications -Postage
nsurance
[Misc. Expense
■
1
21,216 21,100 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158
11,030 8,800 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915
874 1,620 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247
919 1,620 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270
105,362 106,710 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036
4,935 6,500 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718
3,978 4,200 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089
205 1,200 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703
18 0 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9
55 400 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228 228
60,778 26,737 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758
9,284 7,760 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522
218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651
Intergovernmental Services
intergovernmental Prof Services 96,307 120,600 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454
Cccise Tax 2,000 2,040 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020
Cntergovemmental Services 98,307 122,640 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474
•
Total Revenues
Surplus/shortfall
1,086,994 1,036,842 1,029,852 1,024,817 1,025,174 1,024,995 1,025,084 1,025,040 1,025,062 1,025,051 1,025,057 1,025,054 1,025,055 1,025,054 1,025,055 1,025,055 1,025,055 1,025,055 1,025,055
1,157,209 1,119,205 1,133,118 1,136,528 1,140,030 1,143,225 1,146,573 1,149,845 1,153,155 1,159,485 1,165,825 1,172,160 1,178,497 1,184,915 1,189,568 1,194,220 1,198,872 1,203,525 1,208,325
70,215 82,363 103,265 111,711 114,856 118,229 121,489 124,805 128,093 134,434 140,768 147,106 153,442 159,861 164,513 169,165 173,818 178,470 183,271
Yakima Air Terminal/McAllister Field Master Plan
7-34 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-11: YKM Preferred Forecast Scenario
REVENUES
2012 x014 I uil 2017 2018 2019 2020 2021 2022 2023 2011. Hif,i 2027 u 2030
IMiscellaneous Income
Return of Leasehold Tax
1,080 17,600 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340
17,714 6,187 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950
Airfield
Income Power
8,688 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700
let AFees 24,000 28,834 28,977 29,119 29,467 29,815 30,162 30,510 30,857 31,192 31,527 31,861 32,196 32,531 32,829 33,127 33,426 33,724 34,022
EviationGasFees 4,817 6,916 6,973 7,031 7,101 7,171 7,241 7,312 7,382 7,457 7,533 7,608 7,684 7,759 7,842 7,925 8,008 8,091 8,174
tuelPermitFees 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150
sanding Fees Airline 87,454 97,547 98,030 98,513 99,689 100,865 102,041 103,217 104,393 105,525 106,657 107,789 108,921 110,053 111,063 112,072 113,081 114,090 115,100
Landing Fees Unscheduled 15,421 24,700 24,822 24,944 25,242 25,540 25,838 26,136 26,433 26,720 27,007 27,293 27,580 27,867 28,122 28,378 28,633 28,889 29,144
ILanding Fees Freight 18,623 16,526 16,663 16,800 16,967 17,134 17,301 17,468 17,635 17,802 17,969 18,136 18,303 18,529 18,696 18,863 19,030 19,197 16,307
sanding Fees Touch and Go 4,200 2,880 2,904 2,928 2,957 2,987 3,016 3,045 3,074 3,106 3,137 3,169 3,200 3,231 3,266 3,300 3,335 3,369 3,404
rRentAviation 136,718 171,318 172,749 174,180 175,918 177,656 179,394 181,132 182,870 184,740 186,611 188,482 190,352 192,223 194,275 196,327 198,380 200,432 202,484
Rent Ramps (tie -downs) 1 6,226 2,700 2,723 2,745 2,772 2,800 2,827 2,855 2,882 2,912 2,941 2,970 3,000 3,029 3,062 3,094 3,126 3,159 3,191
Miscellaneous Income I 406 0 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200
Terminal
Rent TSA/US Coast Guard
[Rent Car Rentals (offices; storage; counter)
[Airline Rents(ticket counters; bag make-up;
bag claim)
concession Rent
Verminal Use Charter Fees
a
1
Vending
[Car Rental Income (% of contract)
[Panel Display Advertising (Clear Channel)
22,898 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739
14,558 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198
124,505 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029
360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
7,563 6,420 6,523 6,626 6,706 6,785 6,864 6,944 7,023 7,099 7,175 7,251 7,327 7,403 7,471 7,539 7,607 7,675 7,743
7,387 7,654 7,777 7,900 7,995 8,089 8,184 8,278 8,373 8,464 8,554 8,645 8,736 8,826 8,907 8,988 9,069 9,150 9,231
91,450 95,492 97,027 98,562 99,743 100,923 102,104 103,284 104,464 105,595 106,726 107,857 108,988 110,119 111,128 112,137 113,146 114,155 115,164
8,100 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179
ICommercial
kIncome Gas -234 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Income Water 275 264 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270
ommercial Rents 149,038 126,790 137,914 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900
ommercial AG 16,772 12,579 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675
Commercial General AMMII 245 0 123 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125
6 Airporter Shuttle iMill20,993 11,349 11,531 11,714 11,854 11,994 12,135 12,275 12,415 12,550 12,684 12,819 12,953 13,087 13,207 13,327 13,447 13,567 13,687
1 Commercial Option Income 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
koiscellaneous Income 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Yakima Air Terminal/McAllister Field Master Plan
Page 1 7-35
Chapter 7 ♦ Financial and Implementation Plan
Table 7-11: YKM Preferred Forecast Scenario (Continued)
REVENUES
111111 r,
2017 I
2021 2022 2023 2024 I 2025 2026 2027
2028 2029 2030
Fecurity Badges
Security
[Replacement Security Badge
[ Contract Security Income
8,638
100
74,042
7,000 7,819 7,410 7,614 7,512 7,563 7,537 7,550 7,544 7,547 7,545 7,546 7,546 7,546 7,546 7,546 7,546 7,546
0 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
65,700
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Parking
I Parking Lot Revenue (partial year Republic) 148,576 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[Parking Meter Income 3,829 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
[Rent Parking 39,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
L Republic Parking 0 200,000 203,215 206,430 208,902 211,374 213,847 216,319 218,791 221,160 223,528 225,897 228,265 230,633 232,747 234,860 236,974 239,087 241,201
Administration
!Interest Income Operating 145 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
!Interest Income Other 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Miscellaneous Income 542 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
tate Fees 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
ITSF Fees 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Interest Income Operating 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
1 1,157,245 1,119,205 1,067,022 1,074,178 1,082,203 1,089,921 1,097,792 1,105,586 1,113,419 1,121,141 1,128,872 1,136,598 1,144,327 1,152,113 1,159,437 1,166,760 1,174,083 1,181,406 1,185,673
Yakima Air Terminal/McAllister Field Master Plan
7-36 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-11: YKM Preferred Forecast Scenario (Continued)
EXPENDITURES
_
'11111kr,
2017
2018
2019
2020
2021
2022
2023 I�202
u
u :`
o 1 i1
Hif
f Prof Services -Audits
'External Taxes &Operations Assess
Stormwater Fees
13,000
5,704
6,148
24,852
0
2,852
2,497
18,349
0
4,278
4,322
8,601
0
3,565
0
3,565
0
3,922
0
3,922
0
3,744
0
3,744
Other Services and Charges
0 0 0
3,833 3,788 3,810
0 0 0
3,833 3,788 3,810
0
3,799
0
3,799
0
3,805
0
3,805
0
3,802
0
3,802
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
0
3,803
'Short -Term External Debt-SIED Loan
Total - Other
Salaries
528,834
11,393
10,500
550,727
520,758
5,060
10,500
536,319
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
520,800
5,500
10,500
536,800
Salaries & Wages
Salaries -Overtime
1
I Accrued Annual Leave
I
Total Salaries
Personnel Benefits
119,830
16,073
1,368
21,921
159,192
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
110,687
4,800
2,220
16,800
134,507
=enefits-Direct
FBenefits-Indirect
1 Benefits-BankAcc _._II':
r Benefits -Unemployment
Personnel Benefits
Supplies
LI
16,710
550
17,761
241
0
35,262
15,240
1,200
19,440
2,500
0
38,380
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
15,975
875
18,601
1,371
0
36,821
Office & Operating Supplies
!Fire Truck Supplies
!Fuel Consumed
1 Small Tools & Minor Equipment
Lomputer Software
_I
.11
Yakima Air Terminal/McAllister Field Master Plan
Page 1 7-37
1
Chapter 7 ♦ Financial and Implementation Plan
Table 7-11: YKM Preferred Forecast Scenario (Continued)
Mr EXPENDITURES
rOther Services and Charges
professional Services
Communication -Telephone
Travel
[Operating Rentals & Leases
Utility Services
Repairs & Maintenance
Vehicle Repair
Fire Truck Repair
Repair Misc.
Communications -Postage
nsurance
[Misc. Expense
■
1
V?IlaMD 1 111111INN
2020 2021 2022 2023 2024 202 I 2026 I 2027
2028 2029
2030
21,216 21,100 21,158 21,158 21,158 21,158 21,158 21,158
11,030 8,800 9,915 9,915 9,915 9,915 9,915 9,915
874 1,620 1,247 1,247 1,247 1,247 1,247 1,247
919 1,620 1,270 1,270 1,270 1,270 1,270 1,270
105,362 106,710 106,036 106,036 106,036 106,036 106,036 106,036
4,935 6,500 5,718 5,718 5,718 5,718 5,718 5,718
3,978 4,200 4,089 4,089 4,089 4,089 4,089 4,089
205 1,200 703 703 703 703 703 703
18 0 9 9 9 9 9 9
55 400 228 228 228 228 228 228
60,778 26,737 43,758 43,758 43,758 43,758 43,758 43,758
9,284 7,760 8,522 8,522 8,522 8,522 8,522 8,522
218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651
21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158
9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915
1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247 1,247
1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270
106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036
5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718
4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089
703 703 703 703 703 703 703 703 703 703 703
9 9 9 9 9 9 9 9 9 9 9
228 228 228 228 228 228 228 228 228 228 228
43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758
8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522 8,522
202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651
Intergovernmental Services
intergovernmental Prof Services
Excise Tax
96,307 120,600 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454
2,000 2,040 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020 2,020
Intergovernmental Services 98,307 122,640 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474
Total Expenses
Total Revenues
Surplus/shortfall
1,086,994 1,036,842 1,029,852 1,024,817 1,025,174 1,024,995 1,025,084 1,025,040 1,025,062 1,025,051 1,025,057 1,025,054 1,025,055 1,025,054 1,025,055 1,025,055 1,025,055 1,02 5,055 1,025,055
1,157,245 1,119,205 1,067,022 1,074,178 1,082,203 1,089,921 1,097,792 1,105,586 1,113,419 1,121,141 1,128,872 1,136,598 1,144,327 1,152,113 1,159,437 1,166,760 1,174,083 1,181,406 1,185,673
70,251 82,363 37,169 49,361 57,030 64,925 72,708 80,547 88,357 96,090 103,815 111,544 119,272 127,059 134,382 141,705 149,029 156,352 160,618
Yakima Air Terminal/McAllister Field Master Plan
7-38 1 Page
Chapter 7 ♦ Financial and Implementation Plan
Combining the needs of the CIP with the available entitlement grants, PFC income, and
airport generated revenues shows that under any ofthe growth scenarios the capital needs of
the airport will exceed the available revenues. Table 7-12 through Table 7-15 show the
situation under each growth scenario. In these tables we have not made the assumption that
all "eligible" projects would only receive the 90 percent funding under the AIP. Rather we
are showing the situation where the airport would receive their entitlement funds and no
discretionary AIP grants would be available. Additionally we have made no assumptions
regarding the availability of WSDOT Aviation grants.
Table 7-12: Financial Analysis - High Growth Scenario
AIP r -
Year CIP Cost Entitlement Difference PFC Funds
Funds
Airport Surplus/
Revenues Shortfall
2013 $12,030,774 $1,000,000 -$11,030,774 $303,017 $82,363 -$10,645,395
2014 $720,000 $1,000,000 $280,000 $315,531 $118,469 $714,000
2015 $2,150,000 $1,000,000 -$1,150,000 $328,045 $137,794 -$684,161
2016 $1,180,000 $1,000,000 -$180,000 $337,647 $158,836 $316,483
2017 $2,400,000 $1,000,000 -$1,400,000 $347,248 $175,780 -$876,972
2018 $660,000 $1,000,000 $340,000 $356,849 $192,611 $889,460
2019 $1,400,000 $1,000,000 -$400,000 $366,450 $209,499 $175,949
2020 $15,000,000 $1,000,000 -$14,000,000 $376,051 $226,358 -$13,397,591
2021 $1,500,000 $1,000,000 -$500,000 $408,319 $278,459 $186,778
2022 $1,241,308 $1,000,000 -$241,308 $440,587 $330,553 $529,832
2023 $1,241,308 $1,000,000 -$241,308 $472,855 $382,651 $614,197
2024 $1,241,308 $1,000,000 -$241,308 $505,122 $434,746 $698,560
2025 $1,241,308 $1,000,000 -$241,308 $537,390 $487,136 $783,218
2026 $1,241,308 $1,000,000 -$241,308 $565,877 $533,579 $858,147
2027 $1,241,308 $1,000,000 -$241,308 $594,363 $580,022 $933,077
2028 $1,241,308 $1,000,000 -$241,308 $622,850 $626,465 $1,008,006
2029 $1,241,308 $1,000,000 -$241,308 $651,336 $672,908 $1,082,936
2030 $1,241,308 $1,000,000 -$241,308 $679,823 $720,190 $1,158,704
Yakima Air Terminal/McAllister Field Master Plan
Page 1 7-39
Chapter 7 ♦ Financial and Implementation Plan
Table 7-13: Financial Analysis - Status Quo Scenario
AIP
Year CIP Cost Entitlement Difference PFC Funds
Funds
Airport Surplus/
Revenues Shortfall
2013 $12,030,774 $1,000,000 -$11,030,774 $303,017 $82,363 -$10,645,395
2014 $720,000 $1,000,000 $280,000 $315,531 $107,041 $702,572
2015 $2,150,000 $1,000,000 -$1,150,000 $328,045 $114,936 -$707,019
2016 $1,180,000 $1,000,000 -$180,000 $337,647 $126,930 $284,577
2017 $2,400,000 $1,000,000 -$1,400,000 $347,248 $134,826 -$917,926
2018 $660,000 $1,000,000 $340,000 $356,849 $142,608 $839,457
2019 $1,400,000 $1,000,000 -$400,000 $366,450 $150,447 $116,897
2020 $15,000,000 $1,000,000 -$14,000,000 $376,051 $158,257 -$13,465,692
2021 $1,500,000 $1,000,000 -$500,000 $408,319 $165,990 $74,309
2022 $1,241,308 $1,000,000 -$241,308 $440,587 $173,716 $372,995
2023 $1,241,308 $1,000,000 -$241,308 $472,855 $181,445 $412,991
2024 $1,241,308 $1,000,000 -$241,308 $505,122 $189,172 $452,986
2025 $1,241,308 $1,000,000 -$241,308 $537,390 $196,959 $493,041
2026 $1,241,308 $1,000,000 -$241,308 $565,877 $204,282 $528,850
2027 $1,241,308 $1,000,000 -$241,308 $594,363 $211,606 $564,661
2028 $1,241,308 $1,000,000 -$241,308 $622,850 $218,929 $600,470
2029 $1,241,308 $1,000,000 -$241,308 $651,336 $226,252 $636,280
2030 $1,241,308 $1,000,000 -$241,308 $679,823 $233,697 $672,211
Yakima Air Terminal/McAllister Field Master Plan
7-40 1 Page
Financial and Implementation Plan ♦ Chapter 7
Table 7-14: Financial Analysis - Low Growth Scenario
AIP
Year CIP Cost Entitlement Difference PFC Funds
Funds
Airport Surplus/
Revenues Shortfall
2013 $12,030,774 $1,000,000 -$11,030,774 $303,017 $82,363 -$10,645,395
2014 $720,000 $1,000,000 $280,000 $315,531 $103,265 $698,796
2015 $2,150,000 $1,000,000 -$1,150,000 $328,045 $107,386 -$714,569
2016 $1,180,000 $1,000,000 -$180,000 $337,647 $114,856 $272,503
2017 $2,400,000 $1,000,000 -$1,400,000 $347,248 $118,229 -$934,523
2018 $660,000 $1,000,000 $340,000 $356,849 $121,489 $818,338
2019 $1,400,000 $1,000,000 -$400,000 $366,450 $124,805 $91,255
2020 $15,000,000 $1,000,000 -$14,000,000 $376,051 $128,093 -$13,495,856
2021 $1,500,000 $1,000,000 -$500,000 $408,319 $134,434 $42,753
2022 $1,241,308 $1,000,000 -$241,308 $440,587 $140,768 $340,047
2023 $1,241,308 $1,000,000 -$241,308 $472,855 $147,106 $378,652
2024 $1,241,308 $1,000,000 -$241,308 $505,122 $153,442 $417,256
2025 $1,241,308 $1,000,000 -$241,308 $537,390 $159,861 $455,943
2026 $1,241,308 $1,000,000 -$241,308 $565,877 $164,513 $489,081
2027 $1,241,308 $1,000,000 -$241,308 $594,363 $169,165 $522,220
2028 $1,241,308 $1,000,000 -$241,308 $622,850 $173,818 $555,359
2029 $1,241,308 $1,000,000 -$241,308 $651,336 $178,470 $588,498
2030 $1,241,308 $1,000,000 -$241,308 $679,823 $183,271 $621,785
Yakima Air Terminal/McAllister Field Master Plan
Page i 7-41
Chapter 7 ♦ Financial and Implementation Plan
Table 7-15: Financial Analysis - Preferred Forecast Scenario
AIP
Year CIP Cost Entitlement Difference PFC Funds
Funds
Airport
Revenues
Surplus/
2013 $12,030,774 $1,000,000 -$11,030,774 $303,017 $82,363 -$10,645,395
2014 $720,000 $1,000,000 $280,000 $315,531 $107,040 $702,571
2015 $2,150,000 $1,000,000 -$1,150,000 $328,045 $114,936 -$707,019
2016 $1,180,000 $1,000,000 -$180,000 $337,647 $126,930 $284,577
2017 $2,400,000 $1,000,000 -$1,400,000 $347,248 $134,825 -$917,927
2018 $660,000 $1,000,000 $340,000 $356,849 $142,608 $839,457
2019 $1,400,000 $1,000,000 -$400,000 $366,450 $150,447 $116,897
2020 $15,000,000 $1,000,000 -$14,000,000 $376,051 $158,257 -$13,465,692
2021 $1,500,000 $1,000,000 -$500,000 $408,319 $165,990 $74,309
2022 $1,241,308 $1,000,000 -$241,308 $440,587 $173,715 $372,994
2023 $1,241,308 $1,000,000 -$241,308 $472,855 $181,444 $412,990
2024 $1,241,308 $1,000,000 -$241,308 $505,122 $189,172 $452,986
2025 $1,241,308 $1,000,000 -$241,308 $537,390 $196,959 $493,041
2026 $1,241,308 $1,000,000 -$241,308 $565,877 $204,282 $528,850
2027 $1,241,308 $1,000,000 -$241,308 $594,363 $211,605 $564,660
2028 $1,241,308 $1,000,000 -$241,308 $622,850 $218,929 $600,470
2029 $1,241,308 $1,000,000 -$241,308 $651,336 $226,252 $636,280
2030 $1,241,308 $1,000,000 -$241,308 $679,823 $230,518 $669,032
Given the scope of the improvements it is clear that airport income will be insufficient to
finance the entire CIP in the years where they are scheduled. During the period from 2017
through 2021 additional sources of funding will be required. Several options are available to
pursue to secure additional funding:
1. Discretionary grants can be sought from FAA to overcome some of these shortfalls.
However the project types include reconstruction of the west tie -down ramp and
terminal improvements. These types of projects are commonly low on FAA's
funding priorities.
2. For terminal improvements, the airport's PFC and annual revenues can be used to
issue bonds for construction of the new passenger terminal. Assuming that other
higher priority capacity and safety projects have been accomplished prior to this
time, FAA AIP Entitlements can also be used to offset some of the project costs.
Yakima Air Terminal/McAllister Field Master Plan
7-42 1 Page
Financial and Implementation Plan ♦ Chapter 7
3. Alternative funding sources can be explored for the construction of the passenger
terminal. These could include City, County or State funding sources.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 7-43
A
GLOSSARY
A.1 ABBREVIATIONS/ACRONYMS
AC Advisory Circular
ADF Automatic Direction Finder
ADPM - Average Day of the Peak Month
AGL - Above Ground Level
AIP Airport Improvement Program
ALP Airport Layout Plan
ALS Approach Lighting System
ALSF-1 Approach Light System with Sequence Flasher Lights
ARC Airport Reference Code
ARFF Airport Rescue and Fire Fighting
ARP Airport Reference Point
ARTCC Air Route Traffic Control Center
ASDA Accelerate -Stop Distance Available
ASO - Airport Safety Overlay Zone
ASR - Airport Surveillance Radar
ASV Annual Service Volume
ATC Air Traffic Control
ATCT - Airport Traffic Control Tower
AVGAS - Aviation Gasoline
CBP Customs and Border Patrol
CIP Capital Improvement Program
CL Centerline
Yakima Air Terminal/McAllister Field Master Plan
Page 1 A-1
Appendix A • Glossary of Terms
dBA - A -weighted Decibels
DH - Decision Height
D1VIE - Distance Measuring Equipment
DNL Day -Night Sound Levels
EA Environmental Assessment
EIS Environmental Impact Statement
EPA The United States Environmental Protection Agency
FAA Federal Aviation Administration
FAR - Federal Aviation Regulation
FBO - Fixed Based Operator
FIS Federal Inspection Service
FSS Flight Service Station
GA General Aviation
GPS - Global Positioning System
IFR - Instrument Flight Rules
ILS - Instrument Landing System
INM - Integrated Noise Model
LATS - Washington State Department of Transportation — Aviation Division's Long-term Air
Transportation Study.
LDA Landing Distance Available
LIRL - Low -Intensity Runway Lights
MALS - Medium -Intensity Approach Light System
MALSF Medium -Intensity Approach Light System with sequence flashing Lights
MALSR - Medium -Intensity Approach Lighting System with Runway Alignment Indicators
MGW - Maximum Gross Weight
MIRL Medium -Intensity Runway Lights
MSL Mean Sea Level
Yakima Air Terminal/McAllister Field Master Plan
A-2 1 Page
Glossary of Terms • Appendix A
NAVAID - Air Navigation Facility/Aid
NDB Non -Directional Beacon
NPIAS National Plan of Integrated Airport Systems
OFA - Object -Free Area
OFZ Obstacle -Free Zone
PAPI Precision Approach Path Indicator
RAIL Runway Alignment Indicator Lights
REIL Runway End Identifier Lights
RSA Runway Safety Area
RPZ Runway Protection Zone
TAF FAA Terminal Area Forecasts
TODA Take -Off Distance Available
TORA Take -Off Run Available
UHF Ultra High Frequency
VASI Visual Approach Slope Indicator
VFR - Visual Flight Rules
VHF - Very High Frequency
WSDOT - Washington State Department of Transportation
YKM - Yakima Air Terminal/McAllister Field
Yakima Air Terminal/McAllister Field Master Plan
Page 1 A-3
Appendix A • Glossary of Terms
A.2 DEFINITIONS
Active Aircraft - Aircraft registered with the FAA and reported to have flown during the preceding
calendar year.
Activity - Used in aviation to refer to any kind of movement; e.g., cargo flights, passenger flights, or
passenger enplanements. Without clarification, it has no particular meaning.
ADF - Automatic Direction Finder.
Advisory Circular (AC) - A series of Federal Aviation Administration (FAA) publications
providing guidance and standards for the design, operation, and performance of aircraft and airport
facilities.
AGL - Above Ground Level.
Airport Improvement Program (AIP) - A congressionally mandated program through which the
FAA provides funding assistance for the development and enhancement of airport facilities.
Air Cargo - Commercial freight, including express packages and mail, transported by passenger or
all -cargo airlines.
Air Carrier - An airline providing scheduled air service for the commercial transport of passengers
or cargo.
Air Navigation Facility (NAVAID) - Although generally referring to electronic radio wave
transmitters (VOR, NDB, and ILS), it also includes any structure or mechanism designed to guide or
control aircraft involved in flight operations.
Air Route Traffic Control Center (ARTCC) - FAA -manned facility established to provide air
traffic control services to aircraft operating in controlled airspace, en route between terminal areas.
Although designed to handle aircraft operating under IFR conditions, some advisory services are
provided to participating VFR aircraft when controller work loads permit.
Air Taxi - An air carrier certificated in accordance with FAR Part 135 and authorized to provide, on
demand, public transportation of persons and property by aircraft. Air taxi operators generally
operate small aircraft "for hire" for specific trips.
Aircraft Approach Category - A grouping of aircraft based on a speed of 1.3 times the stall speed
in the landing configuration at maximum gross landing weight. The aircraft approach categories are:
Category A - Speed less than 91 knots;
Category B - Speed 91 knots or more but less than 121 knots;
Yakima Air Terminal/McAllister Field Master Plan
A-4 1 Page
Glossary of Terms • Appendix A
Category C - Speed 121 knots or more but less than 141 knots;
Category D - Speed 141 knots or more but less than 166 knots; and
Category E - Speed 166 knots or more.
Aircraft Mix - The classification of aircraft into groups that are similar in size, noise, and
operational characteristics.
Aircraft Operations - The airborne movement of aircraft. There are two types of operations, local
and itinerant, defined as follows:
1. Local Operations are performed by aircraft that:
(a) Operate in the local traffic pattern or within sight of the airport;
(b) Are known to be departing for or arriving from a local practice area.
2. Itinerant operations are all others.
Airfield - A defined area on land or water including any buildings, installations, and equipment
intended to be used either wholly or in part for the arrival, departure, or movement of aircraft.
Airplane Design Group - A grouping of airplanes based on wingspan. The groups are:
Group I: Up to, but not including, 49 feet
Group II: 49 feet up to, but not including, 79 feet
Group III: 79 feet up to, but not including, 118 feet
Group IV: 118 feet up to, but not including, 171 feet
Group V: 171 feet up to, but not including, 214 feet
Group VI: 214 feet up to, but not including, 262 feet
Airport Layout Plan (ALP) - An FAA required map of an airport depicting existing and proposed
facilities and uses, with clearance and dimensional information showing compliance with applicable
standards.
Airport Reference Code (ARC) - A coding system used to relate airport design criteria to the
operational and physical characteristics of the airplanes intended to operate at the airport. It is a
combination of the aircraft approach category and the airplane design group.
Airport Reference Point (ARP) - The location at which the designated latitude and longitude for an
airport are measured.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 A-5
Appendix A • Glossary of Terms
Airport Service Area - The geographic area that generates demand for aviation services at an
airport.
Airport Surveillance Radar (ASR) - Radar providing position of aircraft by azimuth and range
data without elevation data. It is designed for a range of approximately 50 miles.
Airport Traffic Area - Unless otherwise specifically designated, that airspace with a horizontal
radius of five statute miles from the geographic center of any airport at which a control tower is
operating, extending from the surface up to, but not including, 3,000 feet above the surface.
Airside - That portion of the airport facility where aircraft movements take place, airline operations
areas, and areas that directly serve the aircraft (taxiway, runway, maintenance, and fueling areas).
Also called the airport operations area.
Airspace - The area above the ground in which aircraft travel. It is divided into corridors, routes,
and restricted zones for the control and safety of aircraft.
All -Cargo Carrier - An air carrier certificated in accordance with FAR Part 121 to provide
scheduled air freight, express, and mail transportation over specific routes, as well as the conduct of
nonscheduled operations that may include passengers.
Ambient Noise Level - Background noise level, exclusive of the contribution made by aircraft.
Annual Service Volume (ASV) - A reasonable estimate of an airport's annual capacity. It accounts
for differences in runway use, aircraft mix, weather conditions, etc., that would be encountered over
a year's time.
Approach End of Runway - The near end of the runway as viewed from the cockpit of a landing
aircraft.
Approach Surface - An imaginary 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 the runway based upon the planned approach. The inner edge ofthe
approach surface is the same width as the primary surface and expands uniformly depending upon
the planned approach.
Approved Instrument Approach - Instrument approach meeting the design requirements,
equipment specifications, and accuracies, as determined by periodic FAA flight checks, and which
are approved for general use and publication by the FAA.
Apron - A defined area where aircraft are maneuvered and parked and where activities associated
with the handling of flights can be carried out.
ARFF - Aircraft Rescue and Fire Fighting.
Yakima Air Terminal/McAllister Field Master Plan
A-6 1 Page
Glossary of Terms • Appendix A
ATC - Air Traffic Control.
ATCT - Airport Traffic Control Tower.
AVGAS - Aviation gasoline. Fuel used in reciprocating (piston) aircraft engines. Avgas is
manufactured in the following grades; 80/87, 100LL, 100/130, and 115/145.
Avigation Easement - A form of limited property right purchase that establishes legal land -use
control prohibiting incompatible development of areas required for airports or aviation -related
purposes.
Based Aircraft - Aircraft stationed at an airport on an annual basis.
BRL - Building Restriction Line.
Capacity - (Throughput capacity). A measure of the maximum number of aircraft operations that
can be accommodated on the airport component in an hour.
Capital Improvement Program (CIP) - A scheduled of planned projects and costs, often prepared
and adopted by public agencies.
CAT I (one) - Category I Instrument Landing System that provides for approach to a height above
touchdown of not less than 200 feet and with Runway Visual Range of not less than 1,800 feet.
CAT II (two) - Category II ILS approach procedure that provides for approach to a height above
touchdown of not less than 100 feet and a RVR of not less than 1,200 feet.
CAT III (three) - Category III ILS approach that provides for an approach with no decision height
and a RVR of not less than 700 feet.
Ceiling - The height above the ground of the base of the lowest layer of clouds or obscuring
phenomena aloft that is reported as broken or overcast and not classified as scattered, thin, or partial.
Ceiling figures in aviation weather reports may be determined as measured, estimated, or indefinite.
Charter Airline- A nonscheduled flight offered by either a supplemental or certificated air carrier.
Circling Approach - An instrument approach procedure in which an aircraft executes the published
instrument approach to one runway, the maneuvers visually to land on a different runway. Circling
approaches are also used at airports that have published instrument approaches with a final approach
course that is not aligned within 30 degrees of any runway.
Clear Zone - See Runway Protection Zone
Clearway - A clearway is an area available for the continuation of the take -off operation that is
above a clearly defined area connected to and extending beyond the end of the runway. The area
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Page 1 A-7
Appendix A • Glossary of Terms
over which the clearway lies need not be suitable for stopping aircraft in the event of an aborted
take -off. Clearways are applicable only in the take -off operations of turbine -engined aircraft.
Commuter Air Carrier - An air carrier certificated in accordance with FAR Part 135, which
operates aircraft with a maximum of 60 seats and provides at least five scheduled round trips per
week between two or more points, or carries mail.
Commuter/Air Taxi Operations - Those arrivals and departures performed by air carriers
certificated in accordance with FAR Part 135.
Conical Surface - An imaginary surface extending outward and upward from the periphery of the
horizontal surface at a slope of 20:1 for a horizontal distance of 4,000 feet.
Control Areas - These consist of the airspace designated as Federal Airways, additional Control
Areas, and Control Area Extensions, but do not include the Continental Control Areas.
Control Tower - A central operations facility in the terminal air traffic control system consisting of
a tower cab structure using air/ground communications and/or radar, visual signaling, and other
devices to provide safe and expeditious movement of air traffic.
Control Zones - Areas of controlled airspace that extend upward from the surface and terminate at
the base of the continental control area. Control zones that do not underlie the continental control
area have no upper limit. A control zone may include one or more airports and is normally a circular
area with a radius of five statute miles and any extensions necessary to include instrument departure
and arrival paths.
Controlled Airspace - Airspace designated as continental control area, control area, control zone, or
transition area within which some or all aircraft may be subject to air traffic control.
Critical Aircraft - The aircraft which controls one or more design items based on wingspan,
approach speed, and/or maximum certificated takeoff weight. The same aircraft may not be critical
to all design items.
Crosswind - When used concerning wind conditions, the word means a wind not parallel to the
runway or the path of an aircraft.
dBA - Decibels measured on the A -weighted scale to factor out anomalies.
Decision Height (DH) - During a precision approach, the height (or altitude) at which a decision
must be made to either continue the approach or execute a missed approach.
Declared Distances - The distances the airport owner declares available and suitable for satisfying
an airplane's take -off distance, accelerated -stop distance, and landing distance requirements. The
distances are:
Yakima Air Terminal/McAllister Field Master Plan
A-8 1 Page
Glossary of Terms • Appendix A
• Take-offrun available (TORA) - The runway length declared available and suitable for the
ground run of an airplane taking off.
• Take -off distance available (TODA) - The TORA plus the length of any remaining runway
and/or clearway (CWY) beyond the far end of the TORA.
• Accelerate -stop distance available (ASDA) - The runway plus stopway (S WY) length
declared available and suitable for the acceleration and deceleration of an airplane aborting
take -off.
• Landing distance available (LDA) - The runway length declared available and suitable for
a landing airplane.
Design Hour - The design hour is an hour close to the peak but not the absolute peak, which is used
for airport planning and design purposes. It is usually the peak hour of the average day of the peak
month.
Displaced Threshold - Actual touchdown point on specific runways designated due to obstructions
that make it impossible to use the actual physical runway end.
Distance Measuring Equipment (DME) - An airborne instrument that indicates the distance the
aircraft is from a fixed point, usually a VOR station.
DOT — U. S. Department of Transportation.
Effective Runway Gradient - The maximum difference between runway centerline elevations
divided by the runway length, expressed as a percentage.
Eminent Domain - Right of the government to take property from the owner, upon compensation,
for public facilities or other purposes in the public interest.
Environmental Assessment (EA) - A report prepared under the National Environmental Policy Act
(NEPA), analyzing the potential environmental impacts of a federally funded project.
Environmental Impact Statement (EIS) - A report prepared under NEPA, fully analyzing the
potential significant environmental impacts of a federally funded project.
EPA - The United States Environmental Protection Agency.
FAR Part 77 - Federal Aviation Regulations that establish standards for determining obstructions in
navigable airspace.
Federal Aviation Administration (FAA) - A branch of the U.S. Department of Transportation
responsible for the regulation of all civil aviation activities.
Yakima Air Terminal/McAllister Field Master Plan
A-9
Appendix A • Glossary of Terms
Fixed Base Operator (FBO) - An individual or company located at an airport providing
commercial general aviation services.
Final Approach - The flight path of an aircraft that is inbound to the airport on an approved final
instrument approach course, beginning at the point of interception of that course and extending to the
airport or the point where circling for landing or missed approach is executed.
Fixed Wing - For the purposes of this report, any aircraft not considered rotorcraft.
Flight Plan - A description or outline of a planned flight that a pilot submits to the FAA, usually
through a Flight Service Station.
Flight Service Station (FSS) - Air traffic facility operated by the FAA to provide flight service
assistance such as pilot briefing, en route communications, search and rescue assistance, and weather
information.
General Aviation - All civil aviation operations other than scheduled air services and non-scheduled
air transport operations for remuneration or hire.
Global Positioning System (GPS) - GPS uses a group of many satellites orbiting the earth to
determine the position of users on or above the earth's surface. This system will provide at least
non -precision approach capability to any airport having published instrument approach procedures.
HIRL — High -Intensity Runway Lights.
Horizontal Surface - A horizontal plane 150 feet above the established airport elevation, the
perimeter of which is constructed by swinging arcs with a radius of 5,000 feet for all runways
designated as utility or general; and 10,000 feet for all other runways from the center of each end of
the primary surface and connecting the adjacent arc by tangent lines.
Instrument Flight Rules (IFR) - These rules govern the procedures for conducting instrument
flight. Pilots are required to follow these rules when operating in controlled airspace with visibility
of less than three miles and/or ceiling lower than 1,000 feet.
Instrument Landing System (ILS) - ILS is designed to provide an exact approach path for
alignment and descent of aircraft. Generally consists of a localizer, glide slope, outer marker, middle
marker, and approach lights. This type of precision instrument system is being replaced by
Microwave Landing Systems (MLS).
Instrument Runway - A runway equipped with electronic and visual navigation aids for which a
precision or non -precision approach procedure having straight -in landing minimums has been
approved.
Itinerant Operation - All aircraft operations at an airport other than local.
Yakima Air Terminal/McAllister Field Master Plan
A-10 1 Page
Glossary of Terms • Appendix A
Local Operation - Aircraft operation in the traffic pattern or within sight of the tower, or aircraft
known to be departing or arriving from flight in local practice areas, or aircraft executing practice
instrument approaches at the airport.
LIRL — Low -Intensity Runway Lights.
Mean Sea Level (MSL) - Elevation above Mean Sea Level.
Medium -Intensity Approach Lighting (MALSR) - This system includes runway alignment
indicator lights. An airport lighting facility that provides visual guidance to landing aircraft.
Minimums - Weather condition requirements established for a particular operation or type of
operation.
MIRL - Medium -Intensity Runway Lights.
Movement Area - The runways, taxiways, and other areas of the airport used for taxiing, takeoff
and landing of aircraft, exclusive of loading ramps and parking areas.
Navigational Aid (NAVAID) - Any visual or electronic device, airborne or on the surface that
provides point-to-point guidance information or position data to aircraft in flight.
Non -Directional Beacon (NDB) - Transmits a signal on which a pilot may "home" using equipment
installed in the aircraft.
Non -Precision Instrument Approach - An instrument approach procedure with only horizontal
guidance or area -type navigational guidance for straight -in approaches.
Object Free Area (OFA) - A two-dimensional ground area surrounding runways, taxiways, and
taxilanes that is clear of objects except those whose location is fixed by function.
Object Free Zone (OFZ) - The airspace defined by the runway OFZ and, as appropriate, the inner -
approach OFZ and the inner -transitional OFZ, which is clear of object penetrations other than
frangible NAVAIDS.
• Runway OFZ - The airspace above a surface centered runway centerline.
• Inner -approach OFZ - The airspace above a surface centered on the extended runway
centerline. It applies to runways with an approach lighting system.
i Inner -transitional OFZ - The airspace above the surfaces located on the outer edges of the
runway OFZ and the inner -approach OFZ. It applies to precision instrument runways.
Obstruction - An object that penetrates an imaginary surface described in FAR Part 77.
Peaking Factor - The factor applied to the annual operations to determine the peak -hour activity.
Yakima Air Terminal/McAllister Field Master Plan
Page i A-11
Appendix A • Glossary of Terms
Precision Approach Path Indicator (PAPI) - Provides visual approach slope guidance to aircraft
during approach to landing by radiating a directional pattern of high intensity focused light beams.
Precision Instrument Approach - An instrument approach procedure in which electronic vertical
and horizontal guidance is provided; e.g. ILS.
Primary Surface - A surface longitudinally centered on the runway, extending 200 feet beyond each
end of the runway. The elevation of any point on the primary surface is the same as the elevation of
the nearest point on the runway centerline.
Rotorcraft (e. g. Helicopter) - A heavier-than-air aircraft supported in flight by the reactions of the
air on one or more power -driven rotors on substantially vertical axis.
Runway End Identifier Lights (REIL) - These lights aid in early identification of the approach end
of the runway.
Runway Protection Zone (RPZ) - The ground area under the approach surface which extends from
the primary surface to a point where the approach surface is fifty feet above the ground. This was
formerly known as the clear zone.
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.
Segmented Circle - A system of visual indicators designed to provide traffic pattern information at
airports without operating control towers.
Touch and Go Operation - Practice flight performed by a landing touch down and continuous take
off without stopping or exiting the runway.
Transitional Surfaces - These surfaces extend outward and upward at right angles to the runway
centerline and the extended runway centerline at a slope of 7:1 from the sides of the primary surface
and from the sides of the approach surfaces. Transitional surfaces for those portions of a 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.
VASI - Visual Approach Slope Indicator. See definition of PAPI.
Visual Flight Rules (VFR) - Flight rules by which aircraft are operated by visual reference to the
ground. Weather conditions for flying under these rules must include a ceiling greater than 1,000
feet, three -miles visibility, and standard cloud clearance.
Yakima Air Terminal/McAllister Field Master Plan
A-12 1 Page
Glossary of Terms ♦ Appendix A
Wind Coverage - Wind coverage is the percent of time for which aeronautical operations are
considered safe due to acceptable crosswind components.
Wind Rose - A scaled graphical presentation of wind information.
YKM — Yakima Air Terminal/McAllister Field.
Yakima Air Terminal/McAllister Field Master Plan
Page i A-13
TABLE OF CONTENTS
1 Introduction 1-1
1.1 Introduction 1-1
2 Approach 2-1
2.1 Methodology 2-1
2.2 Assessment of Physical Conditions 2-1
2.3 Assessment of Operational Performance 2-2
2.4 Documents Review 2-3
2.5 Facilities Assessment Report 2-3
3 Site Data 3-1
3.1 Project Data 3-1
3.2 Building Code Data 3-1
4 Facility Assessment Site Civil 4-1
4.1 Roadways 4-1
4.2 Automobile Parking 4-1
4.2.1 Delivery Loading/Unloading 4-2
4.3 Airside Facilities 4-2
4.3.1 Apron 4-2
4.3.2 Layout 4-2
4.3.3 Pavement 4-2
4.3.4 Aircraft Services 4-3
5 Facility Assessment Structure 5-1
5.1 Structure 5-1
5.2 Building Codes 5-2
5.3 Structural Assessment 5-2
6 Facility Assessment Exterior Envelope 6-1
6.1 Roof 6-1
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 1
Terminal Facility Assessment
6.2 Windows 6-1
6.3 Walls 6-1
6.4 Curbside Canopies 6-2
6.5 Front Entry Vestibule 6-2
6.6 Other Exterior Doors 6-2
7 Facility Assessment Interior Development 7-1
7.1 Building Interior 7-1
7.1.1 Terminal Level One 7-1
7.1.2 Terminal Level Two 7-2
7.1.3 Tower 7-4
7.1.4 Accessibility 7-4
8 Facility Assessment Mechanical Systems 8-1
8.1 Site Utilities 8-1
8.2 Heating Ventilating and Air Conditioning (HVAC) 8-2
8.3 Plumbing 8-5
8.4 Fire Sprinkler System 8-7
9 Facility Assessment Electrical Systems 9-1
9.1 Power Distribution System 9-1
9.2 Emergency Power System 9-1
9.2.1 Lighting 9-1
9.2.2 Fire Alarm System 9-2
9.2.3 Clock System 9-2
9.2.4 Sound/Paging System 9-2
9.2.5 Telephone/Data System 9-2
10 Operations Assessment 10-1
10.1 Summary 10-1
10.1.1 Departures Process 10-1
10.1.2 Arrivals Process 10-3
10.1.3 Building Services 10-4
10.1.4 Administrative Services 10-5
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
11 I Page
Terminal Facility Assessment
FIGURES
Figure 1-1: Airside View 1-1
Figure 1-2: Landside View 1-11
APPENDICES
Appendix A Building Assessment Floor Plans
Appendix B Building Assessment Data Inventory Photos
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 iii
Terminal Facility Assessment
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
1V 1 Page
1
INTRODUCTION
1.1 INTRODUCTION
Yakima Air Terminal/McAllister Field (YKM) is a commercial service airport located in the city and
county of Yakima, Washington, approximately five miles south of downtown Yakima. The airport
service area consists of portions of Yakima, Lewis,
King, and Kittitas Counties—a population of
approximately 270,700 people according to an air
service study conducted for the Airport Board in 2005.
The present passenger terminal building was developed
in three major projects. The original building was
constructed in 1950 at a cost of $200,000. In 1968, the
Airport added ground level concourses in a "V"
configuration to provide an enclosed circulation space
for passengers closer to the aircraft parking positions.
The terminal was expanded and renovated further
between 1997 and 2000, expanding the airside Figure 1-1: Airside View
passenger hold room, adding toilets to the secure area,
and installing a canopy over the baggage unloading
area. On the landside, the project reconstructed the
departures/arrivals curbside canopy and renovated the
passenger ticketing and baggage claim lobbies.
The terminal currently has approximately 30,838 square
feet of space on two levels. All passenger processing
occurs on the ground floor. The second floor includes an
unoccupied restaurant and bar space that has several
different floor elevations, a meeting room, and an
unused Airport Traffic Control Tower (ATCT) that
offers small office and storage spaces on several levels.
Figure
1-2: Landside View
The terminal houses all existing commercial passenger
processing functions but, due to configuration inefficiencies, affords a level of service that is
characterized in this report as adequate to unacceptable. Conditions for the terminal tenants, the air
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carriers, and the concessionaires are similarly characterized. The functional layout ofthe ticket lobby
does not provide sufficient flexibility to efficiently serve terminal usage patterns by air carriers. The
current level of scheduled flights and air charter service can be accommodated, but adding any new
air carriers, additional service, or larger aircraft during peak times (i.e., multiple flights within the
same hour) would become problematic because of the constraints in space for queuing and
processing passengers and bags. The extent of the congestion depends on the specifics ofthe timing
of the flights, the size of the aircraft, and whether a new airline is offering the service, as well as
Transportation Security Administration (TSA) staffing levels.
The Airport upgraded existing building systems such as electrical power, heating, and air
conditioning during the various terminal improvement projects.
In addition to operational and building systems issues, the terminal building must comply with
current building codes when any expansion or major renovation is done. Existing fire -rated
construction in portions of the terminal is thought to be in compliance with current codes, but this
must be confirmed prior to modification or upgrade. More recent and stringent seismic and energy
codes may also mandate upgrade requirements.
With these factors in mind, the Airport Board and its community of stakeholders have a range of
issues to consider:
1. What role do the City of Yakima, Yakima County, the City of Union Gap, and the other
communities of the Yakima Valley want the terminal facility to create a positive civic
gateway for the region?
2. Do the city and county want to commit funding to improve terminal facilities and operations
so they provide a level of service comparable to nearby airports in Wenatchee and the Tri -
Cities?
3. How does the present terminal factor into the city and county's long-term goals for the
airport terminal facilities?
4. What are the priorities for implementing improvements at the terminal?
A URS team conducted the Facility Assessment in June and July of 2011. The team included a
terminal planner and architect, an electrical engineer, a mechanical engineer, and a structural
engineer. The team evaluated the overall condition of the terminal building and assessed how well
the building accommodates air passenger processing. The information included in this report is
based on review of documents and information provided by the airport, on-site inspections, and
comments and input received from airport personnel.
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The physical condition of the terminal facilities is assessed for the following categories:
1. Site, including aircraft apron, terminal drives, public parking, lighting, and landscaping in
the immediate terminal area;
2. Structural systems, including the foundations, framing, load bearing capacity, and lateral
movement resistance;
3. Building envelope, including the roof, walls, doors, windows, and insulation;
4. Interiors, including furnishings, finishes, and equipment;
5. Building codes, including International Building Code, Washington State Energy, National
Fire Protection Association (NFPA) 415, and Americans with Disabilities Act (ADA)
Architectural Guidelines;
6. Mechanical systems, including heating, ventilation and air conditioning (HVAC) equipment;
distribution system; controls; and plumbing fixtures, fittings, and piping; and
7. Electrical systems, including primary service, distribution, panel boards, emergency power,
lighting, communications, and data systems.
The functional or operational performance of the terminal facilities is assessed for the following
categories:
1. Departures process, including activities associated with the processing of outbound
passengers and their baggage;
2. Arrivals process, including activities associated with the processing of inbound passengers
and baggage;
3. Building services, including functions associated with providing and maintaining building
services that support terminal activities; and
4. Airport administration, including management and maintenance of overall terminal facilities
and operations.
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2
APPROACH
2.1 METHODOLOGY
The URS team reviewed existing construction documents, inspected and assessed the physical and
operational conditions on site at the terminal, and received airport staff and tenant input on terminal
conditions.
2.2 ASSESSMENT OF PHYSICAL CONDITIONS
The on-site inspection was conducted in June 2011 by a terminal architect and planner, an electrical
engineer, a mechanical engineer, and a structural engineer. Finishes, furnishings, equipment, and the
like, were reviewed and assessed. Each consultant made and recorded assessments using the
following definitions:
1. Excellent: Materials are in "like new" condition (no wear is visible, and no operational
problems known) and have up to 100 percent of their anticipated life span
remaining.
2. Good: Materials exhibit normal wear, primarily cosmetic, but maintain full
functioning capability. Minor repairs might remedy evident wear. Materials
have up to 75 percent of their life span remaining.
3. Fair: Materials exhibit extensive wear, beyond cosmetic, but are still usable and
functional. Recommended repairs may be extensive and costly and should be
evaluated relative to replacement to determine cost-effectiveness. Materials
have up to 50 percent of life span remaining.
4. Poor: Materials are deteriorated or dysfunctional beyond repair or have already failed
and need immediate replacement. At best, such material may have less than
25 percent of useful life remaining.
Previous repair or replacement dates are included in the assessment, where known, as well as any
airport- or tenant -provided information concerning condition. Material assessments are categorized
as follows:
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♦ Site civil;
♦ Structure;
♦ Exterior envelope;
♦ Interior development;
♦ Mechanical systems; and,
♦ Electrical systems.
2.3 ASSESSMENT OF OPERATIONAL
PERFORMANCE
The URS team assessed terminal operations on-site by inspecting passenger processing functions,
with consideration for size, capacity, configuration, and location. Each functional area was assessed
as follows:
1. Desirable: Functions are ideally sized, configured, or located to accommodate current
demand.
2. Adequate: Functions are less than ideal in terms of size, configuration, or location to
accommodate current demand, but performance is not compromised.
3. Constrained: Functions are less than ideal in terms of size, configuration, or location for
the current demand and performance is frequently compromised during
periods of peak activity.
4. Unacceptable: Functions fall significantly short of the ideal size, configuration, or location
for current demand, and performance is frequently compromised during
periods of peak activity.
The assessment includes information noting when the function in question was last modified, as well
as any input by airport personnel regarding specific conditions. Assessment categories include:
♦ Departures process;
♦ Arrivals process;
♦ Building services;
♦ Administrative services; and,
♦ General issues.
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2.4 DOCUMENTS REVIEW
The Airport provided the URS team with as -built drawings of the terminal rehabilitation project,
dated July 20, 2000. URS reviewed and incorporated the relevant information from these materials.
2.5 FACILITIES ASSESSMENT REPORT
This report is produced with Microsoft Word. Photos are digital images (jpg or .pdfformat) inserted
in the document. Report contents are available to the Airport in .pdf or hardcopy format.
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3
3.1 PROJECT DATA
+ Address
♦ Airport Manager
Terminal Construction History
1> Automobile Parking Capacities
Public
Rental Car
Terminal Curb
West Side
188 spaces
36 spaces
16 spaces
9 restricted
SITE DATA
Yakima Air Terminal/McAllister Field
2400 West Washington Avenue
Yakima, WA 98903
Rob Peterson, ACE
1950, Original Terminal Construction
1968, Terminal Expansion Project
2000, Rehabilitation Project
(6 handicapped)
3.2 BUILDING CODE DATA
♦ Building Code
(Current Yakima County)
♦ Occupancy Types
♦ Occupancy Separations
• Construction Types
2006 International Building Code (IBC)
A-3
B
F-1
Assembly
Office
Industrial
One hour between A-3 and B or F-1
Expanded Terminal: Type V -N
(per codes in effect at time of most recent expansion, 1994 UBC)
♦ Fire Protection
♦ Building Height
Building has fire sprinklers
Two story
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+ Enclosed Area (Gross SF)
First Floor: 22,958
Second Floor: 7,880
*Total 30,838 GSF
• Note: Code diagram from the 1997-2000 terminal building rehabilitation project will need
to be vetted with the City of Yakima Building Department prior to any future facility
expansion. The diagram depicts the two-story portion of the terminal as a B occupancy, but
clearly the passenger processing functions on floor one are primarily an A-3 occupancy with
B occupancy as a secondary use. This potentially has implications for fire resistive
separations between A-3 and B occupancies, but it is also possible, in fact likely, the city and
Airport may have agreements from previous building permit reviews accepting this
interpretation of occupancy.
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4
FACILITY ASSESSMENT
SITE CIVIL
4.1 ROADWAYS
The airport is accessible from the Interstate 82 interchange and West Valley Mall Boulevard, which
connects to West Washington Avenue and the main terminal drive.
The main entry/exit drive is South 24th Avenue, a two-lane, one-way roadway. According to the
1997 airport master plan, this road has a capacity of approximately 700 to 1,000 vehicles per hour in
each direction, which is sufficient capacity to handle projected traffic.
South 24th Avenue southbound leads into the Terminal Drive, with two-lane traffic at the immediate
entrance that turns into two-lane one-way traffic beyond the parking lot entrance/exit booth. To the
right are the Airport Administration Office and a fire station with accompanying employee parking
lots. The road in front of the terminal is two lanes, with the curb frontage lane designated for loading
and unloading passengers. There is approximately 185 feet of curb directly in front of the terminal.
Congestion occurs at the intersection on Terminal Drive Road where vehicles turn left to approach
the terminal curbside loading/unloading zone where cars tend to stop at the first opportunity to
access the terminal. There is one through lane and a loading/unloading lane in front of the terminal.
Exit from Parking/Toll-Booth Plaza
There is only one exit from the parking lot. The exit from the parking lot is onto South 24th Avenue,
which leads directly to West Washington Avenue.
4.2 AUTOMOBILE PARKING
The automobile public parking lot in front of the terminal is a surface lot with existing capacity of
188 spaces, 8 of which are handicapped accessible spaces. To the immediate east ofthe terminal is a
parking lot for rental cars with a capacity of 36 spaces. An additional 8 spaces being used as a cell
phone lot are located directly to the west of the terminal building.
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4.2.1 Delivery Loading/Unloading
Delivery loading and unloading is currently handled on the landside of the terminal building with
trucks temporarily parking on the front drive at the curb or in the rental car parking lot.
4.3 AIRSIDE FACILITIES
4.3.1 Apron
Aircraft maneuver and park on the terminal apron, which is located on the south side of the
passenger terminal. The entire aircraft parking apron is Portland Cement Concrete (PCC) pavement.
The apron in front of the terminal building was built in 1967 and is in good condition.
4.3.2 Layout
The passenger terminal apron is adjacent to the general aviation aprons to the east and west. Taxiway
A, parallel to Runway 09-27, has the most restrictive set back limits that potentially affect the apron
use. It is currently an Airplane Design Group (ADG) III taxiway with an object free area (OFA) of
108 feet from the taxiway centerline to the apron. The required OFA for ADG III is 93 feet. The
runway Part 77 has a tail height clearance limit of 760 feet from the runway for a B727 aircraft,
which is the critical aircraft as defined in the previous airport master plan.
There are five designated departure gates at the terminal. The apron has four aircraft parking
positions on the apron that accommodate narrow -body jet aircraft (ADG III). The air carrier
regularly uses the remaining apron gate positions as remain -over -night (RON) parking.
Passengers access the parked aircraft by ground level boarding via an open walkway along the
airside face of the terminal building walking across the apron to/from the aircraft. This process is
described in the "Operations Assessment Summary" for departure and arrivals processes.
Airline equipment staging and ramp functions are supported by a combination of interior and on -
apron storage. On the apron these functions are accommodated with a staging area south ofthe main
building, in front of the inbound bag drop-off, and along the head of stand.
McCormick Air Center provides fuel for aircraft using trucks.
4.3.3 Pavement
The apron is 10 -inch -thick Portland Cement Concrete (PCC) constructed in 1967. The PCC is
typically laid out in 16 -foot by 10 -foot plain, doweled panels. However, there are many irregular
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shaped panels because of the apron's shape. Overall the apron is in good condition with a few
cracked panels and minor edge and corner spalling.
4.3.4 Aircraft Services
Aircraft potable water, aircraft sanitary waste, 400 Hz, and pre -conditioned air are supplied using
stand-alone carts.
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FACILITY ASSESSMENT
STRUCTURE
5.1 STRUCTURE
The existing airport terminal was originally constructed in 1949 including the attached FAA control
tower. Construction is wood -framed floors with steel beam girders and pipe columns. In 1968 an
airport expansion added two boarding concourses (building wings). The terminal was further
expanded during the building rehabilitation project occurring between 1997 and 2000. The phases
included a mechanical systems upgrade, roof canopy additions, and a passenger concourse area
between the old concourse wings. The structural systems for the various building components are
summarized below.
Foundation
The foundation plans for the existing structure built in 1949 show shallow foundations. There are
continuous wall footings around the perimeter of the building and below interior bearing walls. At
interior columns there are spread footings. Similarly at the rehabilitation/additions, foundations are
continuous wall footings at bearing walls and spread footings at interior columns.
Gravity Framing
The gravity framing system consists of solid, sawn -wood joists supported on structural steel beam
girders supported on steel columns. Floor joists are supported at the building perimeter on bearing
walls. The additions have similar construction.
The roof and floor sheathing is plywood sheathing over the roof and floor joists. The additions have
similar construction.
Lateral Force -Resisting Systems
The lateral system in the 1949 structure uses conventional wood -framed shear walls with plywood
sheathing. The additions have similar construction with the exception of the 1999 passenger
concourse, which uses special steel moment frames for the lateral force -resisting system. Wood
diaphragms (nailed plywood sheathing) provide the roof and floor diaphragms, for all structures.
The lateral system for the control tower is masonry shear walls.
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Expansion Joints
There is a seismic/expansion joint between the 1968 and the 1980 structures. From visual
observation, it could not be determined if joint material is deteriorated enough to cause leaking.
Airfield maintenance personnel have not noticed leaks at this location. No other physical seismic
joints were identified. Seismic joints were not visible between the old control tower and renovation
additions.
5.2 BUILDING CODES
The original terminal building dates from 1949 with an upper and lower level. A three-story control
tower with masonry wall construction was also built at that time. In 1968 a concourse addition
expanded the structure to the south, adding two boarding concourses totaling 6,100 square feet. The
1997 rehabilitation construction design is in accordance with the 1994 Uniform Building Code. The
2000 rehabilitation construction design is in accordance with the 1997 Uniform Building Code.
5.3 STRUCTURAL ASSESSMENT
Concrete flatwork generally appears to be in good condition. Some cracks appear in aged concrete.
There are no indications of excessive concrete slab settlement. Slabs generally slope away from
structure.
Exterior skin is brick veneer over wood -framed shear wall. Some exterior walls have cement stucco
panels with brick veneer on the lower portion of the wall. Generally the brick veneer attachment to
wood -framed wall appears to be in good condition, as determined by a visual assessment of the
condition of the brick system. Actual visual observation of attachments could not be made. There are
locations where the brick veneer is cracked through the thickness and the grout appears to be
deteriorating (picture S-1). Waterproofing caulking is also deteriorated around the brick veneer
(picture S-2). These locations should be repaired to minimize the intrusion of water behind the
veneer. Cement stucco panels generally appear to be in good condition. The rehabilitation additions
use similar exterior siding consisting of cement stucco panels and brick veneer. Sidings at
rehabilitation additions are in good condition.
The roofing system is a built-up granulated cap sheet that appears to have been installed on all of the
buildings and canopies as part of the 1997-2000 rehabilitation projects, with the exception of the
roof at the old control tower. Roofing appears to be in good condition with only one indication of
standing water. Some standing water appears to occur to the southeast of the restaurant roof deck as
indicated by staining (picture S-3). Maintenance personnel indicated there had been some water
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intrusion in this area. Roofing under the roof deck could not be inspected. It appears the roof deck
framing was laid directly on roofing. The condition of this roofing should be inspected further.
The roof system at the control tower does not appear to have been replaced during the rehabilitation
and is deteriorated and in need of maintenance (picture S-4).
Exposed fascia board, soffits, and exposed roof beams at overhangs show minor water damage
(pictures S-5 and S-6).
Rooftop mechanical systems appear to be properly seismically anchored. There are many rooftop
mechanical units, ducting, piping, and roof screens with roof penetrations. The roofing at the
penetrations should be inspected regularly for deterioration (pictures S-7and S-8).
At the northwest canopy it appears that proper seismic separation was not provided between the
canopy and the top of the building wall. The stucco should be repaired to prevent water intrusion
(picture S-9).
URS could not directly visually observe the gravity and lateral resisting systems because of building
coverings. Visual observation of non-structural elements indicates there is no visible sagging or
settling of roof or floor framing. Floors are generally level with no indication of settlement at grade
or at the second floor. Maintenance staff report only minimal roof leakage as noted above. Roof
leakage is likely due to poor slope to drainage.
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6
FACILITY ASSESSMENT
EXTERIOR ENVELOPE
6.1 ROOF
The overall condition of the roof appears to be good, largely due to a building rehabilitation project
occurring in phases between 1997 and 2000. As part of this work, the airport expanded and
renovated the terminal, with airside additions to expand the passenger gate lobby and add toilets; a
new baggage unloading area canopy; reconstruction of the landside departures/arrivals curbside
canopy; and renovation of the passenger ticketing lobby and baggage claim lobby. The airport
appears to have installed a new built-up roofing system with granulated cap sheet, as part of this
effort.
The roof system seems to be in good condition and presumably is well -drained, although our site
visit could not confirm the existence of ponding or leaks. Parapets and flashing look to have been
refurbished and appear to be in good condition; however, there are several locations where fascia
boards at roof eaves show peeling paint in need of touch-up.
While the present roof condition is good, future risks for leaks abound because of the multiple roof
levels, the exterior deck framing sitting directly on the built-up roof near the restaurant lounge
(picture A-17), and the many roof penetrations by mechanical equipment, ductwork,
power/communications conduits, and rooftop equipment visual screens and bracing (picture A-20).
Each of these, and there are many, represent a potential source of failure at a future date, and will be
difficult to track down.
6.2 WINDOWS
All windows have anodized aluminum frames. The glazing is all insulated double pane. The window
frames are a mix of existing and new, with many new windows installed as part of the 1997-2000
rehabilitation projects (pictures A-1, -3, -6, -10, -12, and -15).
6.3 WALLS
Exterior wall finishes are a mixture of brick (pictures A-5 and A-6) and cement stucco (pictures
A-11, -12, and -13). The brick finish is primarily in the portions of the building exterior built in 1950
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and the stucco is primarily in areas built in 1968 and 2000. Both finishes are painted and in good
condition.
6.4 CURBSIDE CANOPIES
Exterior curbside canopies were reconstructed in the 1997-2000 rehabilitation project and appear to
be in good condition (pictures A-2 and A-4). The soffits of the canopies are an Exterior Insulation
and Finishing System (EIFS) version of stucco rather than the cement stucco used for the exterior
walls that are exposed to more contact at grade. This choice is likely to have been economically
driven in that the EIFS stucco is a lighter weight product and not exposed to the same level of
contact as a wall exposure, so its use allows lighter building assembly weight and lighter steel
structural framing members.
6.5 FRONT ENTRY VESTIBULE
The entrance vestibule is in good condition (picture A-21). The 1997-2000 building rehabilitation
provided new anodized aluminum storefront with insulated glazing, new doors, and new flooring.
6.6 OTHER EXTERIOR DOORS
The other terminal exterior doors appear to be in good condition, again, many being part of the work
in the 1997-2000 building rehabilitation project. Door types include: hollow metal, anodized
aluminum with glazing, and overhead coiling doors (pictures A-5, -6, -7, -8, and -10). Weather
stripping appears to be intact.
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FACILITY ASSESSMENT
INTERIOR DEVELOPMENT
7.1 BUILDING INTERIOR
Interior finishes and their condition vary widely on the different levels ofthe building—floor, walls,
and ceiling. The following is a description of the finish conditions by building floor level.
7.1.1 Terminal Level One
As mentioned in earlier sections, the terminal building has a history dating from its 1950 original
construction. Some spaces have had minimal changes or upgrades (such as back -of -the -house
spaces) and others have had periodic upgrades because of normal wear or changes in use. The
condition of finishes in public spaces on level one was uniformly good, owing to the 1997-2000
rehabilitation projects.
Floors
Floor materials/condition include: carpet (ticket lobby, gate lobby, and offices), vinyl tile (baggage
claim and some airline office work areas), ceramic tile (toilets and part of entry vestibule), and
concrete (utility rooms and outbound baggage makeup rooms). Floors are in good condition (pictures
A-21, -22, -23, -24, -27, -28, -34, -35, -37, and -43).
Walls
Wall materials/condition include: painted brick (entry vestibule), painted drywall or plaster (most
wall surfaces), and ceramic tile (toilets). Walls are in good condition (pictures A-30, -31, -34, and -
43).
Ceilings
Ceiling materials/conditions include: 2' x 4' suspended lay -in acoustic tile (most public spaces and
offices), 1' x 1' tongue -and -groove acoustic tile, and painted drywall or plaster (soffits at changes in
ceiling plane, toilets, and outbound baggage makeup rooms). Most ceilings in the public and back -
of -house areas are in good shape, with an exception in the rental car counter area. The 1' x 1'
acoustic tiles in this area are aging, with replacement tiles noticeably different in color.
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One aesthetic shortcoming for existing ceilings is the exposed ductwork in the public seating and
circulation spaces connecting the ticket lobby and bag claim lobbies. While the ducts are neatly
painted, they break up the plane of the ceiling and make it a series of ceiling sections appearing
disjointed rather than as one ceiling element connecting multiple terminal functions (pictures A-22, -
23, -24, -28, and -29).
The new light fixtures installed in the 1997-2000 rehabilitation projects appear to be in good
condition.
Other Components
Public seating in ticket lobby, baggage claim, and airside gate lobby is a high-quality tandem style
seating system used frequently in public transit settings. It appears nearly new and is in good
condition (pictures A-28, -34, and -43).
Public transaction counters at ticketing, rental cars, and a now -vacated travel agency are plywood
cases with plastic laminate finishes and stainless steel trim at exposed edges (pictures A-25, -26, -27,
and -32). These materials are durable, appropriate for their use, and are in good shape. In the future,
using a single, unifying counter design would help create a continuity of visual appearance rather
than having a different style and color for each tenant.
Toilet rooms serving landside and airside public lobbies are in good condition, having been
refurbished in the 1997-2000 rehabilitation projects.
Outbound baggage makeup area finishes are appropriately utilitarian in nature consisting of concrete
or resilient vinyl flooring, plaster or 1' x 1' tongue -and -groove acoustic tile ceilings, and painted
plaster or drywall wall finishes. The air cargo counter is a plastic laminate finish, and is in fair, but
serviceable shape (picture A-41). Lighting is surface -mounted fluorescent fixtures and appears
adequate for the baggage makeup activities.
7.1.2 Terminal Level Two
Level two of the terminal supports three major uses: Banquet/Board Room, Restaurant, and Lounge
(pictures A-44, -45, and -47). There is no tenant occupying the spaces, but the Banquet/Board Room
does host periodic meetings. The lack of a tenant and the partial dismantling of the kitchen create a
sense of benign neglect in this space. Two additional factors diminish the future potential for
redevelopment of these spaces:
1. Eight different floor levels within the level two footprint reduce flexibility of tenant use.
2. An elevated roof above the new airside gate lobby largely eliminates the visual connection
between the restaurant and lounge areas and the airfield movement areas.
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Given the lack of the airside view amenity, the airport should seek a future tenant who desires an
airport presence, but does not need the airside view for business success. Office space, perhaps for
airport administration or the Transportation Security Administration (TSA), could be the type of
tenant that would desire the location.
Floors
Floor materials/condition include: carpet (banquet room, hall, restaurant, and lounge), epoxy
(kitchen), and sheet vinyl (toilets). Floors are in generally good condition, but the kitchen was only
in fair condition (pictures A-44, -45, -47, and -48).
One other floor surface (so to speak) was the exterior deck (picture A-46), which has an exterior
carpet finish over a plywood substrate. The exterior carpet was partially removed at the time of our
assessment site visit because of recent exploration under the deck for roof leaks, so its state of
condition, other than in a state of disrepair, was hard to determine.
Walls
Wall materials/condition include: painted wood paneling (banquet room and restaurant), painted
drywall or plaster (most other wall surfaces), and vinyl wall covering (toilets). Walls are in good
condition, but the colors are dated and dark (pictures A-44, -45, and -47).
Ceilings
Ceiling materials/condition include: 2' x 4' suspended lay -in acoustic tile (most spaces), 1' x 1'
tongue -and -groove acoustic tile (in corridors, above stairs, and at upper lounge seating), and painted
drywall or plaster (soffits at changes in ceiling plane, and in kitchen and toilets). Most ceilings in the
public and back -of -house areas are in good shape (pictures A-44, -45, and -47).
The new light fixtures installed in the 1997-2000 rehabilitation projects appear to be in good
condition.
Other Components
Seating in the banquet room is a mix of types and condition. The tables in the banquet room are on
the small side, but this appears to offer flexibility in configuring the room for different events. The
furnishing colors are dated (picture A-44).
There are few furnishings in the restaurant seating area. The kitchen is a jumbled arrangement of
kitchen equipment, with some equipment obviously removed, and other pieces lying on top of
counters and stoves, awaiting an uncertain future (picture A-48).
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Likewise, the lounge is in a state oftransition, largely, but not completely, empty of furnishings. The
bar casework is in good shape, but the color scheme for the space is dated (picture A-45). A future
tenant would likely want to gut the space and start over.
7.1.3 Tower
The tower portion of the existing terminal was originally built as an ATCT during the 1950 terminal
building project. It has three floor levels below the ATCT cab. The tower has not been used for air
traffic control since presumably 1968, as photos of the 1968 expansion show the existing, taller,
ATCT already built east of the landside public parking lot along West Washington Avenue.
Terminal tenants currently use the tower as office or storage space. The tower cab is not currently
used for any specified function.
Floors
Floor materials/condition includes carpet at offices, resilient vinyl tile at storage, and sheet vinyl at
the toilet. Floors are in good condition.
Walls
Wall materials/condition include painted drywall throughout, except for the tower cab, which has a
painted plywood wainscot below the window sills of the cab. Walls are in fair to good condition.
Ceilings
Ceiling materials/condition include suspended 2' x 4' acoustic lay -in tiles at offices and painted
drywall at toilet and storage rooms.
7.1.4 Accessibility
With a couple of exceptions, level one appears to comply with ADA accessibility guidelines
throughout. The exceptions are transaction counter heights and signage at ticket counters and rental
car counters. Level two spaces have partial, but not total, accessibility because of the large number
of different floor levels within the level two footprint.
Outside the building, along the terminal loading/unloading curbside sidewalk, there are curb ramps
for access at crosswalks.
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FACILITY ASSESSMENT
MECHANICAL SYSTEMS
8.1 SITE UTILITIES
Domestic Water
A 3 -inch domestic water service line provides service to the terminal. It enters the building in the
basement northeast mechanical room. The service is in good condition and the section from the
existing underground water meter in the parking lot to the building appears to have been installed in
approximately 2001. The water meter appears to be in poor condition (picture M-8) and is due for
replacement by the water purveyor.
Fire Protection Water
The 2000 terminal renovation drawings site plan shows a 6 -inch fire service that connects to the city
branch main upstream of the domestic service and enters the building in the basement northeast
mechanical room. The fire service to the terminal also feeds fire hydrants in the terminal area and is
arranged in a loop around the entry drive. Two fire hydrants (picture M-9) are fed from the loop with
underground isolation valves and are located at the east and west ends of the entry drive. Fire
hydrants were not observed on the secure airside of the site.
The building fire service has an integral pumper fire department connection on the building's north
face and is in good condition. It appears to transition to a 21/2 -inch backflow, 3 -inch main just after it
enters the building. The 6 -inch fire service should be adequate to fire sprinkle the building given the
105 -pound -per -square -inch (psi) pressure indicated at the incoming service. However, the present
3 -inch branch appears undersized for present coverage and future growth.
Natural Gas
The building is served by Cascade Natural Gas with the gas meter located on the exterior of the
building. The meter appears to be a 2.0 to 5.0 psi pressure output given the small size of the piping.
The main service does not have a seismic shut off valve. The service appears to be wrapped steel
below grade and is maintained by Cascade Gas upstream of the meter. The service size appears
adequate and presently provides the required energy to heat the building and most of the domestic
water.
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Sanitary Sewer
The building is served by 6 -inch sewers on the west (installed in 2001) and east (installed in 1950)
sides of the building. The east side of the building has an underground grease vault of unknown size
that connects to the eastern sewer discharge main. The grease vault is presently inactive but
reportedly caused clogging and vented noxious fumes too close to the building air intakes when it
was active. The sewer cleanout provisions appear to be lacking access but no significant blockages
have been reported. Some of the underground pipe is listed as transite on the existing drawings and
may be in poor condition.
Site/Building Storm Sewer
The building is served by a single 10 -inch storm sewer on the east (original) side of the building that
serves the building and parking lot and reportedly drains under the airfield into Spring Creek on the
far south side of the airfield. The 10 -inch storm sewer has an 8 -inch branch that extends under the
center of the building to pick up the building drains and catch basins on the west side of the site. The
storm sewer cleanout provisions use 42 -inch manhole accesses on each side of the building and no
significant blockages have been reported. The deicing system reportedly discharges to the storm
sewer with no recycle system.
Area and Parking Drainage
The drainage is connected to the single 10 -inch storm sewer on the east (original) side of the
building that serves the building and parking lot. Various catch basins and area drains are connected
to the system (picture M-1). The system appears to provide adequate drainage except where
pavement cracks or settling has occurred. The system reportedly has occasional clogs and better
cleanout provisions are desired (picture M-6).
8.2 HEATING VENTILATING AND AIR
CONDITIONING (HVAC)
HVAC Renovations
The building's original mechanical design included a steam boiler with cast iron radiators providing
heat and various ventilation and air handling systems. Nearly all of the original mechanical systems
have been removed or were abandoned during renovations over the years. The Traho Architecture
as -built drawings that are dated 2000 show that nearly all of the HVAC systems were replaced with
new as part of the Phase 1-2-3 Terminal Rehabilitation Project.
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Rooftop HVAC
In 2000 the Airport installed new rooftop gas and electric HVAC units on all of the roof areas of the
building that serve the first and second floors. The units were low cost tubular aluminized steel heat
exchangers with integral direct expansion refrigerant cooling coils/compressors and condensers. The
rooftop unit compressors/fans are energized by rooftop conduits via integral disconnect. Heating
energy is provided via roof -mounted, steel, medium -pressure gas piping with pressure regulators for
each unit. The rooftop units have integral supply fans, 30% filters, air economizer dampers, and
gravity relief hoods (picture M-12) that allow the units to use outside air as the first stage of cooling
when it is below 55°F outside and thermostats are calling for cooling inside. The rooftop units
distribute conditioned supply air to double -walled insulated ductwork mounted on the roof with roof
penetrations to diffusers below (picture M-13).
♦ Heating: The rooftop units use aluminized steel heat exchangers as part of their heating
system. These typically last 15 to 18 years before requiring replacement. Assuming the units
were installed around 1998-2000 they likely have 4 to 8 more years before requiring
replacement.
♦ Cooling: The rooftop units use R-22 cooling compressors with brass/copper components
with a typical life of 12 to 15 years with electronics problems typically after year 10.
Assuming the units were installed around 1998-2000 they likely will start requiring
significant maintenance within the next few years and experience compressor failures within
the next 4 to 8 years. The R-22 refrigerant used by the cooling system is scheduled for phase-
out between 2010 and 2020 and will become significantly more expensive to recharge in the
last few years of the rooftop units' useful life.
♦ Steel Casings/Dampers: The steel casing and accessories of the rooftop units appear to be in
good condition, showing little rust. However, since their estimated life is about 15 years,
significant repainting, damper seizure, and rust failures will likely occur in the next 5 years.
♦ Controls: Electronic circuit boards within the rooftop units typically start to fail within 10 to
12 years and are likely not available after 20 years. Significant controls problems and failures
will likely occur in the next 5 years requiring increased parts costs and proprietary
maintenance service calls.
♦ Rooftop Ductwork: The rooftop ductwork is a mix of aluminum, galvanized steel, and
stainless steel and is in fair condition (picture M-18, -19, and -20). It appears many of the
joints have cracked sealant, so moisture/mold may be growing in the insulation layer and
rusting the inner duct. The roof blocks and fasteners and supports for the ductwork are in
poor condition and generally will need replacement in the next 5 years. Rooftop ductwork
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also increases heat loss and reduces heating efficiency and should be eliminated if possible.
Rooftop ductwork also makes it very difficult to access roof leaks and reroof the building.
♦ Rooftop Gas Piping: The existing gas piping is all milled steel with steel or cast iron fittings.
The pipe is very rusty (pictures M-14 and M-17). Although the pipe will likely last another
20 years, it will be very difficult to re -roof under the failing support blocks (picture M-24).
The piping should ultimately be reinstalled in the ceiling cavity (inside) or galvanized/coated
steel replacement pipe should be used.
Miscellaneous Split DX Gas Electric HVAC Units
The HVAC renovations completed by tenants in the year 2000 also installed a few indoor residential
gas furnaces with rooftop compressor condenser units. The units installed were low cost 80% to 90%
efficient gas furnaces with tubular aluminized steel heat exchangers with integral direct expansion
refrigerant cooling evaporator sections. Similar cooling only units are provided for spot cooling of
high heat output areas (pictures M-7, -11, and -31). The rooftop unit compressors/fans are connected
to the indoor evaporator sections with armaflex foam insulated copper CCR refrigerant piping.
Various unitary through -the -wall "window shakers" that are in very poor (likely inoperable)
condition (picture M-25) are also evident for spot cooling
♦ Condition: The existing split DX gas electric units are in fair condition. They typically have
a 15 -year life and appear to be in their last 5 years of life. Their refrigerant likely will need
recharge and controls upgraded before they are replaced. Gas flues also appear to have issues
with a few remaining years of life.
Miscellaneous Exhaust Fans and Heaters
The exhaust fans appear to be mostly new as ofthe 2000 renovation. The fans are generally rooftop
mushroom exhaust fans of aluminum construction (picture M-15). These types of mushroom fans
typically can have a 20- to 30 -year life and, therefore, should have another 10 to 15 years of life with
proper maintenance. Some of the original swamp cooler and grease exhaust fans (pictures M-21 and
M-22) for the kitchen appear to be operational still (inactive during survey) but are in very poor rusty
condition and should be replaced if still needed. Various electric heaters in fair condition are
provided for freeze protection and spot heating (pictures M-5 and M-26).
HVAC Controls
The existing controls are generally stand-alone programmable type thermostats (picture M-47) and
appear to have been mostly new as of the 2000 renovation drawings. The programmable thermostats
appear to have 7 -day -per -week time schedules and night setback capabilities and should remain
fairly trouble free for another 10 to 15 years. A few older mechanical nonprogrammable (mercury
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bulb) thermostats exist (picture M-35) to serve the smaller units. Although these thermostats are 15
to 20 years old they likely will function for many more years.
Interior Ductwork
Interior supply and return ductwork appears to be mostly new as of the 2000 renovation and is in
good condition (picture M-33). The older ductwork installed in earlier renovations and for the
restaurant is in poor condition and should be replaced. The older ductwork appears to be full of dust
and some of the sound lining was observed to be deteriorating. Some of the ductwork in the first
floor lobby installed below the ceiling is damaged and unattractive because of the limited depth of
ceiling cavity available (picture M-32).
8.3 PLUMBING
Plumbing Fixtures and Fittings
In public toilet rooms, fixtures are generally vitreous china that is in fair to good condition, having
been upgraded over the years. Public toilet rooms appear to be ADA compliant. Urinals have
battery -powered, infrared flush valves (picture M-28). Water closets have manual flush valves
(picture M-29). Lavatories are self -rimming with mixing valve faucets (picture M-27).
The restaurant, airline, and miscellaneous toilet rooms are a mixture of old and new fixtures and are
generally in poor condition (pictures M-46 and M-48) and not ADA compliant.
Domestic Cold Water
The 3 -inch (105 psi) domestic water service originating in the old boiler room is copper with brass
valves (picture M-38) and is in good condition with a few reported leaks mostly caused by freezing.
The domestic water service appears to be missing a backflow preventer (cross connect violation) and
has a single pressure regulating valve (picture M-43) that lacks the code -required relief downstream.
Some existing galvanized steel piping in poor condition is evident in the older parts of the building
but it is not clear if it is still active. Piping insulation is torn and missing in many locations and is in
need of repair (picture M-34). Hose bibs serving the building exterior and other locations appear to
be in poor condition and need replacement. A sub meter is installed on the service to the restaurant
tenant water systems. Shock arrestors appear to be missing on most of the fixtures, causing water
hammer.
Domestic Water Heating
The gas and electric water heaters appear to be mostly new as of the 2000 renovation drawings and
are in fair to good condition. The gas heaters are generally 90% efficient condensing type (picture
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M-44) with a few 80% efficient, gas instantaneous (picture M-50 and M-16) and electric heaters
serving outlying fixtures. Domestic water heaters of this type typically have a 10- to 18 -year life and
thus likely have 5 to 8 years of remaining life. Domestic water expansion tanks were provided per
code for tanks in the 2000 renovation drawings. These tanks are steel with bladders and likely near
the end of their estimated life of 8 to 12 years.
Domestic hot water systems are mostly copper with brass valves in fair condition with a few
reported leaks. Thermostatic mixing valves (picture M-45) appear to provide lower temperature
water for public lavatories per code requirements. Hot water circulation pumps appear to be 2000
renovation vintage in fair condition. Since these small pumps typically have an 8- to 12 -year life
they will likely need replacement soon. Piping insulation is torn and missing in many locations and
is in need of repair.
Sanitary Waste and Vent Piping
Most of the main waste piping is cast iron (picture M-36) in good condition with a mixture of hub
and spigot and no hub joints. Branch piping and vent piping is a mixture of galvanized in poor
condition and copper in fair condition. Some plastic waste and vent piping is present where repairs
and renovations have taken place (picture M-37). Drains appear to be missing trap primers at many
locations and that may be the source of sewer fumes.
Roof Drainage System
Flat roofs drain via cast iron roof drains with cast iron grates (picture M-10). All roofs appear to
overflow to lower roofs or over the lip of the roof such that most roofs do not require overflow
drains. Roof drain piping is mostly cast iron in fair to good condition with some galvanized noted on
smaller roofs in poor condition.
Interior Gas Piping System
Gas piping (estimated 2.0 to 5 psi) is typically black steel with screwed joints inside the building.
Pressure regulators with black steel vent piping are provided for indoor furnaces and water heaters.
All indoor gas piping appears to be in good condition with no reported leaks. Indoor medium -
pressure gas piping is normally routed in welded piping for public facilities. However, the existing
airport piping is screwed steel that can leak eventually from thermal expansion/contraction at the
screwed joints.
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8.4 FIRE SPRINKLER SYSTEM
Main Service
The fire protection service entrance includes a 6 -inch main (picture M-41) (105 psi) (picture M-42)
in fair condition with a newer approximately 3 -inch backflow preventer assembly that connects to
the building distribution system (picture M-39). A 4 -inch Siamese pumper connection (FDC)
(picture M-2) is located on the face of the building about 75 feet from the nearest fire hydrant. An
alarm gong (picture M-3) is located above the FDC.
Distribution Piping/Valves
The distribution piping appears too small for the available pressure and length of piping to the most
remote zone. The larger piping is generally painted steel with mechanical joint couplings (picture
M-40) that shows evidence of leaking at the joints. The smaller piping is screwed black or
galvanized steel (picture M-4) that also shows evidence of leaking at joints. Branch and main valves
appear to have tamper switches as required by NFPA.
Fire Sprinkler Heads
Heads within the terminal are a mixture of semi -recessed and exposed of varying vintages (picture
M-30 and M-49). Heads generally are in good condition but appear to have lower hazard spacing
than required by NFPA in the wood -framed building areas. External canopies and overhangs are
generally served by dry sidewall heads from the wet fire sprinkler system.
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9
FACILITY ASSESSMENT
ELECTRICAL SYSTEMS
9.1 POWER DISTRIBUTION SYSTEM
Electrical power to the terminal building is routed underground from a pole located on the north side
of West Washington Avenue to a pad -mounted switch in the north parking lot. From the switch,
power is routed underground to transformers at the terminal building and at the control tower. The
terminal building is served from a 500kVA pad -mounted utility transformer on the east side of the
building. The main electrical switchboard is located outside in National Electrical Manufacturer's
Association (NEMA) 3R free-standing enclosures against the east building wall. The main
switchboard is rated for 2,500 amps at 208Y/120 Volt, 3 -Phase. It has a 2,500 -amp main circuit
breaker and distribution breakers feeding panelboards throughout the building. The main
switchboard was installed in approximately 2000 and is in good condition with some minor rust on
the enclosure exterior.
All of the panelboards throughout the building were replaced in 2000. Older panels were abandoned
in place most with the interiors removed. Some panels are located in outdoor enclosures on the roof,
which is not ideal. The panels appeared to be in good to fair condition. Many of the feeder conduits
are routed exposed on the roof supported on wooden blocks.
There are outlets for electric vehicle charging located on wooden posts on the east end of the
building (airside).
9.2 EMERGENCY POWER SYSTEM
Battery packs provide emergency lighting for the terminal building. There is no emergency
generator.
9.2.1 Lighting
Exterior Lighting
The exterior light fixtures are mostly fixtures with high-pressure sodium lamps and a few fluorescent
fixtures. They are controlled by photocell. The apron lighting consists of building -mounted flood
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lights and pole -mounted flood lights. Parking lot lighting consists of pole -mounted architectural
(round) high-pressure sodium fixtures on concrete poles.
Interior Lighting
The light fixtures in the public spaces are a combination of recessed fluorescent troffers and surface -
mounted fluorescent. Other areas have surface -mounted and pendant -mounted fluorescent
wraparound and strip lights. The second floor has some recessed can lights and some custom
fan/lights in the vacant restaurant. The fixtures are in fair shape. Many of the lenses are discolored
from age.
9.2.2 Fire Alarm System
The existing fire alarm system is an addressable Simplex Grinnell 4100 fire alarm system. Pull
stations are located at the exits and speaker/strobes are located throughout the building. The fire
alarm system appears to be in good condition.
9.2.3 Clock System
There is no central clock system. All clocks are stand-alone battery operated.
9.2.4 Sound/Paging System
There is an old speaker paging system with two amplifiers (one for inside, one for outside) with
eight interior zone controls. This is generally acceptable.
9.2.5 Telephone/Data System
The telephone service to the building is all copper telephone wiring. Fiber optic cable service was
installed from the terminal to the airport offices to provide wifi services to passengers. The phone
system consists of 66 -type wiring blocks and patch panels. There is a digital Inter -Tel phone system
with digital handsets in some areas. Several telephone closets are located throughout the building.
Some of the old rotary analog handsets have been abandoned in place in the departure lobby.
There are many television satellite discs located on the roof (Dish Network, Direct TV and others).
Most appear abandoned.
TSA has a Dell server rack located in one closet that was installed in 2009.
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10
OPERATIONS ASSESSMENT
10.1 SUMMARY
This section examines how the various portions of the terminal building function in terms of
providing service to the travelling public. In reviewing specific functions, however, we also have the
opportunity to assess more subjective components of the airport user's travel experience relating to
the terminal facility. Issues such as architectural character, the presentation of community amenities,
a sense of welcome to the community, and a sense of community pride are also important factors to
consider when discussing the terminal facility. The current terminal at YKM leaves room for
improvement with regard to these attributes as well as more objective customer service issues.
During future expansion planning, any design should consider the emotional, as well as functional,
passenger experience the Airport Board wishes to provide for travelers using the terminal building.
10.1.1 Departures Process
Curbside
Given current levels of commercial service, there is an ample length of available curbside for
passenger loading and unloading. The drive in front of the terminal offers frontage for easy loading
and unloading from private vehicles, taxis, and buses and extends eastward beyond the terminal
should terminal user demand exceed the covered frontage available. The curbside immediately in
front of the terminal is covered providing passengers with shelter from inclement weather. However,
the curbside width is somewhat narrow, and the north -of -building location tends to make the loading
area a bit dark. The location of the concrete -clad steel columns that support the roof canopy
overhead can interfere with the opening of passenger -side car doors along the curb. The vestibule at
the main terminal entrance is the only terminal entry on the curbside and serves both departing and
arriving passengers, which can lead to congestion if departure and arrival traffic occur
simultaneously.
Ticket Lobby
The ticket lobby is immediately inside the main terminal entrance. Given current levels of
commercial service, the number of ticket counter positions is adequate to handle passenger volumes,
although this area could become overcrowded during peak periods of operation when service
improves. The orientation of the ticket counters (perpendicular to the curbside); the separated
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physical locations of airline ticket counters; as well as the inadequate size of the passenger queuing
areas pose significant challenges to efficient passenger processing and circulation, but the current
low level of passenger volumes has kept these shortcomings from being major problems.
The former travel agency customer service counter in the ticket lobby could contribute to circulation
congestion if passenger volumes were higher. The amenity of a travel -related tenant is a positive
feature should it return, but the location should be reconsidered during future terminal planning
efforts.
The overall passenger processing flow diagram for the terminal is a product of the original small
scale 1950 passenger terminal. Given the passenger demands in that era, the layout was efficient and
properly scaled. Today's air passenger facility demands are far different. Significant increases in
passenger volumes would bring this terminal to gridlock in a number of areas, such as the building
entry, the ticketing queues, the ticket counters, and the circulation space connecting these functions.
Airline Ticket Office (ATO) and Baggage Operations
ATO space for Horizon Airlines and a future air carrier appear to be adequate for the immediate
future. However, the physical separation of the ATO and baggage areas (as well as the ticket
counters) is an inefficient configuration brought about by earlier decisions to expand the building in
a cost efficient rather than functional manner.
The Horizon Airlines outbound baggage handling area is currently undersized because of the
addition of Transportation Security Administration (TSA) baggage screening operations in the
makeup area. Baggage cart circulation is highly constrained, and the airline employee lockers and
break area have no enclosed space. An air cargo operation coexists in the makeup room with a public
entry and transaction counter opening off a small parking area west of the terminal building.
Additional storage area for equipment would be useful.
Concessions
Currently, there is no food and beverage concession in the terminal building. There is a small, vacant
space on the ground floor for a coffee/snack-type concession, and there is a vacant restaurant/lounge
on the second floor. These concessions are both on the landside (non -secure) of the terminal, and
there are no provisions for airside (secure) concessions. Passengers would benefit from concessions,
but the small volume of passenger traffic makes it difficult to support the expense of providing the
service. An airside food and beverage concession, preferably with a view to airside, would be a big
improvement to customer service if passenger volumes supported the investment.
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Public Services
Public services include items such as restrooms, telephones, vending machines, automated teller
machines (ATM's), and other conveniences provided for the passengers. The primary public
restrooms in the main terminal are adequately sized, and have been renovated in recent years. Newer
terminal buildings typically include a small "family restroom" wherever men's and women's rooms
are located. A family restroom is generally handicap -accessible and includes a baby -changing table.
While this type of service may not be possible at the existing restroom location, it is an idea worth
exploring should new restrooms be considered as part of future terminal improvements.
A freestanding ATM machine is adjacent to the main entrance in the Ticket Lobby. However, there
is no business center or location to send a fax or plug in a computer in the terminal. A small area
with these provisions would provide an added level of service to the business traveler.
Security Screening
The passenger security screening checkpoint is immediately adjacent to a ticket counter area. This
results in a potential and unfortunate conflict between ticketing and checkpoint queuing lines. These
lines, when concurrent, contribute to overall congestion in the ticket lobby and the main circulation
areas in the non -secure portion of the terminal building. If future passenger levels or TSA screening
requirements dictated a larger footprint for screening, the terminal would have to give up gate lobby
space to accommodate the increase.
Passenger Gate Lobby and Boarding Area
The passenger gate lobby and boarding area is south of the ticket lobby and adjacent to the aircraft
apron at ground level. It was expanded during the 1997-2000 terminal rehabilitation project, filling
in the space between the two diagonal passenger circulation concourses that were added during the
1968 expansion project. Unfortunately this infill diminished the airside views from the
restaurant/lounge operation, one of the primary assets of the second -floor concession.
The Airport could improve airside passenger service by providing family restrooms; food and
beverage service; sit-down counters for working on laptop computers; or cafe -type tables and chairs
in addition to the traditional gate lobby seating.
10.1.2 Arrivals Process
Arrivals Entrance/Greeters' Area
Upon exiting their aircraft, passengers enter the terminal by way of one of five arrival/departure
gates. Once inside the gate lobby, they can proceed to the airside exit doors adjacent to the passenger
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security checkpoint. These doors allow passage into the Ticket Lobby space, which connects to the
rental car counters and the baggage claim lobby beyond. The limited size of the Ticket Lobby space
and the arrangement of functions requiring queuing in a main circulation area causes this space to
become quite crowded when there are many passengers and meeter/greeters.
Baggage Claim/Rental Cars
The Baggage Claim and Rental Car area functions adequately today because of the small volume of
users it serves. Should, as in times past, two or three air carriers serve the terminal, this area would
be too small for the number of arriving passengers during peak periods. In addition, the single bag
slide would be unable to handle more than one arriving flight at a time.
The rental car counters would also be congested, because the queuing area would become congested
during peak periods with passengers circulating through to bag claim for their baggage.
Public Services
Currently, there are small restrooms near the baggage claim area; however, these restrooms are not
along the path of travel for arriving passengers and are difficult to locate. Larger restrooms visible
from the bag claim area would be preferable.
A number of other items in and around the baggage claim area that would improve passenger service
include baggage trolleys, seating, and a visitor's welcome/information desk.
Arrivals Curb
See earlier discussion on departures process. The curbside has adequate length for the passenger
volumes encountered and is largely covered to keep passengers protected from the weather. As was
noted with the departures curb, the columns supporting the roof canopy are positioned very close to
the drive, and pose a hazard to passenger -side car doors.
10.1.3 Building Services
The terminal building operates for the most part as a stand-alone facility without dependence on
centralized City or County services for daily operations. Relative to services that the building
requires on-site for daily operations (mechanical, electrical, communication, elevator rooms, etc.),
the terminal has all the functions that it presently requires.
However, any future expansions must revisit the issue of fire protection with an eye to present code
requirements for fire sprinklers and anticipated facility size. While observing that the terminal has
existing support spaces for utilities and services, these spaces are in some cases undersized because
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of incremental growth of demand or addition of new equipment over time. Relocation and/or
resizing of spaces are deemed prudent if and when conceptual design for a facility expansion begins.
TSA -required facility security systems include an Access Control and Monitoring System that
monitors doors and fences along the Airport Operations Perimeter. The operating system and
software for these functions are housed in the Airport Administration Offices. Approved airport
personnel are issued badges that allow access via card readers at each door or gate.
10.1.4 Administrative Services
The Airport Administrative Offices are adjacent to the airfield. The space contains a reception area,
small conference room, and offices for airport management. Generally, the office space appears to be
adequate for its current use.
There is no Emergency Communications Command Center at the airport. Emergency events are
managed from County offices downtown. There is no Airport Police Office at the airport. Police
services are assigned from Police Department Offices downtown. Neither of these services was
mentioned by staff as being deficient.
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A.2 TERMINAL AREA PLAN
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A.3 TERMINAL PLAN FLOOR 1
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A.4 TERMINAL PLAN FLOOR 2
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A.5 TERMINAL PLAN FLOOR 3
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A.6 TERMINAL PLAN SOUTH ROOF
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A.7 TERMINAL PLAN NORTH ROOF
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Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i A-7
Terminal Facility Assessment
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
A-8 1 Page
B
BUILDING ASSESSMENT DATA
INVENTORY PHOTOS
B.1 STRUCTURAL SYSTEMS
S-1: Cracked and deteriorated mortar joints in exterior
brick veneer
S-2: Deteriorated caulking at exterior face brick veneer
S-3: Evidence of ponding at roof
S-4: Roofing system and flashing in need of repair at
low roof at former airport traffic control tower
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page B-1
Terminal Facility Assessment
S-5: Water damage in fascia and overhanging soffit S-6: Water damage at end of exposed roof beam
S-7: Roof top mechanical equipment
S-8: Roof top mechanical equipment
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-2 1 Page
Terminal Facility Assessment
S-9: Separation in overhang roof at building parapet
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 B-3
Terminal Facility Assessment
B.2 ARCHITECTURAL SYSTEMS
A-1: Air cargo office
A-2: Departures curb
A-3: Covered curbside
A-4: Arrivals curb
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-4 1 Page
Terminal Facility Assessment
�qA
A-5: Electrical service entry
A-6: Baggage claim entry
A-7: Inbound baggage area
A-8: Outbound baggage makeup access (inactive)
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 B-5
Terminal Facility Assessment
A-9: Portable aircraft loading stair
A-10: Airside gate lobby access to apron
A-11: Airside gate lobby access to apron
A-12: Airside exterior courtyard for staging ground
service equipment
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-6 1 Page
Terminal Facility Assessment
A-13: Airside exterior courtyard for staging ground
service equipment
A-15: Roof adjacent restaurant space
A-14: Alaska Airlines outbound make-up access
A-16: Roof adjacent restaurant space
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 B-7
Terminal Facility Assessment
A-17: Exterior deck adjacent lounge
A-18: Former airport traffic control tower (ATCT)
adjacent roof level
A-19: Former ATCT cab
A-20: Roof -mounted mechanical equipment of various
vintages
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-8 1 Page
Terminal Facility Assessment
A-21: Terminal building main entry
A-22: Hotel/transportation services phone station
A-23: Rental car and airline ticket counters (airline A-24: TSA passenger checkpoint and gate lobby
counter inactive)
landside exit)
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 B-9
Terminal Facility Assessment
A-25: Travel agency counter and offices (inactive) A-27: Alaska ticket counter
A-28: Ticket lobby seating
A-29: Exposed ductwork in ticket lobby ceiling
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-101 Page
Terminal Facility Assessment
A-30: Food/drink concession (inactive)
A-31: Access to public restrooms and drinking
fountain
A-32: Rental car counters
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-11
Terminal Facility Assessment
A-33: Inbound baggage claim slide
A-34: Baggage claim lobby
A-35: Horizon ATO access to ticket counters
A-36: Horizon ticket counter baggage belt entering the
makeup area
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-121 Page
Terminal Facility Assessment
A-37: TSA outbound baggage screening operation A-38: Horizon staff lockers and break area
A-39: Horizon air cargo staging area
A-40: Horizon outbound baggage makeup area
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-13
Terminal Facility Assessment
A-41: Alaska air cargo transaction counter
A-42: Alaska refrigerator and ice machine in makeup
area
A-43: Airside gate lobby
A-44: Level 2 banquet/board room
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-141 Page
Terminal Facility Assessment
A-45: Lounge space (inactive)
A-46: Lounge deck (inactive)
A-47: Restaurant space (inactive)
A-48: Restaurant commercial kitchen (inactive)
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-15
Terminal Facility Assessment
A-49: Office space in former ATCT
A-50: Former ATCT cab (inactive)
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-161 Page
Terminal Facility Assessment
B.3 MECHANICAL SYSTEMS
M-1: Storm drain catch basin at entry drive
M-2: Fire Department siamese pumper hose connection
M-3: Electric fire alarm gong at front drive
1\4-4: Typical fire sprinkler head
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-17
Terminal Facility Assessment
M-5: Typical electric heater
M-6: Parking drainage cleanout
1\4-7: Typical tenant split AC condensing unit
I1 -I-8: Building water meter
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-181 Page
Terminal Facility Assessment
M-9: Fire hydrant at entry drive
M-10: Typical roof drain
M-11: Split cooling unit condenser
M-12: Gravity relief integral to rooftop unit
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Pa B-19
Terminal Facility Assessment
M-13: Typical rooftop ductwork
M-14: Rusty milled steel rooftop gas piping
M-15: Aluminum mushroom roof exhaust fan
M-16: 80% efficient instantaneous gas water heater
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-201 Page
Terminal Facility Assessment
M-17: Rusty mild steel rooftop gas piping
M-18: Typical galvanized steel rooftop ductwork
M-19: Galvanized steel rooftop ductwork
M-20: Double wall galvanized rooftop ductwork
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 B-21
Terminal Facility Assessment
macidianama
M-21: Abandoned swamp cooler fan
M-22: Kitchen grease hood exhaust fan
*M-24: Failing support blocks —crushed vent flashing M-25: Through -wall AC unit
*M-23 intentionally skipped.
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-22 i Page
Terminal Facility Assessment
1\I-26: Typical wall heater M-27: Renovated self -rimming lavatories/mixing
faucet
M-28: Flush valve urinals — one at ADA height
M-29: Manual flush valves on water closets
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-23
Terminal Facility Assessment
M-30: Exposed fire sprinkler head
M-31: Semi -recessed fire sprinkler head
M-32: Ductwork below ceiling
M-33: Year 2000 renovation diffusers
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-24 1 Page
Terminal Facility Assessment
M-34: Missing domestic water pipe insulation
M-36: Cast iron hub and spigot waste piping
M-35: Typical wall mounted thermostat
M-37: Plastic waste and vent piping repairs
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-25
Terminal Facility Assessment
M-38: Copper domestic water with brass valves
M-40: Fire sprinkler pipe with mechanical joints
M-39: Fire service main building backflow preventer
M-41: Fire sprinkler service entrance transition
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-26 1 Page
Terminal Facility Assessment
M-42: Fire water service pressure = 105 psi static
M-44: Newer 90% efficient condensing water heater
M-43: Main domestic water regulator without relief
M-45: Domestic water thermostatic mixing valve
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-27
Terminal Facility Assessment
M-46: Kitchen plumbing fixture in poor condition M-47: Typical newer electronic thermostat
M-48: Plumbing fixtures in fair condition
M-49: Exposed fire sprinklers below ceiling
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-28 i Page
Terminal Facility Assessment
M-50: Gas instantaneous domestic water heater.
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 B-29
Terminal Facility Assessment
B.4 ELECTRICAL SYSTEMS
E-1: Apron lighting
E-2: Apron lighting
E-3: Baggage area lighting
E-4: Electrical telephone closet
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-301 Page
Terminal Facility Assessment
E-5: Fire alarm panel
E-6: Interior lighting
E-7: New and abandoned panels
E-8: Roof panels and conduit routing
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page i B-31
Terminal Facility Assessment
E-9: Sound system
L
E-11: Telephone handset
E-10: Telephone closet
E-12: Transformer and main switchboard
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-32 i Page
Terminal Facility Assessment
E-13: Under canopy lighting
E-14: Utility primary switch and telephone pedestal
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
Page 1 B-33
Terminal Facility Assessment
Yakima Air Terminal/McAllister Field Terminal Facility Assessment
B-34 1 Page
PAVEMENT MANAGEMENT PLAN
YAKIMA AIR TERMINAL / MCALLISTER FIELD
`l ta`h\MA A\R'CERM\Nt.L
McAll\SZERF\ELO
February 25, 2013
URS
CONTENTS
1.0 Introduction 1-1
1.1 Background 1-1
1.2 Purpose and Scope 1-1
2.0 Pavement Condition Evaluation 2-1
2.1 Approach 2-1
2.2 Pavement Inventory 2-1
2.3 Pavement Network Definition 2-2
2.4 Pavement Evaluation 2-3
2.5 Pavement Condition 2-4
3.0 Pavement Maintenance and Rehabilitation Program 3-1
3.1 Analysis Approach 3-1
3.2 Analysis Results 3-3
4.0 Closure and Limitations 4-1
4.1 Closure 4-1
4.2 Limitations 4-1
5.0 References 5-1
FIGURES
Figure 1-1: Airport Layout 1-3
Figure 2-1: Yakima Air Terminal Pavement Inventory 2-2
Figure 2-2: Conditions of All Yakima Air Terminal Pavements 2-4
Figure 2-3: Network Definition Map 2-5
Figure 2-4: Pavement Work History Map 2-7
Figure 2-5: Pavement Condition Index Map 2-9
Figure 3-1: 2011 Capital Improvement Plan Map 3-11
TABLES
Table 2-1: Network Level Sampling Criteria 2-3
Table 2-2: 2011 Pavement Condition Evaluation Results 2-11
Table 3-1: Critical PCI Values for Pavement Types at Yakima Airport 3-2
Table 3-2: 2013 Localized Preventative Maintenance Program 3-5
Table 3-3: 6 -Year CIP with Constrained Budget 3-8
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 1
Contents
Appendix A:
Appendix B:
Appendix C:
Appendix D:
Appendix E:
APPENDICES
Causes of Pavement Distress
Selected Photographs
Inspection Reports
Local Preventive Maintenance Policies and Base Year Unit Cost Tables
Sample Monthly Drive -By Inspection Form
Yakima Air Terminal/McAllister Field Pavement Management Plan
ii I Page February 25, 2013
1
INTRODUCTION
1.1 BACKGROUND
Yakima Air Terminal/McAllister Field (YKM) is located in the City of Yakima, Washington.
The airport layout is shown on Figure 1-1. YKM is classified as a commercial service airport in
the Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems
(NPIAS). The airport is owned by the City of Yakima.
YKM has a 7,604—foot-long by 150 -foot -wide runway (09-27), a 3,835 -foot -long by 150 -foot -
wide runway (04-22), taxiways, aprons, parking lots, and an on -airport perimeter road. These
pavements are a mixture of asphalt and concrete. The runway pavements, parallel taxiways, and
interior aprons are included in the Washington Airport Pavement Management System (APMS)
compiled by the Washington State Department of Transportation (WSDOT) Aviation Division.
The principal objective of the APMS is to assess the relative condition of selected airport
pavements in Washington State. Applied Pavement Technology evaluated the condition of the
YKM pavements that are part of the APMS in the 2005 Pavement Management Program. URS is
developing this pavement management plan in conjunction with updating the YKM Airport
Master Plan and the Airport Layout Plan. The results will be used to update the state APMS, as
well as to develop the airport's CIP. The pavement management plan will address all
pavements, including those that were not part of the APMS but that the airport has a
responsibility to maintain and operate. This report presents the results of the Pavement
Condition Index (PCI) evaluation and the pavement management plan.
1.2 PURPOSE AND SCOPE
The purpose of the pavement management task is to evaluate the condition of YKM airfield and
landside pavements and to guide the airport in establishing a comprehensive pavement
management plan.
To achieve these objectives, the following tasks were completed:
♦ Data Review: URS reviewed previous pavement management reports and construction
drawings to identify new construction and pavement maintenance projects (pavement
design, type, and history) in MicroPAVERTM. Based on the historical information, a
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 1-1
Chapter 1 ♦ Introduction
pavement inventory and pavement maps were developed to serve as the basis for the
pavement management plan.
♦ Pavement Condition Survey: URS performed visual pavement surveys in November
2011 to record the condition of the pavements in order to identify signs of pavement
distress.
♦ MicroPAVERTM Database Update: URS entered the pavement condition data into the
MicroPAVERTM database (first developed by WSDOT) to compute PCI values for each
pavement section.
♦ Pavement Condition Evaluation: Based on the PCI values, URS described the existing
pavement condition and estimated remaining life of the pavement.
♦ Pavement Management Program Update: URS updated the airport's pavement
management program to include all of the pavements, for which the Airport Board is
responsible.
Chapter 2 summarizes the work completed, results obtained, and the conclusions made.
Yakima Air Terminal/McAllister Field Pavement Management Plan
1-2 1 Page February 25, 2013
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2
PAVEMENT CONDITION EVALUATION
To develop a comprehensive pavement management plan, the construction and maintenance
history of each section of pavement must be documented and current conditions verified. In
2005, a pavement condition evaluation report was prepared and a pavement management
program for the runways, taxiways, and aprons was established as part of the WSDOT Aviation
Division's APMS update. This report evaluates the pavement condition of the runways,
taxiways, and aprons that were part of the WSDOT APMS study as well as the perimeter road,
auto parking lots, and roads that were not in the APMS but that are the responsibility of the
airport. The condition evaluation approach, pavement inventory, evaluation, and pavement
condition index that results from the evaluation are presented in this chapter.
2.1 APPROACH
URS visually evaluated the pavement condition using the PCI procedure, as described in ASTM
D5340-11 and FAA Advisory Circular AC 150/5380-6B: Guidelines and Procedures for
Maintenance of AirportPavernents.
2.2 PAVEMENT INVENTORY
As stated, the pavement inventory includes all pavements for which the City of Yakima has
responsibility.
Part of the pavement evaluation process involves updating the work history on current pavement
sections. However, for this report, the only engineering record plans and reports available were
the plans from the 2011 Runway 9-27 overlay project. Therefore, no work history is provided on
any of the additional aprons or landside pavements. All previous pavement data shown on the
graphs and charts is taken from the pavement condition survey completed in 2005.
WSDOT provided a copy of the MicroPAVERTM database developed for the 2005 pavement
management plan to serve as the basis for this plan. URS updated the database through a new
pavement evaluation after surveying both portland cement concrete (PCC) and asphalt cement
concrete (AC). Approximately 5,573,055 square feet of pavement is included in this pavement
management plan. Figure 2-1 shows the function and area of the pavements surveyed for this
plan.
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 2-1
Chapter 2 ♦ Pavement Condition Evaluation
Pavemeent Area (sf)
2,000,000.00
1,800,000.00
1,600,000.00
1,400,000.00
1, 200, 000.00
1,000,000.00
800,000.00
600,000.00
400,000.00
200,000.00
0.00
1
APRON PARKING ROADWAY RUNWAY TAXIWAY
Figure 2-1: Yakima Air Terminal Pavement Inventory
2.3 PAVEMENT NETWORK DEFINITION
The pavements considered are all part of the same pavement network, Yakima Air Terminal
Pavements.
Using the updated pavement inventory described in Section 2.2 all pavements were divided into
branches, sections, and sample units in accordance with the pavement condition evaluation
guidelines set forth in AC 150/5380-6B and ASTM D5430, as follows:
Branch: A branch is a part of a pavement system that serves a single function, i.e.,
runway, taxiway, apron, or parking lot.
♦ Section: A section is a portion of a branch that has common characteristics such as,
pavement cross-section, age, traffic level, or the overall condition of the pavement.
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-2 1 Page February 25, 2013
Pavement Condition Evaluation + Chapter 2
♦ Sample Unit A sample unit is a portion of a Section. Sections are divided into sample
units for the purpose of conducting the pavement inspection and condition assessment.
Sample units are divided such that each is about 5,000 square feet.
Figure 2-3 shows the branches divided into sections and sample units. This figure also shows the
labels assigned to individual pavement used in the MicroPAVERTM database.
2.4 PAVEMENT EVALUATION
Pavements were inspected in accordance with the PCI and pavement inspection procedure
presented in AC 150/5380-6B and ASTM D5430. The PCI rating, which ranges from 0 to 100,
represents a numerical presentation of the overall pavement condition. A PCI of 100 represents a
pavement in excellent condition while a 0 PCI is a pavement that has failed.
The PCI for a pavement section is calculated based on visual observations of the condition of the
pavement and does not provide a true measure of structural capacity. The procedure relies on the
inspection of pavement to identify the distress type, severity, and density. The PCI value of the
inspected sample is calculated using deduct value charts based on the distress type, severity, and
density observed. The observed pavement distresses provide a means to evaluate the condition
of the pavement and to determine the cause of pavement deterioration, while the computed PCI
helps track the performance of the pavement over time.
Common types of distress in PCC and AC pavements and their probable causes are summarized
in Tables A-1 and A-2, of Appendix A. URS visually inspected the pavement sections shown in
during a site visit on November 14
through 16, 2011. The network
definition map was updated based on
our field observations.
Representative sample units were
selected at random for PCI
inspection. The number of samples
selected was based on section level
sampling criteria in accordance with
ASTM D5430, as summarized in
Table 2-1.
Table 2-1: Network Level Sampling Criteria
I No. of Sample Units in Section
(N)
Min. No. of Units
Inspected
(n)
1-5 1%
6-10 2%
11-15 3%
16-40 4%
40+ 10%
Figure 2-4 shows the existing sections and construction dates for the pavements at YKM.
Selected photographs taken during the 2011 pavement condition inspection are presented in
Appendix B. URS recorded the observed distress data from this inspection and entered it into
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 2-3
Chapter 2 • Pavement Condition Evaluation
the MicroPAVERTM database that also contained inspection data from the 2005 pavement update
conducted by WSDOT. The combined database was used to forecast pavement conditions for
the 2011 pavement management plan. Refer to Appendix C for inspection reports.
2.5 PAVEMENT CONDITION
Using MicroPAVER software and the data collected from the pavement inspections, URS
evaluated the PCI values of each pavement section. Figure 2-5 geographically depicts the
condition of all pavements. Table 2-2 provides a summary of the results of the pavement
condition evaluation showing observed pavement conditions and the computed PCI values. URS
evaluated future performance of the pavements using typical performance trends established for
airport and roadway pavements in the MicroPAVERTM software. Figure 2-2 shows the PCI
ratings for combined square footages of all YKM pavements. Colors correspond to the PCI
ratings seen on the Figure 2-5.
Pavement Area (sf)
2,500,000.00
2,000,000.00
1,500,000,00
1,000,000.00
500,000.00
0.00
Preventive Maintenance
Rehabilitation
4 Reconstruction
111
1
Failed (0-10) Serious (11- Very Poor Poor (41-55) Fair (56-70) Satisfactory Good (86-
25) (26-40) (71-85) 100)
Figure 2-2: Conditions of All Yakima Air Terminal Pavements
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-4 1 Page February 25, 2013
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2-8 1 Page February 25, 2013
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Chapter 2 ♦ Pavement Condition Evaluation
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-10 1 Page February 25, 2013
Pavement Condition Evaluation ♦ Chapter 2
Table 2-2: 2011 Pavement Condition Evaluation Results
mUl
Branch'
Branch Name
Surface
Section Type2
Section
Area
(sl)
Last
Construction
Date3
2011
PCI
Rating
% Distress Due to
Climate/
Load4 Durability5 Other6
Distress Typesillin
AO 1 YK
ACAPYK
ACENTYK
ACUBYK
ACUBYK
ACUBYK
ACUSTYK
ADEYK
FED EX
APRON
APRON CAP
RAMP
APRON
CENTRAL
RAMP
APRON CUB
RAMP
APRON CUB
RAMP
APRON CUB
RAMP
APRON
CUSTOMS
RAMP
APRON
DECOTO
RAMP
01 AC 55,399 6/1/2004 34 48
01 AC 23,817 9/3/1942 22 0
01 AC 75,378 9/3/1987 62 0
01 AC 13,897 9/1/2002 45 0
02 AAC 13,655 9/1/2002 47 0
03 AC 6,852 9/1/2002 60 0
01 AC 22,649 6/1/1919 63 0
01 AC 78,139 9/3/1987 44 34
52
100
100
100
100
100
100
66
0
Alligator Cracking, Weathering,
Longitudinal/Transverse Cracking
Weathering,
0 Longitudinal/Transverse Cracking,
Utility Patch
0
Weathering,
Longitudinal/Transverse Cracking
Weathering,
0 Longitudinal/Transverse Cracking,
Block Cracking
Weathering,
0 Longitudinal/Transverse Cracking,
Block Cracking
Weathering,
0 Longitudinal/Transverse Cracking,
Block Cracking
Patching, Alligator Cracking, Joint
0 Reflection Cracking, and Block
Cracking
0
Longitudinal/Transverse Cracking,
Block Cracking, Alligator Cracking
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 12-11
Chapter 2 ♦ Pavement Condition Evaluation
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
Branch'
Surface
Section Type2
Section Last
Area Construction
(st)
2011
PCI
Rating
% Distress Due to
Climate/
Load4 Durabilitys Other6
Distress Types
AEASTYK
AHLD27YK
AMCYK
ANWYK
ANWYK
ANWYK
ANWYK
ASEYK
ASEYK
APRON EAST
RAMP
APRON HOLD
27
APRON
MCALLI STER
RAMP
NORTHWEST
HANGAR
APRONS
NORTHWEST
HANGAR
APRONS
NORTHWEST
HANGAR
APRONS
NORTHWEST
HANGAR
APRONS
SOUTHEAST
HANGAR
APRON
SOUTHEAST
HANGAR
APRON
01 AC 79,748 9/3/1984 48 0 100
01 AAC 18,573 9/1/1988 63 0 100
01 AC 59,613 9/3/1987 55 0 100
01 AC 21,032 1/11/2011 68 0 100
02 AAC 11,132 1/11/2011 45 66 34
03 AAC 54,000 1/1/1950 64 28 72
04 AAC 95,330 1/1/1950 72 0 100
01 AAC 60,800 1/1/1950 0 83 17
02 AAC 60,800 1/1/1950 100 0
0
0 Alligator Cracking, Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
0 Longitudinal/Transverse Cracking,
Utility Patch
Weathering,
0 Longitudinal/Transverse Cracking,
Patching
Weathering,
0 Longitudinal/Transverse Cracking,
Patching
0
0
0
Alligator Cracking , Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
0 Alligator Cracking, Raveling
0 None
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-12 1 Page February 25, 2013
Pavement Condition Evaluation ♦ Chapter 2
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF
Section
Surface Area
Branch' Branch Name Section Type2
(st)
Last
Construction
Date3
2011
PCI
Rating
% Distress Due to
Climate/
Load4 Durabilitys Other6
Distress Types
ATCHLDYK TAXIWAY C
HOLD APRON
ATCHLDYK
ATERMYK
ATERMYK
ATERMYK
ATERMYK
ATERMYK
AWESTYK
BP09YK
BP27YK
TAXIWAY C 02
HOLD APRON
APRON
TERMENAL 01
RAMP
APRON
TERMENAL 02
RAMP
APRON
TERMENAL 03
RAMP
APRON
TERMENAL 04
RAMP
APRON
TERMENAL 05
RAMP
APRON WEST
RAMP
RWY 09 END
BLAST PAD
RWY 27 END
BLAST PAD
01
01
01
01 AC 31,817 9/3/1942 78 0
AAC
PCC
3,865 9/1/1995 100 0 0
103,513 9/2/1967 60 26 21
AC 52,111 9/3/1988 25 27 73
AAC 65,820 9/3/1988 54 0 100
AC 86,028 9/3/1988 58 0 100
AAC 20,783 9/1/1988 32 0 100
AC 158,764 9/3/1984 50 0 100
AAC 31,300 1/1/1950 66 0 100
AAC 31,300 1/1/1950 60 0 100
100
0
Joint Seal Damage, Corner Spalling,
Joint Spalling, Corner Spalling,
Large Patch/Utility, and Small
Patch
0 Patching
Joint Seal Damage, Corner Spalling,
53 Shattered Slab, Popouts, and Joint
Spalling
0
0
0
0
0
0
Weathering, Block Cracking,
Alligator Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Block Cracking, Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering, Block Cracking,
Longitudinal/Transverse Cracking
0 Weathering, Block Cracking
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 2-13
Chapter 2 ♦ Pavement Condition Evaluation
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF
Section
Surface Area
Branch' I' Branch Name Section Type2
(st)
Last
Construction
Date3
2011
PCI
Rating
% Distress Due to
Climate/
Load4 Durabilitys Other6
Distress Types
PLEYK
PLNWYK
PLNWYK
PLNWYK
PLNWYK
PLNWYK
PLNYK
PLNYK
PLNYK
EAST
PARKING 01
LOTS
NW PARKING
LOTS
NW PARKING
LOTS
NW PARKING
LOTS
NW PARKING
LOTS
NW PARKING
LOTS
NORTH
PARKING
LOTS
NORTH
PARKING
LOTS
NORTH
PARKING
LOTS
Utility Patching, Weathering,
AAC 34,000 1/1/1950 60 58 24 18 Longitudinal/Transverse Cracking,
Alligator Cracking
01 AAC 91,330 1/1/1950 88 0 100
02 AAC 34,800 1/1/1950 25 56 39
03 AAC 43,190 1/1/1950 100 0 0
04 AAC 4,980 1/1/1950 98 0 100
05 AAC 12,130 1/1/1950 100 0 0
01 AAC 30,445 1/1/1950 100 0 0
02 AAC 27,300 1/1/1950 100 0 0
03 AAC 35,500 1/1/1950 36 47 32
Weathering,
0 Longitudinal/Transverse Cracking,
Alligator Cracking
Alligator Cracking, Raveling,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking.
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking.
5
0
0
0
0
0
21
Weathering,
Longitudinal/Transverse Cracking.
Alligator Cracking, Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking.
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-14 1 Page February 25, 2013
Pavement Condition Evaluation ♦ Chapter 2
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
Branch'
Section
Surface Area
Section Type2 (st)
Last
Construction
Date3
2011
PCI
Rating
% Distress Due to
Climate/
Load4 Durabilitys Other6
Distress Types
PLNYK
PLNYK
PLTERMYK
PREASTYK
PRNEYK
PRNWYK
PRWESTYK
R04YK
R04YK
NORTH
PARKING
LOTS
Weathering,
04 AAC 13,410 1/1/1950 72 0 96 4 Longitudinal/Transverse Cracking.
NORTH
PARKING 05
LOTS
TERMINAL
PARKING
LOT
EAST
PERIMETER
ROAD
NE
PERIMETER
ROAD
NW
PERIMETER
ROAD
WEST
PERIMETER
ROAD
RUNWAY
04/22
RUNWAY
04/22
AAC 53,340 1/1/1950 100 0 0
01 AAC 72,000 1/1/1950 66 0 100
01 AAC 74,000 1/1/1950 100 0 0
01 AAC 15,390 1/1/1950 100 0 0
01 AAC 61,272 1/1/1950 86 0 100
01 AAC 19,680 1/1/1950 57 67 33
O1A AAC 62,748 9/1/1986 24 0 100
O1B AAC 62,116 9/1/1986 24 0 100
0
Inspection Has Not Been
Completed.
Weathering,
0 Longitudinal/Transverse Cracking,
Block Cracking
0
0
0
0
0
0
None
None
Block Cracking, Weathering,
Longitudinal/Transverse Cracking
Alligator Cracking, Weathering,
Longitudinal/Transverse Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013
Page 1 2-15
Chapter 2 ♦ Pavement Condition Evaluation
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF Section Last 2011 % Distress Due to
Surface Area Construction PCI Climate/
Branch' Branch Name Section Type2 (sf) Date3 Rating Load4 Durabilitys Other6 Distress Types
R04YK
R04YK
R04YK
R04YK
R04YK
R04YK
R04YK
R04YK
R04YK
R04YK
R04YK
R04YK
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
RUNWAY
04/22
O1C AAC 60,858 9/1/1986 32 0 100 0
02A AAC 59,364 9/1/1986 27 0 100 0
02B AAC 63,970 9/1/1986 23 0 100 0
02C AAC 64,477 9/1/1986 21 0 100 0
03A AAC 3,868 9/1/1995 75 0 100 0
03B AAC 3,491 9/1/1995 75 0 100 0
03C AAC 3,718 9/1/1995 75 0 100 0
04A AAC 15,163 9/1/1986 35 0 100 0
04B AAC 14,900 9/1/1986 35 0 100 0
04C AAC 14,862 9/1/1986 29 0 100 0
05A AAC 4,874 9/1/1986 26 0 100 0
05B AAC 4,729 9/1/1986 26 0 100 0
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Raveling, Longitudinal/Transverse
Cracking
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-16 1 Page February 25, 2013
Pavement Condition Evaluation ♦ Chapter 2
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF Section Last 2011 % Distress Due to
Surface Area Construction PCI Climate/
Branch' Branch Name Section Type2 (st) Date3 Rating Load4 Durabilitys Other6 Distress Types
R04YK RUNWAY 05C AAC 4,587 9/1/1986 26 0 100 0 Raveling, Longitudinal/Transverse
04/22
Cracking
R04YK RUNWAY 06A AAC 35,419 9/1/1986 27 0 100 0 Raveling, Longitudinal/Transverse
04/22 Cracking, Patching.
R04YK RUNWAY 06B AAC 33,646 9/1/1986 28 0 100 0 Raveling, Longitudinal/Transverse
04/22 Cracking, Patching
RO4YK RUNWAY 06C AAC 31,649 9/1/1986 28 0 100 0 Raveling, Longitudinal/Transverse
04/22 Cracking
RO4YK RUNWAY 07A AAC 3,949 9/1/1986 38 0 100 0 Raveling, Longitudinal/Transverse
04/22 Cracking
RO4YK RUNWAY 07B AAC 3,977 9/1/1986 38 0 100 0 Raveling, Longitudinal/Transverse
04/22 Cracking
RO4YK RUNWAY 07C AAC 4,024 9/1/1986 38 0 100 0 Raveling, Longitudinal/Transverse
04/22 Cracking
RO4YK RUNWAY 08A AAC 18,681 9/1/2002 88 0 100 0 Weathering,
04/22 Longitudinal/Transverse Cracking
RO4YK RUNWAY 08B AAC 21,542 9/1/1985 82 0 100 0 Weathering,
04/22 Longitudinal/Transverse Cracking
RO4YK RUNWAY 08C AAC 21,755 9/1/1985 85 0 100 0 Weathering,
04/22 Longitudinal/Transverse Cracking
R09YK RUNWAY O1A AAC 50,460 7/1/2011 100 0 0 0 None
09/27
RO9YK RUNWAY O1B AAC 57,677 7/1/2011 100 0 0 0 None
09/27
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 2-17
Chapter 2 ♦ Pavement Condition Evaluation
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF Section Last 2011 % Distress Due to
Surface Area Construction PCI Climate/
Branch' Branch Name Section Type2 (sf) Date3 Rating Load4 Durabilitys Other6 Distress Types
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
O1C AAC 52,240 7/1/2011 100 0 0 0 None
02A AAC 24,175 7/1/2011 100 0 0 0 None
02B AAC 28,918 7/1/2011 100 0 0 0 None
02C AAC 25,452 7/1/2011 100 0 0 0 None
03A AAC 26,917 7/1/2011 100 0 0 0 None
03B AAC 31,501 7/1/2011 100 0 0 0 None
03C AAC 27,511 7/1/2011 100 0 0 0 None
04A AAC 27,612 7/1/2011 100 0 0 0 None
04B AAC 31,046 7/1/2011 100 0 0 0 None
04C AAC 26,891 7/1/2011 100 0 0 0 None
05A AAC 99,117 7/1/2011 100 0 0 0 None
05B AAC 106,212 7/1/2011 100 0 0 0 None
05C AAC 91,041 7/1/2011 100 0 0 0 None
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-18 1 Page February 25, 2013
Pavement Condition Evaluation ♦ Chapter 2
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF Section Last 2011 % Distress Due to
Surface Area Construction PCI Climate/
Branch' Branch Name Section Type2 (sf) Date3 Rating Load4 Durabilitys Other6 Distress Types
RO9YK
RO9YK
RO9YK
R09YK
RO9YK
R09YK
RO9YK
RO9YK
RO9YK
R09YK
RO9YK
R09YK
RO9YK
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
06A AAC 29,600 7/1/2011 100 0 0 0 None
06B AAC 26,730 7/1/2011 100 0 0 0 None
06C AAC 21,153 7/1/2011 100 0 0 0 None
07A AAC 6,055 9/1/1995 100 0 0 0 None
07B AAC 5,610 7,/1/2011 100 0 0 0 None
07C AAC 4,920 7/1/2011 100 0 0 0 None
08A AAC 13,943 7/1/2011 100 0 0 0 None
08B AAC 13,546 7/1/2011 100 0 0 0 None
08C AAC 12,782 7/1/2011 100 0 0 0 None
09A AAC 11,797 7/1/2011 100 0 0 0 None
09B AAC 11,233 7/1/2011 100 0 0 0 None
09C AAC 10,612 7/1/2011 100 0 0 0 None
10A AAC 52,778 7/1/2011 100 0 0 0 None
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 2-19
Chapter 2 ♦ Pavement Condition Evaluation
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF Section Last 2011 % Distress Due to
Surface Area Construction PCI Climate/
Branch' Branch Name Section Type2 (st) Date3 Rating Load4 Durabilitys Other6 Distress Types
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
R09YK
RDTERMYK
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
RUNWAY
09/27
TERMINAL
ROAD
10B AAC 51,721 7/1/2011 100 0 0 0 None
10C AAC 52,385 7/1/2011 100 0 0 0 None
11A AAC 20,818 7/1/2011 100 0 0 0 None
11B AAC 18,858 7/1/2011 100 0 0 0 None
11C AAC 18,141 7/1/2011 100 0 0 0 None
12A AAC 43,898 7/1/2011 100 0 0 0 None
12B AAC 36,987 7/1/2011 100 0 0 0 None
12C AAC 34,525 9/1/1995 100 0 0 0 None
Weathering,
01 AAC 37,763 1/1/1950 62 0 100 0 Longitudinal/Transverse Cracking,
TA1YK TAXIWAY Al 01 AAC 43,291 9/1/1988 68 0 100 0
TA1YK TAXIWAY Al 02 AAC 6,982 9/1/1995 53 0 100 0
TA2YK TAXIWAY A2 01 AAC 28,278 9/1/1988 69 0 100 0
Alligator Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-20 1 Page February 25, 2013
Pavement Condition Evaluation ♦ Chapter 2
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF
Surface
Branch' Branch Name Section Type2
Section
Area
(st)
Last
Construction
Date3
2011
PCI
Rating
% Distress Due to
Climate/
Load4 Durabilitys Other6
Distress Types
TA2YK
TA3YK
TA3YK
TA4YK
TA4YK
TA5YK
TA5YK
TAYK
TAYK
TAYK
TAYK
TAXIWAY A2 02
TAXIWAY A3 01
TAXIWAY A3 02
TAXIWAY A4 01
TAXIWAY A4 02
TAXIWAY A5 01
TAXIWAY A5 02
TAXIWAY A
TAXIWAY A
TAXIWAY A
TAXIWAY A
AAC 4,126 9/1/1995 54
AAC 28,447 9/1/1988 66
AAC 4,081 9/1/1995 68
AC 28,260 9/3/1988 68
AAC 3,893 9/1/1995 67
AC 25,615 9/3/1988 73
AAC 6,615 9/1/1995 64
01 AAC 101,114 9/1/1988 78
02 AAC 141,834 9/1/1988 68
03 AAC 115,359 9/1/1988 52
04 AAC 52,230 9/1/1988 48
0 100 0
0 100 0
0 100 0
0 100 0
0 100 0
0 100 0
0 100 0
0 100 0
0 100 0
37 63 0
44 56 0
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking,
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Longitudinal/Transverse Cracking,
Weathering, Block Cracking
Weathering,
Longitudinal/Transverse Cracking
Longitudinal/Transverse Cracking,
Weathering, Block Cracking
Weathering,
Longitudinal/Transverse Cracking,
Block Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking,
Block Cracking
Weathering,
Longitudinal/Transverse Cracking,
Block Cracking
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 2-21
Chapter 2 ♦ Pavement Condition Evaluation
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
IMF
Section
Surface Area
Branch' ILBranch Name Section Type2
(st)
Last
Construction
Date3
2011
PCI
Rating
% Distress Due to
Climate/
Load4 Durabilitys Other6 Distress Types
TAYK
TAYK
TAYK
TB1YK
TB2YK
TBYK
TBYK
TBYK
TBYK
TBYK
TBYK
TAXIWAY A 05
TAXIWAY A 06
TAXIWAY A 07
TAXIWAY B1 01
TAXIWAY B2 01
TAXIWAY B 01
TAXIWAY B 02
TAXIWAY B 03
TAXIWAY B 04
TAXIWAY B 05
TAXIWAY B 06
AC 17,686 9/3/1988 57 46 54
AAC 39,260 9/1/1988 70 32 68
AAC 128,452 9/1/1988 60 0 100
AC 16,727 9/2/1984 33 0 100
AAC 37,074 9/1/1976 43 0 100
AAC 167,743 9/1/1976 54 0 100
AAC 3,617 9/1/1995 75 0 100
AAC 26,361 9/1/1988 62 0 100
AAC 23,267 9/1/1988 56 0 100
AAC 7,678 9/1/1985 47 0 100
AAC 121,428 9/1/2002 76 0 100
Weathering,
0 Longitudinal/Transverse
Alligator Cracking
Weathering,
0 Longitudinal/Transverse
Alligator Cracking
0
0
0
Weathering,
Longitudinal/Transverse
Weathering,
Longitudinal/Transverse
Weathering,
Longitudinal/Transverse
Weathering,
0 Longitudinal/Transverse
Block Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
0 Longitudinal/Transverse Cracking,
Block Cracking
0 Block Cracking
Weathering,
0 Longitudinal/Transverse Cracking,
Joint Reflection Cracking
0
0
Cracking,
Cracking,
Cracking
Cracking
Cracking
Cracking,
2-22 1 Page
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013
Pavement Condition Evaluation ♦ Chapter 2
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
"I Branch' F Branch Name Section Type2
IMF
Section
Surface Area
(st)
Last 2011
Construction PCI Climate/
Date3 Rating Load4 Durabilitys Other6
% Distress Due to
Distress Types
TBYK
TBYK
TC1YK
TC2YK
TCYK
TCYK
TCYK
TCYK
TDYK
TAXIWAY B 07
TAXIWAY B 08
TAXIWAY Cl 01
TAXIWAY C2 01
TAXIWAY C
TAXIWAY C
TAXIWAY C
TAXIWAY C
TAXIWAY D
TLO1YK TAXILANE 1
TL02YK TAXILANE 2
TL03YK TAXILANE 3
TL04YK TAXILANE 4
AC 70,270 9/1/2002 71
AAC 4,865 9/1/2002 88
AAC 35,500 1/1/1950 100
0 100
0 100
0 0
AAC 6,545 1/1/1950 71 0
01 AC 34,392 9/1/2002 67
02 AAC 2,450 9/1/1988 56
03 AAC 11,910 9/1/1988 27
04 AAC 259,536 9/1/2005 87
01 AAC 18,570 1/1/1950 60
01 AAC 7,950 1/1/1950 28
01 AAC 9,776 1/1/1950 70
01 AAC 8,200 1/1/1950 79
01 AAC 103,800 1/1/1950 28
100
0 Weathering, Block Cracking
0 Weathering
0
0
None
Joint Reflection Cracking and
Weathering/Raveling
0 100 0 Longitudinal/Transverse Cracking
0 100 0 Longitudinal/Transverse Cracking
Longitudinal/Transverse Cracking,
Weathering
Longitudinal/Transverse Cracking,
Weathering
Weathering,
0 100 0 Longitudinal/Transverse Cracking,
Joint Reflection Cracking
Weathering,
51 49 0 Longitudinal/Transverse Cracking,
Alligator Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
Longitudinal/Transverse Cracking
Weathering,
69 31 0 Longitudinal/Transverse Cracking,
Alligator Cracking
17 83
0 100
0
0
0 100
0 100
0
0
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013
Page 1 2-23
Chapter 2 ♦ Pavement Condition Evaluation
Table 2-2: 2011 Pavement Condition Evaluation Results (Continued)
1 See Figure 2-3 for branch and section locations of the pavement network
2 AC= Asphalt cement concrete; AAC= Asphalt overlay on AC; PCC Portland cement concrete
3For sections where the original construction date was not known, the date of 1/1/1950 was used as a default. It is possible that the section has received rehabilitation
more recently than the original construction date and evidence by less severe distress than might have been expected
4Distress due to load includes those distresses attributed to structural deficiency in the pavement such as alligator cracking, rutting, or shattered concrete slabs
SDistress due to climate or durability includes those distresses attributed to either the aging of the pavement and the effects of the environment such as weathering and
raveling or block cracking in AC pavements or to a materials -related problem such as durability cracking in a PCC pavement
6Distress due to other includes distresses not attributed to load or climate. An example is a hole from jet blast.
Yakima Air Terminal/McAllister Field Pavement Management Plan
2-24 1 Page February 25, 2013
3
PAVEMENT MAINTENANCE AND
REHABILITATION PROGRAM
Using the PCI evaluations, a pavement management plan that consists of a pavement
maintenance and rehabilitation projects was developed. The pavement management includes the
following:
♦ A localized preventive maintenance plan for the year 2013
♦ A six year pavement maintenance and rehabilitation plan for the years 2013 through
2019.
The PCI calculations and the development of the pavement maintenance and rehabilitation plans
were completed using the pavement management software, MicroPAVER.
3.1 ANALYSIS APPROACH
3.1.1 Critical PCI Values
The critical PCI values for the airside pavements inspected for the 2005 APMS evaluation were
set by WSDOT and FAA (Applied Pavement Technology, 2006), based on the type and wheel
load classification of the pavements. Critical PCI values for roadway and parking were selected
by URS. Table 3-1 summarizes the critical PCI values used in this evaluation.
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 3-1
ILoad Classification 11
Chapter 3 ♦ Pavement Maintenance and Rehabilitation Program
Table 3-1: Critical PCI Values for Pavement Types at Yakima Airport
Surface Type 1M
Runway
PCC
Taxiway
AC
PCC
Apron
AC
PCC
60,000 lbs
>_
60,000 lbs
60,000 lbs
>_
60,000 lbs
65
70
55
60
60,000 lbs 60
>_
60,000 lbs 65
60,000 lbs 50
>_
60,000 lbs 55
60,000 lbs 60
>_
60,000 lbs 60
60,000 lbs 50
>_
60,000 lbs 50
Roadway
AC 1 HS -20 65
PCC HS -20 55
Parking
AC
HS -20 65
HS -20 55
is greater than or equal to.
< is less than.
HS -20 is the standard AASHTO (American Association of State Highway and
Transportation Officials) vehicle load in which, the load on the front axle is 8000
pounds, 32000 pounds on the intermediate axle and 32000 pounds on the later axle.
The preventive maintenance plan and maintenance and rehabilitation plans were developed using
the critical PCI approach. The goal of this approach is to maintain and rehabilitate the
pavements such that the PCI value is above critical PCI value of each pavement as follows:
♦ Above the critical PCI, localized (such as crack sealing) and global (such as a slurry seal)
preventive maintenance activities are recommended.
Yakima Air Terminal/McAllister Field Pavement Management Plan
3-2 1 Page February 25, 2013
Pavement Maintenance and Rehabilitation Program ♦ Chapter 3
♦ Below the critical PCI, major rehabilitation measures such as an overlay or reconstruction
is recommended.
3.1.2 Budget and Inflation Rate
A constrained budget with an annual inflation rate of 3% was used in the development of the
pavement management program with a base year of 2013 unit costs. The 3% inflation rate was
used because that is the historical norm for construction projects. The base unit 2013 costs
include a 30% contingency and a 30% markup that consists of sales tax, design engineering,
construction management legal and administration and permitting.
3.1.3 Localized and Global Maintenance Policies and
Unit Costs
Localized preventive maintenance policies developed for the 2005 APMS evaluation were used
in developing this pavement management plan. WSDOT and FAA reviewed these localized
preventive maintenance policies during the APMS evaluation, and determined the policies to be
appropriate. The localized preventive maintenance policies used for AC and PCC pavements are
in Table D-1 and D-2, respectively, of Appendix D.
Global maintenance policies identify the maintenance actions that are applied over an entire
section, rather than just to the distressed areas. Unit costs (base cost year 2013) for the localized
preventive maintenance actions used in the URS evaluation are presented on Table D-3 of
Appendix D. These 2013 base year unit costs were determined by Huibregtse Louman
Associates (HLA) for the Yakima Air Terminal and used in the development of this pavement
management program with the annual inflation rates described in Section 3.1.2.
3.1.4 Major Rehabilitation and Unit Costs
The cost of major rehabilitation projects is estimated based upon the PCI value of the pavement.
The unit costs (base cost year 2013) for major rehabilitation of AC and PCC pavements were
developed for the APMS evaluation. The HLA 2013 base year unit costs were utilized for
estimating the cost of the major rehabilitation and are summarized in Table D-4 of Appendix D.
3.2 ANALYSIS RESULTS
The localized preventative maintenance plan for 2013 and the six-year capital improvement plan
developed are presented herein.
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 3-3
Chapter 3 ♦ Pavement Maintenance and Rehabilitation Program
3.2.1 Localized Preventative Maintenance Program
The 2013 localized preventative maintenance plan developed for the YKMVI pavements is as
summarized and located in Table 3-2.
In addition, the following general maintenance strategies are also recommended to improve the
performance of the pavements:
♦ Control vegetation growth in pavement cracks by conducting regular herbicide programs.
♦ Implement a periodic crack sealing program.
Yakima Air Terminal/McAllister Field Pavement Management Plan
3-4 1 Page February 25, 2013
Pavement Maintenance and Rehabilitation Program ♦ Chapter 3
Table 3-2: 2013 Localized Preventative Maintenance Program
Branch IDI
ACUBYK
ACUBYKE
ACUBYKE
AMCYK
NWYK
ATERMYK 1
AWESTYK I
TA1YK
TA2YK
TAYK
TAYM
611M
1
rill Distress Type
Longitudinal/Transverse Cracking
2 Longitudinal/Transverse Cracking
3 Longitudinal/Transverse Cracking
1 Longitudinal/Transverse Cracking
2 Longitudinal/Transverse Cracking
1 Joint Seal Damage
1 Longitudinal/Transverse Cracking
2 Longitudinal/Transverse Cracking
2 Longitudinal/Transverse Cracking
3 Longitudinal/Transverse Cracking
4 Longitudinal/Transverse Cracking
5 Longitudinal/Transverse Cracking
Distress
Severity
Medium
Medium
High
Medium
Medium
Low
Medium
Medium
Medium
High
Medium
Medium
Distress
Quantity
708.31
910.33
519.09
3,846.00
690.71
110
6,858.60
1,623.41
124.57
62.88
9,192.48
9,454.07
Unit
Maintenance
Action
LF Crack Sealing -
AC
LF Crack Sealing -
AC
LF Crack Sealing -
AC
LF Crack Sealing -
AC
LF Crack Sealing -
AC
Slabs Joint Seal
(Silicon)
LF Crack Sealing -
AC
LF Crack Sealing -
AC
LF Crack Sealing -
AC
LF Crack Sealing -
AC
LF Crack Sealing -
AC
LF Crack Sealing -
AC
Estimated
Cost
$ 878.00
$ 1,129.00
$ 644.00
$ 4,769.00
$ 856.00
$ 2,354.00
$ 8,505.00
$ 2,013.00
$ 154.00
$ 78.00
$ 11,399.00
$ 11,723.00
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013
Page 1 3-5
Chapter 3 ♦ Pavement Maintenance and Rehabilitation Program
Table 3-2: 2013 Localized Preventative Maintenance Program
TAYK
TB1YK
TB2YK
TBYK
TCYK
EIM
TL
ir
Distress Type Distress
Severity
1111 Distress
Quantity
J
Estimated
Cost
7 Longitudinal/Transverse Cracking Medium 6,074.35 LF Crack Sealing -
AC $ 7,532.00
1 Weathering Medium 8,199.51 SqFt Surface
Treatment -
Slurry Seal $ 10,167.00
1 Weathering Medium 35,245.41 SqFt Surface
Treatment -
Slurry Seal $ 18,328.00
1 Longitudinal/Transverse Cracking Medium 5,751.19 LF Crack Sealing -
AC $ 7,131.00
2 Longitudinal/Transverse Cracking Medium 782.75 LF Crack Sealing -
AC $ 971.00
1 Longitudinal/Transverse Cracking High 300 LF Crack Sealing -
AC $ 372.00
1 Longitudinal/Transverse Cracking Medium 8,151.18 LF Crack Sealing -
AC $ 10,107.00
$ 99,111.00
'See Figure 2-3 for the location of the Branch and Section
3-6 i Page
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013
Pavement Maintenance and Rehabilitation Program ♦ Chapter 3
3.2.2 Six -Year Capital Improvement Program
A six-year capital improvement program identifying the major rehabilitation items for all YKM
pavements considered in this pavement management plan was developed based on the current
and future PCI prediction evaluations. Table 3-3 summarizes the prioritized six-year program
developed for major rehabilitation projects and presents conceptual level cost estimates with a
constrained budget that uses anticipated maximum available funding expected at YKM
The cost estimates for each year are inflated to reflect the annualized inflation rates specified in
Section 3.1.2 applied to 2013 base year costs. The six-year capital improvement program using
the constrained budget is shown on Figure 3-1.
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 3-7
Chapter 3 • Pavement Maintenance and Rehabilitation Program
Table 3-3: 6 -Year CIP with Constrained Budget
Branch ID' • Section ID Action Estimated Cost
2013
BP27YK
PLNWYK
•
PLNYK
PRWESTYK
TA5YK
TAYK
TCYK
TDYK
1 2" AC Overlay $97,468
3 2" AC Overlay $115,127
2 2" AC Overlay $72,771
1 2" AC Overlay $62,602
2 2" AC Overlay $21,278
6 4" AC Overlay $76,164
2 2" AC Overlay $10,640
1 2" AC Overlay $65,161
Total $521,211
2014
R04YK
04A 2.5" AC Overlay $95,542
04B 2.5" AC Overlay $93,885
04C 2.5" AC Overlay $96,603
05A 2.5" AC Overlay $32,631
05B 2.5" AC Overlay $31,661
05C 2.5" AC Overlay $30,710
06A 2.5" AC Overlay $237,130
06B 2.5" AC Overlay $218,699
06C 2.5" AC Overlay $211,890
07A 2.5" AC Overlay $23,647
07B 2.5" AC Overlay $23,814
07C 2.5" AC Overlay $24,096
Total $1,120,308
2015
R04YK
O1A 2.5" AC Overlay $420,098
O1B 2.5" AC Overlay $428,343
O1C 2.5" AC Overlay $395,577
02A 2.5" AC Overlay $397,442
02B 2.5" AC Overlay $441,127
02C 2.5" AC Overlay $444,624
Total $2,527,211
Yakima Air Terminal/McAllister Field Pavement Management Plan
3-8 1 Page February 25, 2013
Pavement Maintenance and Rehabilitation Program ♦ Chapter 3
Table 3-3: 6 -Year CIP with Constrained Budget (Continued)
RDTERMYK - 1 4" AC Overlay $117,850
TA1YK 2 2" AC Overlay $41,275
mliaiiK 2 2" AC Overlay $23,823
TA3YK 1 2" AC Overlay $93,767
2 2" AC Overlay $13,539
2 2" AC Overlay $13,713
7 4" AC Overlay $572,470
3 2" AC Overlay $107,286
7 2" AC Overlay $255,006
TCYK 111 1 2" AC Overlay $157,502
Total $1,396231
iK
TAYK
TBYK
20:
ACUBY 3 2" AC Overlay $44,313
TAYK 5 4" AC Overlay $94,712
TB 1 YK 1 2" AC Overlay $122,371
1 2" AC Overlay $901,880
TBYK 4 2" AC Overlay $127,846
5 2" AC Overlay $50,519
TLO1YK 1 2" AC Overlay $58,161
Total $1,399,802
2018
AHLD27YK i 1 2" AC Overlay $86,652
TA1YK 1 4" AC Overlay $154,397
TA4YK I= 1 2" AC Overlay $100,789
TAYK ' 2 4" AC Overlay $505,851
TBYK ' 6 2" AC Overlay $424,417
TCYK ' 3 2" AC Overlay $89,745
Total $1,361,851
201
ANWYK 2 2" AC Overlay $86,399
ATCHLDYK 2 2" AC Overlay $14,593
TA2YK 1 2" AC Overlay $104,234
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 3-9
Chapter 3 ♦ Pavement Maintenance and Rehabilitation Program
Table 3-3: 6 -Year CIP with Constrained Budget (Continued)
ratElliticerr Section ID Action ' Estimated Cost
3
4
4" AC Overlay $796,716
4" AC Overlay $393,400
Total $1,395,342
'See Figure 2-3 for the location of the Branch and Section
Yakima Air Terminal/McAllister Field Pavement Management Plan
3-10 1 Page
CAPITAL IMPROVEMENT PROGRAM
2013 THROUGH 2019
REPAIR YEAR
2013
2014
2015
2016
2017
2018
2019
REPAIR TYPE
REHABILITATION f
RECONSTRUCTION
LEGEND
11E141N W..1lIk Ell RS 14 0
n\TTIE. WA MIDI
MOW OE) 4.91:10
01.1.4.1,071
Note: Projects are subject to the availability of federal and state funds
CBIPANY
BY
BATE
OI ROOM Ire
OMNI
MaNUSItRFUD
R18AD-01 (100)
BRANCH NAME
SECTION NUMBER
2005 PCI VALUE
YAIOIA AIR 7ERMMIALJM WJJBTER FIELD
AMPORT MASTER PLAIT
2011 CAPITAL IMPROVEMENT
PROGRAM MAP
AP NMUM
3A100Q32
BBALIL
DATL
JANUARY 2013
SHEET If LIUSEPt
FIG 3-1
Chapter 3 ♦ Pavement Maintenance and Rehabilitation Program
Yakima Air Terminal/McAllister Field Pavement Management Plan
3-12 1 Page February 25, 2013
4
CLOSURE AND LIMITATIONS
4.1 CLOSURE
The pavement management plan presented in this report was prepared in accordance with the
PCI method described in ASTM D5340 and as adopted by FAA. Also, the report was prepared
to meet the requirements of Public Law 103-305.
Public Law 103-305 requires that airport sponsors provide assurances or certifications that an
airport has implemented an effective airport pavement maintenance management system
(PMMS) before the airport will be considered for funding of pavement replacement or
reconstruction projects. To be in full compliance of this Federal law and to satisfy FAA Grant
Assurance 11, the PMMS must include at least the following components:
♦ Pavement Inventory
♦ Pavement Inspections
♦ Record Keeping
♦ Information Retrieval
♦ Program Funding
As part of this report, a comprehensive pavement inventory, the maintenance of which YKM is
responsible for, has been developed. To remain in compliance with the law, the airport will also
need to undertake the following:
♦ Conduct monthly drive-by inspections of pavement conditions
♦ Track pavement related maintenance activities
♦ Conduct detailed inspections of the pavements at least once every three years
A sample monthly drive-by inspection form is provided in Appendix E.
The next detailed inspection and PCI evaluation of the pavement should occur in 2016-17.
4.2 LIMITATIONS
This pavement management program was developed as a planning tool to assist the planning of
the localized maintenance and capital improvement plans; it consists of a visual network level
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 4-1
Chapter 4 ♦ Closure and Limitations
evaluation, only. The unit costs used in the evaluation reflect local conditions and are conceptual
level construction costs that include engineering, construction inspection and administrative fees
that have been inflated on an annual basis. The costs for major individual projects should be
evaluated in more detail based on a project -level pavement engineering evaluation The capital
improvement program may need adjustment to account for economic and/or operational
constraints. This report is conceptual as to which pavements need to be repaired/replaced based
on the critical PCI value but YKM Master Plan will look into further detail for the specific areas
that need to be addressed based on the airports needs and budget.
Yakima Air Terminal/McAllister Field Pavement Management Plan
4-2 1 Page February 25, 2013
5
REFERENCES
♦ Applied Pavement Technology, Inc., "Yakima Air Terminal - 2005 Pavement
Management Report" for Washington State Department of Transportation Aviation and
Federal Aviation Administration, 2006.
♦ ASTM, "ASTM D5340-11, Standard Test Method for Airport Pavement Condition Index
Surveys", 2011.
♦ Federal Aviation Administration (FAA), "FAA Advisory Circular AC 150/5380-6B:
Guidelines and Procedures for Maintenance of Airport Pavements", 2007.
♦ Federal Aviation Administration (FAA), "Pavement History and AIP Project Records"
♦ Yakima Air Terminal/McAllister Field, "2003 Airport Layout Plan", 2003.
♦ Yakima Air Terminal/McAllister Field, "Engineering record plans and reports".
Yakima Air Terminal/McAllister Field Pavement Management Plan
February 25, 2013 Page 1 5-1
Chapter 5 ♦ References
Yakima Air Terminal/McAllister Field Pavement Management Plan
5-2 1 Page February 25, 2013
APPENDIX A
CAUSES OF PAVEMENT DISTRESS
Causes of Pavement Distress • Appendix A
Table A-1: Probable Causes of Pavement Distress on Asphalt -Surfaced Pavements
Distress Type
Probable Cause of Distress
Alligator Cracking
Bleeding
Block Cracking
Corrugation
Depression
Jet Blast
Joint Reflection
Longitudinal and Transverse
Cracking
Oil Spillage
Patching
Polished Aggregate
Raveling and Weathering
Rutting
Shoving
Slippage Cracking
Swelling
Fatigue failure of the asphalt concrete surface under repeated traffic loading
Excessive amounts of asphalt cement or tar in the mix and/or low air void
content
Shrinkage of the asphalt concrete and daily temperature cycling
Traffic action combined with an unstable pavement layer
Settlement of the foundation soil or can be "built-up" during construction
Bituminous binder has been burned or carbonized
Movement of the concrete slab beneath the asphalt concrete surface because of
thermal and moisture changes
Poorly constructed paving lane joint; OR shrinkage of the AC surface due to
low temperatures or hardening of the asphalt; OR reflective crack caused by
cracks in an underlying Portland Cement Concrete (PCC) slab
Deterioration or softening of the pavement surface caused by the spilling of
oil, fuel, or other solvents
N/A
Repeated traffic applications
Asphalt binder may have hardened significantly
Usually by consolidation or lateral movement of the materials due to traffic
loads
Where PCC pavements adjoin flexible pavements, PCC "growth" may shove
the asphalt pavement
Low strength surface mix or poor bond between the surface and next layer of
pavement structure
Usually by frost action or by swelling soil
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page 1 A-1
Appendix A • Causes of Pavement Distress
Table A-2: Probable Causes of Pavement Distress on Portland Cement Concrete
Pavements
Min Distress Type
■
Probable Cause of Distress
Blow-up
Corner Break
Cracks
Durability Cracking
Joint Seal Damage
Patching (Small)
Patching (Large)
Popouts
Pumping
Scaling
Settlem ent
Shattered Slab
Shrinkage
Spalling (Joint and Corner)
Incompressibles in joints
Load repetition combined with loss of support and curling stresses
Combination of load repetition, curling stresses, and shrinkage stresses
Concrete's inability to withstand environmental factors such as freeze -thaw
cycles
Stripping of joint sealant, extrusion of joint sealant, weed growth, hardening of
filler (oxidation), loss of bond to slab edges, or absence of sealant in joint
N/A
N/A
Freeze -thaw action in combination with expansive aggregates
Poor drainage, poor joint sealant
Over finishing of concrete, deicing salts, improper construction, freeze -thaw
cycles, poor aggregate, alkali -silica reactivity
Upheaval or consolidation
Load repetition
Setting and curing of the concrete
Excessive stresses at the joint caused by infiltration of incompressible
materials or traffic loads; weak concrete at joint combined with traffic loads
Yakima Air Terminal/McAllister Field Pavement Management Plan
A-2 1 Page
APPENDIX B
SELECTED PHOTOGRAPHS
Selected Photographs ♦ Appendix B
RO9YK
BP09YK
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page 1 B-1
Appendix B ♦ Selected Photographs
BP27YK
TA1YK
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-2 i Page
Selected Photographs ♦ Appendix B
TAYK
TAYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page 1 B-3
Appendix B ♦ Selected Photographs
TAYK
TAYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-4 1 Page
Selected Photographs ♦ Appendix B
AHLDYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page 1 B-5
Appendix B ♦ Selected Photographs
TBYK
RO4YK
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-6 1 Page
Selected Photographs 4 Appendix B
RO4YK
TB2YK
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page i B-7
Appendix B ♦ Selected Photographs
ASEYK-02
TCYK-04
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-8 I Page
Selected Photographs ♦ Appendix B
TC1YK
ASEYK-01
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-9
Appendix B ♦ Selected Photographs
TDYK
TC2YK
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-10 1 Page
Selected Photographs ♦ Appendix B
TCYK-03 to -02
AEASTYK-01
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-11
Appendix B ♦ Selected Photographs
ACENTYK
ATERMYK-01
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-12 iPage
Selected Photographs ♦ Appendix B
ATERMYK-03
ATERMYK-02
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-13
Appendix B ♦ Selected Photographs
ir—
AWESTYK
AWESTYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-14 1 Page
Selected Photographs ♦ Appendix B
PLEYK-01
TLO4YK-01
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-15
Appendix B ♦ Selected Photographs
ANWYK-04
TLO4YK-01
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-16 1 Page
Selected Photographs ♦ Appendix B
TLO3YK
PRNWYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-17
Appendix B ♦ Selected Photographs
ANWYK-02 (Left), ANYYK-01 (Right)
PRWESTYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-18 1 Page
Selected Photographs ♦ Appendix B
A01 YK
A01 YK
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-19
Appendix B ♦ Selected Photographs
PLNYK-03
PLNYK-03
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-20 I Page
Selected Photographs ♦ Appendix B
PLNWYK-05
RDTERMYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-21
Appendix B ♦ Selected Photographs
RDTERMYK
PLTERMYK
Yakima Air Terminal/McAllister Field Pavement Management Plan
B-22 I Page
Selected Photographs ♦ Appendix B
PLTERMYK
PLNYK-04
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page B-23
APPENDIX C
INSPECTION REPORTS
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: AO1YK Name:
Use: TAXIWAY
Area: 55,399.00SgFt
Section: 01 of 1 From: . To: . Last Const.: 06/01/2004
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: S
Area: 55,399.00SgFt Length: 300.00Ft Width: 200.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 12 Surveyed: 4
Conditions: PCI : 34
Inspection Comments:
Sample Number: 01 Type: R Area: 4,490.00SgFt PCI = 34
Sample Comments:
52 RAVELING L 4,400.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
41 ALLIGATOR CRACKING M 300.00 SqFt Comments:
Sample Number: 04 Type: R Area: 4,490.00SgFt PCI = 29
Sample Comments:
52 RAVELING L 4,400.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
41 ALLIGATOR CRACKING M 400.00 SqFt Comments:
Sample Number: 08 Type: R Area: 4,145.00SgFt PCI = 41
Sample Comments:
52 RAVELING L 4,100.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 250.00 Ft Comments:
41 ALLIGATOR CRACKING M 100.00 SqFt Comments:
Sample Number: 12 Type: R Area: 6,150.00SgFt PCI = 35
Sample Comments:
52 RAVELING L 6,150.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
41 ALLIGATOR CRACKING M 500.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ACAPYK Name: APRON CAP RAMP
Use: APRON
Area: 23,817.00SgFt
Section: 01 of 1 From: AMC -01 To: TB -07 Last Const.: 09/01/1942
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 23,817.00SgFt Length: 200.00Ft Width: 120.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI : 22
Inspection Comments:
Sample Number: 01 Type: R Area: 6,360.00SgFt PCI = 21
Sample Comments:
57 WEATHERING H 6,000.00 SqFt Comments:
50 PATCHING M 700.00 SqFt Comments:
43 BLOCK CRACKING H 1,000.00 SqFt Comments:
Sample Number: 02 Type: R Area: 6,000.00SgFt PCI = 28
Sample Comments:
57 WEATHERING H 6,000.00 SqFt Comments:
50 PATCHING M 350.00 SqFt Comments:
43 BLOCK CRACKING H 500.00 SqFt Comments:
Sample Number: 03 Type: R Area: 6,000.00SgFt PCI = 18
Sample Comments:
50 PATCHING M 350.00 SqFt Comments:
57 WEATHERING H 6,000.00 SqFt Comments:
50 PATCHING L 2,100.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 500.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ACENTYK Name: APRON CENTERAL RAMP
Use: APRON
Area: 75,378.00SgFt
Section: 01 of 1 From: AEASST-01 To: ACUST-01 Last Const.: 09/01/1987
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 75,378.00SgFt Length: 312.00Ft Width: 287.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 17 Surveyed: 5
Conditions: PCI : 62
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 58
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 58
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 09 Type: R Area: 6,159.00SgFt PCI = 74
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
57 WEATHERING L 6,100.00 SqFt Comments:
Sample Number: 13 Type: R Area: 4,350.00SgFt PCI = 55
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 50.00 Ft Comments:
57 WEATHERING L 4,350.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Sample Number: 17 Type: R Area: 5,000.00SgFt PCI = 58
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ACUBYK Name: APRON CUB RAMP
Use: APRON
Area: 34,404.00SgFt
Section: 01 of 3 From: TB -07 To: ACUP-02 Last Const.: 09/01/2002
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 13,897.00SgFt Length: 350.00Ft Width: 40.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI :45
Inspection Comments:
Sample Number: 01 Type: R Area: 3,867.00SgFt PCI = 45
Sample Comments:
57 WEATHERING M 3,500.00 SqFt Comments:
43 BLOCK CRACKING M 500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 02 Type: R Area: 3,867.00SgFt PCI = 56
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
57 WEATHERING M 3,500.00 SqFt Comments:
43 BLOCK CRACKING M 500.00 SqFt Comments:
Sample Number: 04 Type: R Area: 2,076.00SgFt PCI = 26
Sample Comments:
43 BLOCK CRACKING L 500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 1,000.00 Ft Comments:
57 WEATHERING M 2,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ACUBYK Name: APRON CUB RAMP
Use: APRON
Area: 34,404.00SgFt
Section: 02 of 3 From: ACUP-01 To: ACUP-03 Last Const.: 09/01/2002
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 13,655.00SgFt Length: 35.00Ft Width: 362.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI :47
Inspection Comments:
Sample Number: 01 Type: R Area: 3,500.00SgFt PCI = 43
Sample Comments:
57 WEATHERING M 3,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
43 BLOCK CRACKING M 500.00 SqFt Comments:
Sample Number: 02 Type: R Area: 3,500.00SgFt PCI = 45
Sample Comments:
57 WEATHERING M 3,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 550.00 Ft Comments:
43 BLOCK CRACKING L 500.00 SqFt Comments:
Sample Number: 03 Type: R Area: 3,500.00SgFt PCI = 52
Sample Comments:
43 BLOCK CRACKING L 1,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 700.00 Ft Comments:
57 WEATHERING M 3,500.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ACUBYK Name: APRON CUB RAMP
Use: APRON
Area: 34,404.00SgFt
Section: 03 of 3 From: ACUP-02 To: AMC -01 Last Const.: 09/01/2002
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 6,852.00SgFt Length: 350.00Ft Width: 20.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI : 60
Inspection Comments:
Sample Number: 01 Type: R Area: 3,300.00SgFt PCI = 51
Sample Comments:
57 WEATHERING M 3,300.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 02 Type: R Area: 3,300.00SgFt PCI = 69
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 400.00 Ft Comments:
57 WEATHERING L 3,300.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ACUSTYK Name: APRON CUSTOMS RAMP
Use: APRON
Area: 22,649.00SgFt
Section: 01 of 1 From: ACENT-01 To: TB -06 Last Const.: 06/01/1919
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 22,649.00SgFt Length: 100.00Ft Width: 240.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI : 63
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 58
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 02 Type: R Area: 7,842.00SgFt PCI = 64
Sample Comments:
57 WEATHERING L 7,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 50.00 Ft Comments:
Sample Number: 05 Type: R Area: 6,048.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 6,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ADEYK Name: APRON DECOTO RAMP
Use: APRON
Area: 78,139.00SgFt
Section: 01 of 1 From: START To: TA -02 Last Const.: 09/01/1987
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 78,139.00SgFt Length: 325.00Ft Width: 290.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 16 Surveyed: 5
Conditions: PCI :44
Inspection Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 41
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 500.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 53
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 09 Type: R Area: 5,000.00SgFt PCI = 19
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 100.00 Ft Comments:
41 ALLIGATOR CRACKING H 500.00 SqFt Comments:
Sample Number: 10 Type: R Area: 5,000.00SgFt PCI = 53
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 15 Type: R Area: 5,000.00SgFt PCI = 53
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: AEASTYK Name: APRON EAST RAMP
Use: APRON
Area: 79,748.00SgFt
Section: 01 of 1 From: ATERM-05 To: ACENT-01 Last Const.: 09/01/1984
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 79,748.00SgFt Length: 387.00Ft Width: 222.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 16 Surveyed: 5
Conditions: PCI :48
Inspection Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 43
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 450.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 43
Sample Comments:
52 RAVELING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 450.00 Ft Comments:
Sample Number: 10 Type: R Area: 5,000.00SgFt PCI = 41
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 500.00 Ft Comments:
Sample Number: 14 Type: R Area: 5,000.00SgFt PCI = 72
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 20 Type: R Area: 5,000.00SgFt PCI = 41
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 500.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: AHLD27YK Name: APRON HOLD 27 Use: APRON Area: 18,573.00SgFt
Section: 01 of 1 From: TA1-01 To: TA1-02 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 18,573.00SgFt Length: 293.00Ft Width: 90.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 3 Surveyed: 3
Conditions: PCI : 63
Inspection Comments:
Sample Number: 01 Type: R Area: 5,955.00SgFt PCI = 63
Sample Comments:
57 WEATHERING L 5,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 935.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 165.00 Ft Comments:
Sample Number: 02 Type: R Area: 4,385.00SgFt PCI = 59
Sample Comments:
57 WEATHERING L 4,100.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 935.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 165.00 Ft Comments:
Sample Number: 03 Type: R Area: 6,020.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 5,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 935.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 65.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: AMCYK Name: APRON MCALLISTER RAMP
Use: APRON
Area: 59,613.00SgFt
Section: 01 of 1 From: ACUP-03 To: ACAP-01 Last Const.: 09/03/1987
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 59,613.00SgFt Length: 425.00Ft Width: 143.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 13 Surveyed: 4
Conditions: PCI :55
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 67
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 700.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 58
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 08 Type: R Area: 4,300.00SgFt PCI = 59
Sample Comments:
50 PATCHING L 2,500.00 SqFt Comments:
57 WEATHERING L 4,300.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 200.00 Ft Comments:
Sample Number: 13 Type: R Area: 4,300.00SgFt PCI = 34
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
52 RAVELING M 4,300.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ANWYK Name: NORTHWEST HANGER APRONS
Use: APRON
Area: 181,494.00SgFt
Section: 01 of 4 From: COUNTY ROAD To: TL02YK-01 Last Const.: 01/11/2011
Surface: AC Family: DEFAULT Zone: Category: Rank: P
Area: 21,032.00SgFt Length: 478.00Ft Width: 44.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI : 68
Inspection Comments:
Sample Number: 01 Type: R Area: 5,828.00SgFt PCI = 70
Sample Comments:
50 PATCHING L 300.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 400.00 Ft Comments:
57 WEATHERING M 5,828.00 SqFt Comments:
Sample Number: 02 Type: R Area: 4,838.00SgFt PCI = 62
Sample Comments:
57 WEATHERING M 4,838.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Sample Number: 04 Type: R Area: 4,736.00SgFt PCI = 74
Sample Comments:
57 WEATHERING M 4,736.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 400.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ANWYK Name: NORTHWEST HANGER APRONS
Use: APRON
Area: 181,494.00SgFt
Section: 02 of 4 From: COUNTY ROAD To: TL02YK-01 Last Const.: 01/11/2011
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 11,132.00SgFt Length: 253.00Ft Width: 44.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI :45
Inspection Comments:
Sample Number: 01 Type: R Area: 4,835.00SgFt PCI = 45
Sample Comments:
57 WEATHERING L 4,835.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
41 ALLIGATOR CRACKING M 200.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ANWYK Name: NORTHWEST HANGER APRONS
Use: APRON
Area: 181,494.00SgFt
Section: 03 of 4 From: TLNWYK-04
Surface: AAC Family: DEFAULT
Area: 54,000.00SgFt Length: 54,000.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: PRNWYK-01 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 4 Surveyed: 4
Conditions: PCI : 64
Inspection Comments:
Sample Number: 02 Type: R Area: 4,624.00SgFt PCI = 62
Sample Comments:
57 WEATHERING L 4,624.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 160.00 Ft Comments:
41 ALLIGATOR CRACKING L 100.00 SqFt Comments:
Sample Number: 05 Type: R Area: 5,100.00SgFt PCI = 63
Sample Comments:
57 WEATHERING L 5,100.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,100.00SgFt PCI = 63
Sample Comments:
57 WEATHERING L 5,100.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Sample Number: 10 Type: R Area: 5,343.00SgFt PCI = 68
Sample Comments:
57 WEATHERING L 5,343.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ANWYK Name: NORTHWEST HANGER APRONS
Use: APRON
Area: 181,494.00SgFt
Section: 04 of 4 From: TAYK-02
Surface: AAC Family: DEFAULT
Area: 95,330.00SgFt Length: 95,330.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: TLNWYK-04 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 18 Surveyed: 5
Conditions: PCI : 72
Inspection Comments:
Sample Number: 04 Type: R Area: 4,950.00SgFt PCI = 72
Sample Comments:
57 WEATHERING L 4,950.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Sample Number: 06 Type: R Area: 4,950.00SgFt PCI = 72
Sample Comments:
57 WEATHERING L 4,950.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Sample Number: 10 Type: R Area: 4,950.00SgFt PCI = 72
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
57 WEATHERING L 4,950.00 SqFt Comments:
Sample Number: 13 Type: R Area: 3,542.00SgFt PCI = 68
Sample Comments:
57 WEATHERING L 3,542.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 450.00 Ft Comments:
Sample Number: 18 Type: R Area: 6,500.00SgFt PCI = 75
Sample Comments:
57 WEATHERING L 6,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ASEYK Name: SOUTHEAST HANGER APRON Use: APRON Area: 121,600.00SgFt
Section: 01 of 2 From: SE HANGAR BUILDINGS
Surface: AAC Family: DEFAULT
Area: 60,800.00SgFt Length: 60,800.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: TC1YK-01 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/15/2011 Total Samples: 11 Surveyed: 3
Conditions: PCI:0
Inspection Comments:
Sample Number: 1 Type: R Area: 6,745.00SgFt PCI = 0
Sample Comments:
41 ALLIGATOR CRACKING H 6,745.00 SqFt Comments:
57 WEATHERING M 6,745.00 SqFt Comments:
Sample Number: 3 Type: R Area: 6,570.00SgFt PCI = 0
Sample Comments:
57 WEATHERING M 6,570.00 SqFt Comments:
41 ALLIGATOR CRACKING H 6,570.00 SqFt Comments:
Sample Number: 7 Type: R Area: 3,800.00SgFt PCI = 0
Sample Comments:
41 ALLIGATOR CRACKING H 3,800.00 SqFt Comments:
57 WEATHERING M 3,800.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ASEYK Name: SOUTHEAST HANGER APRON Use: APRON Area: 121,600.00SgFt
Section: 02 of 2 From: SE HANGAR BUILDINGS
Surface: AAC Family: DEFAULT
Area: 60,800.00SgFt Length: 60,800.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: TCYK-04 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/15/2011 Total Samples: 9 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
6,432.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,563.00SgFt PCI = 100
Sample Number: 08
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 4,581.00SgFt PCI = 100
Sample Number: 09
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,286.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ATCHLDYK Name: TAXIWAY C HOLD APRON Use: APRON Area: 35,682.00SgFt
Section: 01 of 2 From: TC -03 To: TCHLD-02 Last Const.: 09/03/1942
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 31,817.00SgFt Length: 300.00Ft Width: 115.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 05/06/2005 Total Samples: 6 Surveyed: 3
Conditions: PCI : 78
Inspection Comments:
Sample Number: 02 Type: R Area: 5,742.00SgFt PCI = 78
Sample Comments:
48 L & T CR M 40.01 Ft Comments:
48 L & T CR L 358.09 Ft Comments:
42 BLEEDING N 5.00 SqFt Comments:
Sample Number: 04 Type: R Area: 5,750.00SgFt PCI = 81
Sample Comments:
48 L & T CR M 79.02 Ft Comments:
48 L & T CR L 268.07 Ft Comments:
Sample Number: 06 Type: R Area: 5,742.00SgFt PCI = 76
Sample Comments:
48 L & T CR L 289.07 Ft Comments:
48 L & T CR M 169.08 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ATCHLDYK Name: TAXIWAY C HOLD APRON Use: APRON Area: 35,682.00SgFt
Section: 02 of 2 From: TCHLD-01 To: R09-11 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,865.00SgFt Length: 115.00Ft Width: 25.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 05/06/2005 Total Samples: 1 Surveyed: 1
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
3,033.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ATERMYK Name: APRON TERMINAL RAMP Use: APRON Area: 328,255.00SgFt
Section: 01 of 5 From: START To: ATERM-02 Last Const.: 09/02/1967
Surface: PCC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 103,513.00SgFt Length: 708.00Ft Width: 160.00Ft
Slabs: 662 Slab Width: 10.00Ft Slab Length: 16.00Ft Joint Length: 17,540.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 35 Surveyed: 10
Conditions: PCI: 60
Inspection Comments:
Sample Number: 01 Type: R Area: 20.00SIabs PCI = 64
Sample Comments:
68 POPOUTS N 5.00 Slabs Comments:
65 JOINT SEAL DAMAGE H 20.00 Slabs Comments:
63 LINEAR CRACKING H 1.00 Slabs Comments:
63 LINEAR CRACKING M 1.00 Slabs Comments:
Sample Number: 03
Sample Comments:
63 LINEAR CRACKING
68 POPOUTS
74 JOINT SPALLING
75 CORNER SPALLING
65 JOINT SEAL DAMAGE
Type: R
Area:
20.0OSlabs PCI = 44
H 3.00 Slabs Comments:
N 10.00 Slabs Comments:
L 11.00 Slabs Comments:
L 3.00 Slabs Comments:
L 20.00 Slabs Comments:
Sample Number: 11
Sample Comments:
63 LINEAR CRACKING
68 POPOUTS
74 JOINT SPALLING
75 CORNER SPALLING
65 JOINT SEAL DAMAGE
Type: R
Area:
20.0OSlabs PCI = 44
H 3.00 Slabs Comments:
N 10.00 Slabs Comments:
L 11.00 Slabs Comments:
L 3.00 Slabs Comments:
L 20.00 Slabs Comments:
Sample Number: 14 Type: R Area: 20.00SIabs PCI = 69
Sample Comments:
65 JOINT SEAL DAMAGE H 20.00 Slabs Comments:
68 POPOUTS N 8.00 Slabs Comments:
74 JOINT SPALLING L 12.00 Slabs Comments:
Sample Number: 17
Sample Comments:
65 JOINT SEAL DAMAGE
74 JOINT SPALLING
75 CORNER SPALLING
63 LINEAR CRACKING
Type: R
Area:
20.0OSlabs PCI = 55
L 20.00 Slabs Comments:
L 9.00 Slabs Comments:
L 3.00 Slabs Comments:
H 3.00 Slabs Comments:
Sample Number: 22
Sample Comments:
68 POPOUTS
75 CORNER SPALLING
74 JOINT SPALLING
65 JOINT SEAL DAMAGE
Type: R
Area:
20.0OSlabs PCI = 64
N 12.00 Slabs Comments:
L 6.00 Slabs Comments:
L 7.00 Slabs Comments:
H 20.00 Slabs Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Sample Number: 25 Type: R Area: 20.00SIabs PCI = 72
Sample Comments:
65 JOINT SEAL DAMAGE H 20.00 Slabs Comments:
74 JOINT SPALLING L 7.00 Slabs Comments:
75 CORNER SPALLING L 7.00 Slabs Comments:
75 CORNER SPALLING H 1.00 Slabs Comments:
Sample Number: 30 Type: R Area: 20.00SIabs PCI = 67
Sample Comments:
65 JOINT SEAL DAMAGE H 20.00 Slabs Comments:
68 POPOUTS N 8.00 Slabs Comments:
74 JOINT SPALLING L 6.00 Slabs Comments:
75 CORNER SPALLING L 3.00 Slabs Comments:
Sample Number: 32 Type: R Area: 20.00SIabs PCI = 70
Sample Comments:
65 JOINT SEAL DAMAGE H 20.00 Slabs Comments:
68 POPOUTS N 6.00 Slabs Comments:
74 JOINT SPALLING L 5.00 Slabs Comments:
75 CORNER SPALLING L 2.00 Slabs Comments:
Sample Number: 35 Type: R Area: 20.00SIabs PCI = 51
Sample Comments:
65 JOINT SEAL DAMAGE H 20.00 Slabs Comments:
68 POPOUTS N 11.00 Slabs Comments:
74 JOINT SPALLING L 15.00 Slabs Comments:
75 CORNER SPALLING L 3.00 Slabs Comments:
63 LINEAR CRACKING M 1.00 Slabs Comments:
70 SCALING/CRAZING M 2.00 Slabs Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ATERMYK Name: APRON TERMINAL RAMP Use: APRON Area: 328,255.00SgFt
Section: 02 of 5 From: aterm-01 To: aterm-03 Last Const.: 09/03/1988
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 52,111.00SgFt Length: 310.00Ft Width: 285.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 11 Surveyed: 4
Conditions: PCI : 25
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 15
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
43 BLOCK CRACKING M 900.00 SqFt Comments:
41 ALLIGATOR CRACKING H 500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 53
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 09
Sample Comments:
57 WEATHERING
43 BLOCK CRACKING
Type: R
Area: 5,000.00SgFt PCI = 17
M 5,000.00 SqFt Comments:
H 5,000.00 SqFt Comments:
Sample Number: 10
Sample Comments:
57 WEATHERING
43 BLOCK CRACKING
Type: R
Area: 5,000.00SgFt PCI = 17
M 5,000.00 SqFt Comments:
H 5,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ATERMYK Name: APRON TERMINAL RAMP Use: APRON Area: 328,255.00SgFt
Section: 03 of 5 From: ATERM-02 To: ATERM-04 Last Const.: 09/03/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 65,820.00SgFt Length: 450.00Ft Width: 155.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 13 Surveyed: 4
Conditions: PCI : 54
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 45
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 400.00 Ft Comments:
Sample Number: 06 Type: R Area: 3,460.00SgFt PCI = 73
Sample Comments:
57 WEATHERING L 3,460.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 130.00 Ft Comments:
Sample Number: 10 Type: R Area: 5,415.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 5,400.00 SqFt Comments:
43 BLOCK CRACKING L 700.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 400.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 100.00 Ft Comments:
Sample Number: 13 Type: R Area: 6,255.00SgFt PCI = 41
Sample Comments:
57 WEATHERING L 6,200.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 120.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 480.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ATERMYK Name: APRON TERMINAL RAMP Use: APRON Area: 328,255.00SgFt
Section: 04 of 5 From: ATERM-03 To: ATERM-05 Last Const.: 09/03/1988
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 86,028.00SgFt Length: 350.00Ft Width: 200.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 17 Surveyed: 5
Conditions: PCI : 58
Inspection Comments:
Sample Number: 02 Type: R
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING
Area:
5,000.00SgFt PCI = 72
M 300.00 Ft
Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 53
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 09 Type: R Area: 5,000.00SgFt PCI = 67
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
Sample Number: 11 Type: R Area: 5,003.00SgFt PCI = 34
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 700.00 Ft Comments:
Sample Number: 15 Type: R Area: 5,003.00SgFt PCI = 67
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: ATERMYK Name: APRON TERMINAL RAMP Use: APRON Area: 328,255.00SgFt
Section: 05 of 5 From: ATERM-04 To: AEAST-01 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 20,783.00SgFt Length: 455.00Ft Width: 30.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 5 Surveyed: 4
Conditions: PCI : 32
Inspection Comments:
Sample Number: 01 Type: R Area: 4,992.00SgFt PCI = 11
Sample Comments:
43 BLOCK CRACKING H 4,990.00 SqFt Comments:
57 WEATHERING H 4,990.00 SqFt Comments:
Sample Number: 02
Sample Comments:
43 BLOCK CRACKING
57 WEATHERING
Type: R
Area: 3,426.00SgFt PCI = 11
H 3,400.00 SqFt Comments:
H 3,400.00 SqFt Comments:
Sample Number: 04 Type: R Area: 5,048.00SgFt PCI = 39
Sample Comments:
57 WEATHERING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
Sample Number: 05 Type: R Area: 4,547.00SgFt PCI = 65
Sample Comments:
57 WEATHERING M 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: AWESTYK Name: APRON WEST RAMP Use: APRON Area: 158,764.00SgFt
Section: 01 of 1 From: ATERM-02 To: TA -03 Last Const.: 09/03/1984
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 158,764.00SgFt Length: 497.00Ft Width: 400.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 32 Surveyed: 5
Conditions: PCI : 50
Inspection Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 67
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 700.00 Ft Comments:
Sample Number: 12 Type: R Area: 5,000.00SgFt PCI = 41
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 500.00 Ft Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
Sample Number: 17 Type: R Area: 5,000.00SgFt PCI = 52
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 480.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 120.00 Ft Comments:
Sample Number: 22 Type: R Area: 5,000.00SgFt PCI = 55
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 480.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 120.00 Ft Comments:
Sample Number: 28 Type: R Area: 5,000.00SgFt PCI = 34
Sample Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 700.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: BP09YK Name: RWY 09 END BLAST PAD
Use: RUNWAY
Area: 31,300.00SgFt
Section: 01 of 1 From: GRASS To: R09YK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 31,300.00SgFt Length: 161.00Ft Width: 195.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 66
Inspection Comments:
Sample Number: 2 Type: R Area: 4,500.00SgFt PCI = 61
Sample Comments:
03 BLOCK CRACKING M 600.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
20 WEATHERING L 3,900.00 SqFt Comments:
Sample Number: 3 Type: R Area: 4,500.00SgFt PCI = 56
Sample Comments:
03 BLOCK CRACKING M 1,500.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 320.00 Ft Comments:
20 WEATHERING M 3,000.00 SqFt Comments:
Sample Number: 6 Type: R Area: 4,500.00SgFt PCI = 80
Sample Comments:
03 BLOCK CRACKING M 320.00 SqFt Comments:
20 WEATHERING M 4,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: BP27YK Name: RWY 27 END BLAST PAD
Use: RUNWAY
Area: 31,300.00SgFt
Section: 01 of 1 From: R09YK-12
Surface: AAC Family: DEFAULT
Area: 31,300.00SgFt Length: 31,300.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: GRASS Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/14/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 60
Inspection Comments:
Sample Number: 2 Type: R Area: 4,500.00SgFt PCI = 60
Sample Comments:
43 BLOCK CRACKING M 1,500.00 SqFt Comments:
57 WEATHERING L 3,000.00 SqFt Comments:
Sample Number: 3 Type: R Area: 4,500.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 3,000.00 SqFt Comments:
43 BLOCK CRACKING M 1,500.00 SqFt Comments:
Sample Number: 4 Type: R Area: 4,500.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 3,000.00 SqFt Comments:
43 BLOCK CRACKING M 1,500.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLEYK Name: EAST PARKING LOTS
Use: PARKING
Area: 34,000.00SgFt
Section: 01 of 1 From: PRNEYK-01
Surface: AAC Family: DEFAULT
Area: 34,000.00SgFt Length: 34,000.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: COUNTY ROAD Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: A
Last Insp. Date: 11/15/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI : 60
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 72
Sample Comments:
11 PATCH/UTILITY CUT L 1,050.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
20 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 76
Sample Comments:
20 WEATHERING L 5,000.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
11 PATCH/UTILITY CUT L 300.00 SqFt Comments:
Sample Number: 04 Type: R Area: 6,243.00SgFt PCI = 37
Sample Comments:
01 ALLIGATOR CRACKING H 500.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 60.00 Ft Comments:
20 WEATHERING L 6,243.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNWYK Name: NW PARKING LOTS
Use: PARKING
Area: 186,430.00SgFt
Section: 01 of 5 From: TL04YK-01
Surface: AAC Family: DEFAULT
Area: 91,330.00SgFt Length: 91,330.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: PRNWYK-01 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 88
Inspection Comments:
Sample Number: 01 Type: R
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING
Area:
6,571.00SgFt PCI = 93
L 200.00 Ft
Comments:
Sample Number: 04 Type: R
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING
Area:
5,700.00SgFt PCI = 89
L 300.00 Ft
Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 80
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 200.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNWYK Name: NW PARKING LOTS
Use: PARKING
Area: 186,430.00SgFt
Section: 02 of 5 From: TL02YK-01
Surface: AAC Family: DEFAULT
Area: 34,800.00SgFt Length: 1.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: ANWYK-03 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/15/2011 Total Samples: 19 Surveyed: 5
Conditions: PCI : 25
Inspection Comments:
Sample Number: 02 Type: R Area: 4,564.00SgFt PCI = 6
Sample Comments:
15 RUTTING H 1,200.00 SqFt Comments:
19 RAVELING H 4,500.00 SqFt Comments:
Sample Number: 06 Type: R Area: 4,545.00SgFt PCI = 6
Sample Comments:
01 ALLIGATOR CRACKING H 850.00 SqFt Comments:
11 PATCH/UTILITY CUT L 900.00 SqFt Comments:
19 RAVELING H 4,545.00 SqFt Comments:
Sample Number: 09 Type: R
Sample Comments:
01 ALLIGATOR CRACKING
11 PATCH/UTILITY CUT
19 RAVELING
Area:
4,949.00SgFt PCI = 4
H 2,200.00 SqFt Comments:
L 750.00 SqFt Comments:
H 4,949.00 SqFt Comments:
Sample Number: 15 Type: R Area: 5,111.00SgFt PCI = 53
Sample Comments:
20 WEATHERING L 5,111.00 SqFt Comments:
01 ALLIGATOR CRACKING M 375.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 210.00 Ft Comments:
Sample Number: 18 Type: R Area: 5,055.00SgFt PCI = 50
Sample Comments:
20 WEATHERING L 5,000.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING H 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNWYK Name: NW PARKING LOTS
Use: PARKING
Area: 186,430.00SgFt
Section: 03 of 5 From: COUNTY ROAD
Surface: AAC Family: DEFAULT
Area: 43,190.00SgFt Length: 43,190.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: AO1YK-01 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: Total Samples: 0 Surveyed: 0
Conditions:
Sample Number: Type: Area: 0.00
<NO VALID INSPECTIONS>
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNWYK Name: NW PARKING LOTS
Use: PARKING
Area: 186,430.00SgFt
Section: 04 of 5 From: TL04YK-01
Surface: AAC Family: DEFAULT
Area: 4,980.00SgFt Length: 4,980.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: COUNTY ROAD Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 98
Inspection Comments:
Sample Number: 01 Type: R
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING
Area:
4,900.00SgFt PCI = 98
L 50.00 Ft
Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNWYK Name: NW PARKING LOTS
Use: PARKING
Area: 186,430.00SgFt
Section: 05 of 5 From: COUNTY ROAD
Surface: AAC Family: DEFAULT
Area: 12,130.00SgFt Length: 12,130.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: NW HANGER BUILDINGS Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: Total Samples: 0 Surveyed: 0
Conditions:
Sample Number: Type: Area: 0.00
<NO VALID INSPECTIONS>
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNYK Name: NORTH PARKING LOTS
Use: PARKING
Area: 159,995.00SgFt
Section: 01 of 5 From: PLNYK-02
Surface: AAC Family: DEFAULT
Area: 30,445.00SgFt Length: 30,445.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: AWESTYK-01 Last Const.: 01/01/1950
1.O0Ft
Zone:
Category: Rank: P
Last Insp. Date: Total Samples: 0 Surveyed: 0
Conditions:
Sample Number: Type: Area: 0.00
<NO VALID INSPECTIONS>
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNYK Name: NORTH PARKING LOTS
Use: PARKING
Area: 159,995.00SgFt
Section: 02 of 5 From: PLNYK-01 To: COUNTY ROAD Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 27,300.00SgFt Length: 1.00Ft Width: 27,300.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: Total Samples: 0 Surveyed: 0
Conditions:
Sample Number: Type: Area: 0.00
<NO VALID INSPECTIONS>
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNYK Name: NORTH PARKING LOTS
Use: PARKING
Area: 159,995.00SgFt
Section: 03 of 5 From: PLNYK-01
Surface: AAC Family: DEFAULT
Area: 35,500.00SgFt Length: 35,500.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: RDTERMYK-01 Last Const.: 01/01/1950
1.O0Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 16 Surveyed: 5
Conditions: PCI : 36
Inspection Comments:
Sample Number: 02 Type: R Area: 3,658.00SgFt PCI = 12
Sample Comments:
06 DEPRESSION H 600.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 120.00 Ft Comments:
01 ALLIGATOR CRACKING H 2,100.00 SqFt Comments:
Sample Number: 03 Type: R Area: 2,504.00SgFt PCI = 10
Sample Comments:
01 ALLIGATOR CRACKING H 2,000.00 SqFt Comments:
20 WEATHERING M 2,500.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 100.00 Ft Comments:
Sample Number: 08 Type: R Area: 3,087.00SgFt PCI = 76
Sample Comments:
20 WEATHERING M 3,087.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 100.00 Ft Comments:
Sample Number: 14 Type: R Area: 4,680.00SgFt PCI = 61
Sample Comments:
20 WEATHERING M 4,600.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 800.00 Ft Comments:
Sample Number: 16 Type: R Area: 5,800.00SgFt PCI = 21
Sample Comments:
01 ALLIGATOR CRACKING H 1,500.00 SqFt Comments:
20 WEATHERING M 5,800.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING H 100.00 Ft Comments:
11 PATCH/UTILITY CUT M 180.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNYK Name: NORTH PARKING LOTS
Use: PARKING
Area: 159,995.00SgFt
Section: 04 of 5 From: RDTERMYK-01
Surface: AAC Family: DEFAULT
Area: 13,410.00SgFt Length: 13,410.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: TERMINAL BUILDING Last Const.: 01/01/1950
1.O0Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 3 Surveyed: 3
Conditions: PCI : 72
Inspection Comments:
Sample Number: 01 Type: R Area: 4,100.00SgFt PCI = 73
Sample Comments:
20 WEATHERING M 4,100.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 200.00 Ft Comments:
Sample Number: 02 Type: R Area: 4,367.00SgFt PCI = 70
Sample Comments:
20 WEATHERING M 4,367.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 250.00 Ft Comments:
11 PATCH/UTILITY CUT L 100.00 SqFt Comments:
Sample Number: 03 Type: R Area: 4,400.00SgFt PCI = 73
Sample Comments:
20 WEATHERING M 4,400.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 200.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLNYK Name: NORTH PARKING LOTS
Use: PARKING
Area: 159,995.00SgFt
Section: 05 of 5 From: RDTERMYK-01
Surface: AAC Family: DEFAULT
Area: 53,340.00SgFt Length: 53,340.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: COUNTY ROAD Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: Total Samples: 0 Surveyed: 0
Conditions:
Sample Number: Type: Area: 0.00
<NO VALID INSPECTIONS>
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PLTERMYK Name: TERMINAL PARKING LOT Use: PARKING Area: 72,000.00SgFt
Section: 01 of 1 From: RDTERMYK-01
Surface: AAC Family: DEFAULT
Area: 72,000.00SgFt Length: 72,000.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: RDTERMYK-01 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 14 Surveyed: 4
Conditions: PCI : 66
Inspection Comments:
Sample Number: 03 Type: R Area: 5,938.00SgFt PCI = 54
Sample Comments:
20 WEATHERING M 5,938.00 SqFt Comments:
03 BLOCK CRACKING M 2,500.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,100.00SgFt PCI = 70
Sample Comments:
20 WEATHERING L 5,100.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Sample Number: 10 Type: R Area: 5,197.00SgFt PCI = 69
Sample Comments:
20 WEATHERING L 5,197.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 450.00 Ft Comments:
Sample Number: 12 Type: R Area: 5,149.00SgFt PCI = 71
Sample Comments:
20 WEATHERING L 5,149.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PREASTYK Name: EAST PERIMETER ROAD Use: ROADWAY Area: 74,000.00SgFt
Section: 01 of 1 From: ACAPYK-01 To: TCYK-04 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 74,000.00SgFt Length: 3,700.00Ft Width: 20.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 13 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 07
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 08
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 13
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PRNEYK Name: NE PERIMETER ROAD
Use: ROADWAY
Area: 27,005.00SgFt
Section: 01 of 1 From: ACUSTYK-01 To: PLEYK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 15,390.00SgFt Length: 855.00Ft Width: 18.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
4,890.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,314.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,017.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PRNWYK Name: NW PERIMETER ROAD
Use: ROADWAY
Area: 61,272.00SgFt
Section: 01 of 1 From: TLO1YK-01 To: PLNO1YK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 61,272.00SgFt Length: 3,404.00Ft Width: 18.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 17 Surveyed: 5
Conditions: PCI : 86
Inspection Comments:
Sample Number: 02 Type: R Area: 3,480.00SgFt PCI = 83
Sample Comments:
20 WEATHERING L 3,480.00 SqFt Comments:
03 BLOCK CRACKING L 1,000.00 SqFt Comments:
Sample Number: 05 Type: R Area: 2,770.00SgFt PCI = 75
Sample Comments:
20 WEATHERING L 2,770.00 SqFt Comments:
03 BLOCK CRACKING L 1,200.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Sample Number: 13 Type: R Area: 3,930.00SgFt PCI = 92
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 100.00 Ft Comments:
20 WEATHERING L 3,930.00 SqFt Comments:
Sample Number: 14 Type: R Area: 4,440.00SgFt PCI = 88
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
20 WEATHERING L 4,440.00 SqFt Comments:
Sample Number: 16 Type: R Area: 4,550.00SgFt PCI = 88
Sample Comments:
20 WEATHERING L 4,550.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: PRWESTYK Name: WEST PERIMETER ROAD Use: ROADWAY Area: 19,680.00SgFt
Section: 01 of 1 From: TAYK-01 To: COUNTY ROAD Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 19,680.00SgFt Length: 1,640.00Ft Width: 12.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI : 57
Inspection Comments:
Sample Number: 01 Type: R Area: 3,980.00SgFt PCI = 87
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
20 WEATHERING L 3,980.00 SqFt Comments:
Sample Number: 02 Type: R Area: 6,000.00SgFt PCI = 58
Sample Comments:
20 WEATHERING L 6,000.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
01 ALLIGATOR CRACKING M 300.00 SqFt Comments:
Sample Number: 03 Type: R Area: 6,180.00SgFt PCI = 36
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
01 ALLIGATOR CRACKING M 1,800.00 SqFt Comments:
20 WEATHERING M 6,180.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: O1A of 24 From: TB2-01 To: R04-02 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 62,748.00SgFt Length: 1,246.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 12 Surveyed: 4
Conditions: PCI : 24
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 24
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 24
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 24
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 11
Sample Comments:
52 RAVELING
43 BLOCK CRACKING
Type: R
Area: 5,000.00SgFt PCI = 25
H 5,000.00 SqFt Comments:
M 2,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: O1B of 24 From: TB2-01 To: R04-02 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 62,116.00SgFt Length: 1,246.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 12 Surveyed: 4
Conditions: PCI : 24
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 24
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 24
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 700.00 Ft Comments:
52 RAVELING H 5,000.00 SqFt Comments:
Sample Number: 11
Sample Comments:
52 RAVELING
43 BLOCK CRACKING
Type: R
Area: 5,000.00SgFt PCI = 25
H 5,000.00 SqFt Comments:
M 2,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: O1C of 24 From: TB2-01 To: R04-02 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 60,858.00SgFt Length: 1,246.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 12 Surveyed: 4
Conditions: PCI : 32
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 24
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 38
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 700.00 Ft Comments:
52 RAVELING M 5,000.00 SqFt Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 32
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 11
Sample Comments:
52 RAVELING
43 BLOCK CRACKING
Type: R
Area: 5,000.00SgFt PCI = 35
M 5,000.00 SqFt Comments:
M 2,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 02A of 24 From: R04-01 To: R09-09 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 59,364.00SgFt Length: 1,216.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 12 Surveyed: 4
Conditions: PCI : 27
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 38
Sample Comments:
52 RAVELING H 500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 32
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 02B of 24 From: R04-01 To: R09-09 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 63,970.00SgFt Length: 1,254.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 12 Surveyed: 4
Conditions: PCI : 23
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 32
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 02C of 24 From: R04-01 To: R09-09 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 64,477.00SgFt Length: 1,294.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 12 Surveyed: 4
Conditions: PCI : 21
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 140.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 24
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 03A of 24 From: R09-09 To: R04-04 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,868.00SgFt Length: 85.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 75
Inspection Comments:
Sample Number: 01 Type: R Area: 4,760.00SgFt PCI = 75
Sample Comments:
57 WEATHERING M 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 03B of 24 From: R09-09 To: R04-04 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,491.00SgFt Length: 85.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 75
Inspection Comments:
Sample Number: 01 Type: R Area: 4,270.00SgFt PCI = 75
Sample Comments:
57 WEATHERING M 4,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 03C of 24 From: R09-09 To: R04-04 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,718.00SgFt Length: 85.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 75
Inspection Comments:
Sample Number: 01 Type: R Area: 5,227.00SgFt PCI = 75
Sample Comments:
57 WEATHERING M 5,000.00 SgEt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 04A of 24 From: R04-03 To: R04-05 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 15,163.00SgFt Length: 290.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 3 Surveyed: 3
Conditions: PCI : 35
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 33
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 38
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
52 RAVELING M 5,000.00 SqFt Comments:
Sample Number: 03 Type: R Area: 4,500.00SgFt PCI = 32
Sample Comments:
52 RAVELING M 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 04B of 24 From: R04-03 To: R04-05 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 14,900.00SgFt Length: 290.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 3 Surveyed: 3
Conditions: PCI : 35
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 33
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 38
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
52 RAVELING M 5,000.00 SqFt Comments:
Sample Number: 03 Type: R Area: 4,500.00SgFt PCI = 32
Sample Comments:
52 RAVELING M 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 04C of 24 From: R04-03 To: R04-05 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 14,862.00SgFt Length: 290.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 3 Surveyed: 3
Conditions: PCI : 29
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
52 RAVELING H 5,000.00 SqFt Comments:
Sample Number: 03 Type: R Area: 4,500.00SgFt PCI = 38
Sample Comments:
52 RAVELING M 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 05A of 24 From: R04-04 To: R04-06 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,874.00SgFt Length: 98.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 26
Inspection Comments:
Sample Number: 01 Type: R Area: 4,886.00SgFt PCI = 26
Sample Comments:
52 RAVELING H 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 05B of 24 From: R04-04 To: R04-06 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,729.00SgFt Length: 98.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 26
Inspection Comments:
Sample Number: 1 Type: R Area: 4,886.00SgFt PCI = 26
Sample Comments:
52 RAVELING H 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 05C of 24 From: R04-04 To: R04-06 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,587.00SgFt Length: 98.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 26
Inspection Comments:
Sample Number: 01 Type: R Area: 4,886.00SgFt PCI = 26
Sample Comments:
52 RAVELING H 4,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 06A of 24 From: R04-05 To: R04-07 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 35,419.00SgFt Length: 710.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 7 Surveyed: 4
Conditions: PCI : 27
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 38
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 20
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
50 PATCHING L 200.00 SqFt Comments:
52 RAVELING H 5,000.00 SqFt Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 06B of 24 From: R04-05 To: R04-07 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 33,646.00SgFt Length: 670.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 7 Surveyed: 4
Conditions: PCI : 28
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 38
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
52 RAVELING H 5,000.00 SqFt Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 06C of 24 From: R04-05 To: R04-07 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 31,649.00SgFt Length: 630.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 7 Surveyed: 4
Conditions: PCI : 28
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 38
Sample Comments:
52 RAVELING M 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 25
Sample Comments:
52 RAVELING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 07A of 24 From: R04-06 To: R04-08 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,949.00SgFt Length: 80.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 38
Inspection Comments:
Sample Number: 01 Type: R Area: 4,000.00SgFt PCI = 38
Sample Comments:
52 RAVELING M 4,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 07B of 24 From: R04-06 To: R04-08 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,977.00SgFt Length: 80.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 38
Inspection Comments:
Sample Number: 01 Type: R Area: 4,000.00SgFt PCI = 38
Sample Comments:
52 RAVELING M 4,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 07C of 24 From: R04-06 To: R04-08 Last Const.: 09/01/1986
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,024.00SgFt Length: 80.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 38
Inspection Comments:
Sample Number: 01 Type: R Area: 4,000.00SgFt PCI = 38
Sample Comments:
52 RAVELING M 4,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 08A of 24 From: R044-07 To: TB -07 Last Const.: 09/01/2002
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 18,681.00SgFt Length: 412.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI : 88
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 88
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 100.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 88
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 100.00 Ft Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 88
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 100.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 08B of 24 From: R04-07 To: TB -07 Last Const.: 09/01/1985
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 21,542.00SgFt Length: 422.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI : 82
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 82
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 82
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 82
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R04YK Name: RUNWAY 04
Use: RUNWAY
Area: 618,367.00SgFt
Section: 08C of 24 From: R04-07 To: TB -07 Last Const.: 09/01/1985
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 21,755.00SgFt Length: 432.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI : 85
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 85
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 150.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 85
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 150.00 Ft Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 03 Type: R Area: 5,000.00SgFt PCI = 85
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 150.00 Ft Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: O1A of 36 From: TA5-02 To: R09-02 Last Const.: 07/01/2011
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 50,460.00SgFt Length: 990.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 10 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 05
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 07
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 09
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: O1B of 36 From: TA5-02 To: R09-02 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 57,677.00SgFt Length: 990.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 10 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 10
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 4,500.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: O1C of 36 From: TA5-02 To: R09-02 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 52,240.00SgFt Length: 990.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 10 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 09
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 02A of 36 From: R09-01 To: R09-03 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 24,175.00SgFt Length: 500.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 02B of 36 From: R09-01 To: R09-03 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 28,918.00SgFt Length: 500.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 02C of 36 From: R09-01 To: R09-03 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 25,452.00SgFt Length: 500.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 03A of 36 From: R09-02 To: R09-04 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 26,917.00SgFt Length: 550.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 03B of 36 From: R09-02 To: R09-04 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 31,501.00SgFt Length: 550.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 03C of 36 From: R09-02 To: R09-04 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 27,511.00SgFt Length: 550.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 04A of 36 From: R09-03 To: R09-05 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 27,612.00SgFt Length: 550.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 04B of 36 From: R09-03 To: R09-05 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 31,046.00SgFt Length: 550.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 04C of 36 From: R09-03 To: R09-05 Last Const.: 07/01/2011
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 26,891.00SgFt Length: 550.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 05A of 36 From: R09-04 To: R09-06 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 99,117.00SgFt Length: 1,915.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 19 Surveyed: 5
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 10
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 14
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 18
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 05B of 36 From: R09-04 To: R09-06 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 106,212.00SgFt Length: 1,915.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 19 Surveyed: 5
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 10
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 14
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 18
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 05C of 36 From: R09-04 To: R09-06 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 91,041.00SgFt Length: 1,915.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 19 Surveyed: 5
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 10
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 14
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 18
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 06A of 36 From: R09-05 To: R09-07 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 29,600.00SgFt Length: 535.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 06B of 36 From: R09-05 To: R09-07 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 26,730.00SgFt Length: 495.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 06C of 36 From: R09-05 To: R09-07 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 21,153.00SgFt Length: 455.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 07A of 36 From: R09-06 To: R09-08 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 6,055.00SgFt Length: 100.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI:100
Inspection Comments:
Sample Number: 1
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 07B of 36 From: R09-06 To: R09-08 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 5,610.00SgFt Length: 100.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 07C of 36 From: R09-06 To: R09-08 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,920.00SgFt Length: 100.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 08A of 36 From: R09-07 To: R09-09 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 13,943.00SgFt Length: 266.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
7,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
7,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 08B of 36 From: R09-07 To: R09-09 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 13,546.00SgFt Length: 266.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
7,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
7,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 08C of 36 From: R09-07 To: R09-09 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 12,782.00SgFt Length: 266.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
7,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
7,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 09A of 36 From: R09-08 To: R09-10 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 11,797.00SgFt Length: 197.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
4,850.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 09B of 36 From: R09-08 To: R09-10 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 11,233.00SgFt Length: 197.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
4,850.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 09C of 36 From: R09-08 To: R09-10 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 10,612.00SgFt Length: 197.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
4,850.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 10A of 36 From: R09-09 To: R09-11 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 52,778.00SgFt Length: 920.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 10 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 08
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 10B of 36 From: R09-09 To: R09-11 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 51,721.00SgFt Length: 980.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 10 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 08
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 10C of 36 From: R09-09 To: R09-11 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 52,385.00SgFt Length: 1,040.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 10 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 08
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 11A of 36 From: R09-10 To: R09-12 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 20,818.00SgFt Length: 377.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 11B of 36 From: R09-10 To: R09-12 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 18,858.00SgFt Length: 377.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 11C of 36 From: R09-10 To: R09-12 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 18,141.00SgFt Length: 377.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 4 Surveyed: 3
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 12A of 36 From: R09-11 To: TA1-02 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 43,898.00SgFt Length: 730.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 7 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 05
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 12B of 36 From: R09-11 To: TA1-02 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 36,987.00SgFt Length: 710.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 7 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 05
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: R09YK Name: RUNWAY 09/27
Use: RUNWAY Area: 1,204,862.00SgFt
Section: 12C of 36 From: R09-11 To: TA1-02 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 34,525.00SgFt Length: 690.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 7 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 02
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
5,000.00SgFt PCI = 100
Sample Number: 04
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Sample Number: 05
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 5,000.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: RDTERMYK Name: TERMINAL ROAD Use: ROADWAY Area: 37,762.50SgFt
Section: 01 of 1 From: COUNTY ROAD To: TERMINAL BUILDING Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 37,762.50SgFt Length: 1,007.00Ft Width: 37.50Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 8 Surveyed: 4
Conditions: PCI : 62
Inspection Comments:
Sample Number: 01 Type: R Area: 7,211.00SgFt PCI = 56
Sample Comments:
03 BLOCK CRACKING M 2,500.00 SqFt Comments:
20 WEATHERING M 5,000.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 03 Type: R Area: 3,562.00SgFt PCI = 63
Sample Comments:
20 WEATHERING L 3,562.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 500.00 Ft Comments:
Sample Number: 05 Type: R Area: 4,711.00SgFt PCI = 68
Sample Comments:
20 WEATHERING L 2,000.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 450.00 Ft Comments:
Sample Number: 08 Type: R Area: 3,742.00SgFt PCI = 65
Sample Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING M 400.00 Ft Comments:
20 WEATHERING L 3,742.00 SqFt Comments:
10 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA1YK Name: TAXIWAY Al
Use: TAXIWAY
Area: 50,273.00SgFt
Section: 01 of 2 From: TB -08 To: TA1-02 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 43,291.00SgFt Length: 445.00Ft Width: 100.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 10 Surveyed: 4
Conditions: PCI : 68
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 720.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 80.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 88
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 90.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 10.00 Ft Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 65
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 350.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 150.00 Ft Comments:
57 WEATHERING M 5,000.00 SqFt Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 55
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA1YK Name: TAXIWAY Al
Use: TAXIWAY
Area: 50,273.00SgFt
Section: 02 of 2 From: TA1-01 To: R09-12 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 6,982.00SgFt Length: 280.00Ft Width: 25.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 53
Inspection Comments:
Sample Number: 01 Type: R
Sample Comments:
57 WEATHERING
48 LONGITUDINAL/TRANSVERSE CRACKING
Area:
7,488.00SgFt PCI = 53
M 5,000.00 SqFt Comments:
M 1,000.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA2YK Name: TAXIWAY A2
Use: TAXIWAY
Area: 32,404.00SgFt
Section: 01 of 2 From: TA -04 To: TA2-02 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 28,278.00SgFt Length: 263.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 69
Inspection Comments:
Sample Number: 03 Type: R Area: 3,850.00SgFt PCI = 71
Sample Comments:
57 WEATHERING L 3,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 360.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 40.00 Ft Comments:
Sample Number: 04 Type: R Area: 3,750.00SgFt PCI = 72
Sample Comments:
57 WEATHERING L 3,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 360.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 0.00 Ft Comments:
Sample Number: 05 Type: R Area: 3,750.00SgFt PCI = 64
Sample Comments:
57 WEATHERING L 3,500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 450.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 50.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA2YK Name: TAXIWAY A2
Use: TAXIWAY
Area: 32,404.00SgFt
Section: 02 of 2 From: TA2-01 To: R09-06 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,126.00SgFt Length: 130.00Ft Width: 25.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 54
Inspection Comments:
Sample Number: 01 Type: R Area: 4,235.00SgFt PCI = 54
Sample Comments:
52 RAVELING M 2,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA3YK Name: TAXIWAY A3
Use: TAXIWAY
Area: 32,528.00SgFt
Section: 01 of 2 From: TA -02 To: TA3-02 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 28,447.00SgFt Length: 263.00Ft Width: 85.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 66
Inspection Comments:
Sample Number: 01 Type: R Area: 4,800.00SgFt PCI = 73
Sample Comments:
57 WEATHERING L 4,800.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 450.00 Ft Comments:
Sample Number: 03 Type: R Area: 4,375.00SgFt PCI = 62
Sample Comments:
57 WEATHERING L 4,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 450.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 450.00 Ft Comments:
Sample Number: 05 Type: R
Sample Comments:
57 WEATHERING
48 LONGITUDINAL/TRANSVERSE CRACKING
48 LONGITUDINAL/TRANSVERSE CRACKING
Area:
4,265.00SgFt PCI = 64
L 4,000.00 SqFt Comments:
L 520.00 Ft Comments:
M 60.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA3YK Name: TAXIWAY A3
Use: TAXIWAY
Area: 32,528.00SgFt
Section: 02 of 2 From: TA3-01 To: R09-04 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,081.00SgFt Length: 140.00Ft Width: 25.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 68
Inspection Comments:
Sample Number: 01 Type: R Area: 4,484.00SgFt PCI = 68
Sample Comments:
57 WEATHERING L 4,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 520.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 60.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA4YK Name: TAXIWAY A4
Use: TAXIWAY
Area: 32,153.00SgFt
Section: 01 of 2 From: TA -01 To: TA4-02 Last Const.: 09/03/1988
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 28,260.00SgFt Length: 263.00Ft Width: 85.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 68
Inspection Comments:
Sample Number: 01 Type: R Area: 4,800.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 4,800.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 580.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 580.00 Ft Comments:
Sample Number: 03 Type: R Area: 4,375.00SgFt PCI = 71
Sample Comments:
57 WEATHERING L 4,300.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 470.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,352.00SgFt PCI = 73
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TA4YK Name: TAXIWAY A4
Use: TAXIWAY
Area: 32,153.00SgFt
Section: 02 of 2 From: TA4-01 To: R09-02 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,893.00SgFt Length: 140.00Ft Width: 25.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 67
Inspection Comments:
Sample Number: 01 Type: R Area: 4,484.00SgFt PCI = 67
Sample Comments:
57 WEATHERING M 4,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 650.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TASYK Name: TAXIWAY A5
Use: TAXIWAY
Area: 32,230.00SgFt
Section: 01 of 2 From: TA -01 To: TA5-02 Last Const.: 09/03/1988
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 25,615.00SgFt Length: 246.00Ft Width: 100.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 73
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 71
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 71
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
43 BLOCK CRACKING L 500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 350.00 Ft Comments:
Sample Number: 06 Type: R Area: 8,510.00SgFt PCI = 74
Sample Comments:
57 WEATHERING L 6,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 700.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TASYK Name: TAXIWAY A5
Use: TAXIWAY
Area: 32,230.00SgFt
Section: 02 of 2 From: TA5-01 To: R09-01 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 6,615.00SgFt Length: 130.00Ft Width: 25.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 64
Inspection Comments:
Sample Number: 01 Type: R Area: 3,866.00SgFt PCI = 64
Sample Comments:
57 WEATHERING L 3,800.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 700.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TAYK Name: TAXIWAY A
Use: TAXIWAY
Area: 595,935.00SgFt
Section: 01 of 7 From: TA5-01 To: TA -02 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 101,114.00SgFt Length: 1,240.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 17 Surveyed: 5
Conditions: PCI : 78
Inspection Comments:
Sample Number: 01 Type: R Area: 5,625.00SgFt PCI = 78
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 350.00 Ft Comments:
Sample Number: 03 Type: R Area: 5,625.00SgFt PCI = 94
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
57 WEATHERING L 0.00 SqFt Comments:
Sample Number: 11 Type: R Area: 5,625.00SgFt PCI = 76
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 420.00 Ft Comments:
Sample Number: 12 Type: R Area: 5,625.00SgFt PCI = 76
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 410.00 Ft Comments:
Sample Number: 18 Type: R
Sample Comments:
57 WEATHERING
43 BLOCK CRACKING
48 LONGITUDINAL/TRANSVERSE CRACKING
Area:
5,625.00SgFt PCI = 67
L 5,000.00 SqFt Comments:
L 600.00 SqFt Comments:
L 560.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TAYK Name: TAXIWAY A
Use: TAXIWAY
Area: 595,935.00SgFt
Section: 02 of 7 From: TA -01 To: TA -03 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 141,834.00SgFt Length: 1,780.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 24 Surveyed: 5
Conditions: PCI : 68
Inspection Comments:
Sample Number: 02 Type: R Area: 5,625.00SgFt PCI = 69
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 680.00 Ft Comments:
Sample Number: 07 Type: R Area: 5,625.00SgFt PCI = 69
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 680.00 Ft Comments:
Sample Number: 14 Type: R Area: 5,625.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 110.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 620.00 Ft Comments:
Sample Number: 17 Type: R Area: 5,625.00SgFt PCI = 70
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 450.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 50.00 Ft Comments:
Sample Number: 22 Type: R Area: 5,625.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 620.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 70.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TAYK Name: TAXIWAY A
Use: TAXIWAY
Area: 595,935.00SgFt
Section: 03 of 7 From: TA -02 To: TA -04 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 115,359.00SgFt Length: 1,422.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 19 Surveyed: 5
Conditions: PCI : 52
Inspection Comments:
Sample Number: 02 Type: R Area: 5,625.00SgFt PCI = 52
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 120.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,625.00SgFt PCI = 48
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
41 ALLIGATOR CRACKING M 120.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 630.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 70.00 Ft Comments:
Sample Number: 10 Type: R Area: 5,625.00SgFt PCI = 46
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
41 ALLIGATOR CRACKING M 210.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 630.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 0.00 Ft Comments:
Sample Number: 16 Type: R Area: 5,625.00SgFt PCI = 43
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
41 ALLIGATOR CRACKING M 210.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 630.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 630.00 Ft Comments:
Sample Number: 22 Type: R Area: 5,625.00SgFt PCI = 71
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 340.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 60.00 Ft Comments:
43 BLOCK CRACKING L 600.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TAYK Name: TAXIWAY A
Use: TAXIWAY
Area: 595,935.00SgFt
Section: 04 of 7 From: TA -03 To: TA -05 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 52,230.00SgFt Length: 665.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 9 Surveyed: 4
Conditions: PCI :48
Inspection Comments:
Sample Number: 02 Type: R Area: 5,625.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 5,525.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 810.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 90.00 Ft Comments:
43 BLOCK CRACKING L 100.00 SqFt Comments:
Sample Number: 04 Type: R Area: 5,625.00SgFt PCI = 36
Sample Comments:
57 WEATHERING L 4,625.00 SqFt Comments:
41 ALLIGATOR CRACKING L 1,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 810.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 90.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,625.00SgFt PCI = 59
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 720.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 720.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,625.00SgFt PCI = 36
Sample Comments:
57 WEATHERING L 4,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 90.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 810.00 Ft Comments:
41 ALLIGATOR CRACKING L 1,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TAYK Name: TAXIWAY A
Use: TAXIWAY
Area: 595,935.00SgFt
Section: 05 of 7 From: TA -04 To: TB -04 Last Const.: 09/03/1988
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 17,686.00SgFt Length: 225.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 3 Surveyed: 3
Conditions: PCI : 57
Inspection Comments:
Sample Number: 01 Type: R Area: 5,625.00SgFt PCI = 53
Sample Comments:
41 ALLIGATOR CRACKING L 180.00 SqFt Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 60.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,625.00SgFt PCI = 58
Sample Comments:
41 ALLIGATOR CRACKING L 180.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 60.00 Ft Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
Sample Number: 03 Type: R Area: 5,625.00SgFt PCI = 58
Sample Comments:
41 ALLIGATOR CRACKING L 180.00 SqFt Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 60.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TAYK Name: TAXIWAY A
Use: TAXIWAY
Area: 595,935.00SgFt
Section: 06 of 7 From: TA -05 To: R04-05 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 39,260.00SgFt Length: 500.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 8 Surveyed: 4
Conditions: PCI : 70
Inspection Comments:
Sample Number: 01 Type: R Area: 4,800.00SgFt PCI = 94
Sample Comments:
57 WEATHERING L 4,800.00 SqFt Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 61
Sample Comments:
57 WEATHERING L 4,800.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 540.00 Ft Comments:
Sample Number: 04 Type: R Area: 5,000.00SgFt PCI = 53
Sample Comments:
57 WEATHERING L 4,800.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 630.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 70.00 Ft Comments:
41 ALLIGATOR CRACKING L 150.00 SqFt Comments:
Sample Number: 08 Type: R Area: 4,765.00SgFt PCI = 73
Sample Comments:
57 WEATHERING L 4,700.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 400.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 40.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TAYK Name: TAXIWAY A
Use: TAXIWAY
Area: 595,935.00SgFt
Section: 07 of 7 From: R04-05 To: TA1-01 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 128,452.00SgFt Length: 1,400.00Ft Width: 85.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 20 Surveyed: 5
Conditions: PCI : 60
Inspection Comments:
Sample Number: 2 Type: R Area: 5,625.00SgFt PCI = 69
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 630.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 70.00 Ft Comments:
Sample Number: 6 Type: R Area: 5,625.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 630.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 70.00 Ft Comments:
Sample Number: 11 Type: R Area: 5,625.00SgFt PCI = 55
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 14 Type: R Area: 5,625.00SgFt PCI = 55
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 19 Type: R Area: 5,625.00SgFt PCI = 57
Sample Comments:
57 WEATHERING L 5,625.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TB1YK Name: TAXIWAY B1
Use: TAXIWAY
Area: 16,727.00SgFt
Section: 01 of 1 From: TB -07 To: R04-02 Last Const.: 09/02/1984
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 16,727.00SgFt Length: 204.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI : 33
Inspection Comments:
Sample Number: 01 Type: R Area: 5,000.00SgFt PCI = 29
Sample Comments:
57 WEATHERING H 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 350.00 Ft Comments:
Sample Number: 02 Type: R Area: 5,200.00SgFt PCI = 38
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TB2YK Name: TAXIWAY B2
Use: TAXIWAY
Area: 37,074.00SgFt
Section: 01 of 1 From: TB -07 To: R04-01 Last Const.: 09/01/1976
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 37,074.00SgFt Length: 204.00Ft Width: 170.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 8 Surveyed: 4
Conditions: PCI :43
Inspection Comments:
Sample Number: 01 Type: R Area: 5,475.00SgFt PCI = 47
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 400.00 Ft Comments:
Sample Number: 04 Type: R Area: 3,660.00SgFt PCI = 45
Sample Comments:
57 WEATHERING L 3,600.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 300.00 Ft Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 37
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 600.00 Ft Comments:
Sample Number: 08 Type: R Area: 5,430.00SgFt PCI = 43
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING H 500.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 01 of 8 From: TB2-01 To: R09-07 Last Const.: 09/01/1976
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 167,743.00SgFt Length: 2,235.00Ft Width: 75.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 30 Surveyed: 5
Conditions: PCI : 54
Inspection Comments:
Sample Number: 02 Type: R Area: 5,250.00SgFt PCI = 53
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 06 Type: R Area: 5,250.00SgFt PCI = 49
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 900.00 Ft Comments:
Sample Number: 11 Type: R Area: 5,250.00SgFt PCI = 49
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 900.00 Ft Comments:
Sample Number: 12 Type: R Area: 5,250.00SgFt PCI = 53
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 700.00 Ft Comments:
Sample Number: 22 Type: R Area: 5,250.00SgFt PCI = 64
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 900.00 Ft Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 02 of 8 From: R09-07 To: TB -03 Last Const.: 09/01/1995
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 3,617.00SgFt Length: 130.00Ft Width: 25.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 75
Inspection Comments:
Sample Number: 01 Type: R Area: 3,875.00SgFt PCI = 75
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 120.00 Ft Comments:
57 WEATHERING M 3,500.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 03 of 8 From: TB -02 To: TB -04 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 26,361.00SgFt Length: 340.00Ft Width: 85.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI : 62
Inspection Comments:
Sample Number: 02 Type: R Area: 6,425.00SgFt PCI = 64
Sample Comments:
57 WEATHERING L 6,400.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 800.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 200.00 Ft Comments:
Sample Number: 03 Type: R Area: 6,425.00SgFt PCI = 64
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 800.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 200.00 Ft Comments:
57 WEATHERING L 6,400.00 SqFt Comments:
Sample Number: 04 Type: R Area: 6,425.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 6,400.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 600.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 04 of 8 From: TB -03 To: TB -05 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 23,267.00SgFt Length: 250.00Ft Width: 85.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 5 Surveyed: 3
Conditions: PCI : 56
Inspection Comments:
Sample Number: 01 Type: R Area: 4,282.00SgFt PCI = 38
Sample Comments:
57 WEATHERING L 4,200.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 1,000.00 Ft Comments:
43 BLOCK CRACKING L 300.00 SqFt Comments:
Sample Number: 03 Type: R Area: 4,282.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 4,200.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 1,000.00 Ft Comments:
Sample Number: 04 Type: R Area: 4,282.00SgFt PCI = 69
Sample Comments:
43 BLOCK CRACKING L 2,700.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 05 of 8 From: TB -04 To: TB -06 Last Const.: 09/01/1985
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 7,678.00SgFt Length: 70.00Ft Width: 85.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI :47
Inspection Comments:
Sample Number: 01
Sample Comments:
43 BLOCK CRACKING
Type: R
Area:
5,675.00SgFt PCI = 47
M 5,600.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 06 of 8 From: TB -05 To: R04-08 Last Const.: 09/01/2002
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 121,428.00SgFt Length: 1,195.00Ft Width: 85.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 29 Surveyed: 5
Conditions: PCI : 76
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 61
Sample Comments:
47 JOINT REFLECTION CRACKING L 5,000.00 Ft Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 10 Type: R Area: 5,000.00SgFt PCI = 65
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
47 JOINT REFLECTION CRACKING L 3,000.00 Ft Comments:
Sample Number: 16 Type: R Area: 5,000.00SgFt PCI = 68
Sample Comments:
47 JOINT REFLECTION CRACKING L 1,000.00 Ft Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 440.00 Ft Comments:
Sample Number: 19 Type: R Area: 5,000.00SgFt PCI = 94
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 29 Type: R Area: 5,000.00SgFt PCI = 94
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 07 of 8 From: R04-08 To: TB -08 Last Const.: 09/01/2002
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 70,270.00SgFt Length: 1,010.00Ft Width: 100.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 14 Surveyed: 5
Conditions: PCI : 71
Inspection Comments:
Sample Number: 02 Type: R Area: 5,260.00SgFt PCI = 60
Sample Comments:
43 BLOCK CRACKING L 5,000.00 SqFt Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 06 Type: R Area: 5,000.00SgFt PCI = 59
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
43 BLOCK CRACKING L 5,000.00 SqFt Comments:
Sample Number: 08 Type: R Area: 5,000.00SgFt PCI = 78
Sample Comments:
43 BLOCK CRACKING L 500.00 SqFt Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 11 Type: R Area: 5,000.00SgFt PCI = 78
Sample Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
43 BLOCK CRACKING L 500.00 SqFt Comments:
Sample Number: 12 Type: R Area: 5,000.00SgFt PCI = 78
Sample Comments:
43 BLOCK CRACKING L 500.00 SqFt Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TBYK Name: TAXIWAY B
Use: TAXIWAY
Area: 425,229.00SgFt
Section: 08 of 8 From: TB -07 To: TA1-01 Last Const.: 09/01/2002
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 4,865.00SgFt Length: 55.00Ft Width: 100.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 88
Inspection Comments:
Sample Number: 01 Type: R
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING
Area:
5,500.00SgFt PCI = 88
L 200.00 Ft
Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TC1YK Name: TAXIWAY C1
Use: TAXIWAY
Area: 35,500.00SgFt
Section: 01 of 1 From: TCYK To: ASEYK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 35,500.00SgFt Length: 200.00Ft Width: 90.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 8 Surveyed: 4
Conditions: PCI:100
Inspection Comments:
Sample Number: 01
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
4,300.00SgFt PCI = 100
Sample Number: 03
Sample Comments:
<NO DISTRESSES>
Type: R
Area:
4,832.00SgFt PCI = 100
Sample Number: 06
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 3,980.00SgFt PCI = 100
Sample Number: 07
Sample Comments:
<NO DISTRESSES>
Type: R
Area: 3,740.00SgFt PCI = 100
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TC2YK Name: TAXIWAY C2
Use: TAXIWAY
Area: 6,545.00SgFt
Section: 01 of 1 From: TCYK-04 To: TDYK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 6,545.00SgFt Length: 187.00Ft Width: 35.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI : 71
Inspection Comments:
Sample Number: 01 Type: R Area: 3,400.00SgFt PCI = 71
Sample Comments:
57 WEATHERING M 3,400.00 SqFt Comments:
43 BLOCK CRACKING L 1,000.00 SqFt Comments:
Sample Number: 02 Type: R Area: 3,120.00SgFt PCI = 70
Sample Comments:
43 BLOCK CRACKING L 1,000.00 SqFt Comments:
57 WEATHERING M 3,120.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TCYK Name: TAXIWAY C
Use: TAXIWAY
Area: 308,288.00SgFt
Section: 01 of 4 From: R04-08 To: TC -02 Last Const.: 09/01/2002
Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 34,392.00SgFt Length: 615.00Ft Width: 50.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 6 Surveyed: 3
Conditions: PCI : 67
Inspection Comments:
Sample Number: 02 Type: R Area: 5,000.00SgFt PCI = 67
Sample Comments:
43 BLOCK CRACKING L 2,500.00 SqFt Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 03 Type: R Area: 6,000.00SgFt PCI = 68
Sample Comments:
43 BLOCK CRACKING L 2,500.00 SqFt Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Sample Number: 05 Type: R Area: 5,000.00SgFt PCI = 67
Sample Comments:
43 BLOCK CRACKING L 2,500.00 SqFt Comments:
57 WEATHERING L 5,000.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TCYK Name: TAXIWAY C
Use: TAXIWAY
Area: 308,288.00SgFt
Section: 02 of 4 From: TC -01 To: TA -06 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 2,450.00SgFt Length: 115.00Ft Width: 20.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 1 Surveyed: 1
Conditions: PCI : 56
Inspection Comments:
Sample Number: 01 Type: R Area: 1,565.00SgFt PCI = 56
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
57 WEATHERING L 1,500.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TCYK Name: TAXIWAY C
Use: TAXIWAY
Area: 308,288.00SgFt
Section: 03 of 4 From: TA -06 To: R09-11 Last Const.: 09/01/1988
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 11,910.00SgFt Length: 300.00Ft Width: 30.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 05/06/2005 Total Samples: 2 Surveyed: 2
Conditions: PCI : 27
Inspection Comments:
Sample Number: 01 Type: R Area: 5,338.00SgFt PCI = 27
Sample Comments:
52 RAVELING L 3,337.97 SqFt Comments:
53 RUTTING L 250.00 SqFt Comments:
43 BLOCK CR M 5,337.96 SqFt Comments:
52 RAVELING M 1,999.98 SqFt Comments:
Sample Number: 02 Type: R Area: 5,027.00SgFt PCI = 27
Sample Comments:
52 RAVELING M 1,999.98 SqFt Comments:
43 BLOCK CR M 5,026.96 SqFt Comments:
52 RAVELING L 2,999.98 SqFt Comments:
53 RUTTING L 250.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TCYK Name: TAXIWAY C
Use: TAXIWAY
Area: 308,288.00SgFt
Section: 04 of 4 From: R09-11 To: TC -05 Last Const.: 09/01/2005
Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P
Area: 259,536.00SgFt Length: 2,486.00Ft Width: 90.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 55 Surveyed: 6
Conditions: PCI : 87
Inspection Comments:
Sample Number: 05 Type: R Area: 6,000.00SgFt PCI = 77
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Sample Number: 15 Type: R Area: 6,000.00SgFt PCI = 89
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Sample Number: 24 Type: R Area: 6,000.00SgFt PCI = 89
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Sample Number: 28 Type: R Area: 6,000.00SgFt PCI = 89
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Sample Number: 40 Type: R
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING
Area:
6,000.00SgFt PCI = 89
L 200.00 Ft
Comments:
Sample Number: 48 Type: R
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING
Area:
6,000.00SgFt PCI = 89
L 200.00 Ft
Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TDYK Name: TAXIWAY D
Use: TAXIWAY
Area: 18,570.00SgFt
Section: 01 of 1 From: TC2YK-01 To: TC1YK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 18,570.00SgFt Length: 619.00Ft Width: 30.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/15/2011 Total Samples: 3 Surveyed: 3
Conditions: PCI : 60
Inspection Comments:
Sample Number: 01 Type: R Area: 6,185.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 6,120.00 SqFt Comments:
43 BLOCK CRACKING L 6,120.00 SqFt Comments:
Sample Number: 02 Type: R Area: 6,185.00SgFt PCI = 60
Sample Comments:
43 BLOCK CRACKING L 6,120.00 SqFt Comments:
57 WEATHERING L 6,120.00 SqFt Comments:
Sample Number: 03 Type: R Area: 6,185.00SgFt PCI = 60
Sample Comments:
57 WEATHERING L 6,120.00 SqFt Comments:
43 BLOCK CRACKING L 6,120.00 SqFt Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TLO1YK Name: TAXILANE 1
Use: TAXIWAY
Area: 7,950.00SgFt
Section: 01 of 1 From: TAYK-01 To: ANHWOlYK Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 7,950.00SgFt Length: 265.00Ft Width: 30.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI : 28
Inspection Comments:
Sample Number: 01 Type: R Area: 3,930.00SgFt PCI = 26
Sample Comments:
57 WEATHERING M 3,930.00 SqFt Comments:
41 ALLIGATOR CRACKING M 500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 100.00 Ft Comments:
Sample Number: 02 Type: R Area: 4,020.00SgFt PCI = 31
Sample Comments:
57 WEATHERING M 4,020.00 SqFt Comments:
41 ALLIGATOR CRACKING M 500.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 300.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TL02YK Name: TAXILANE 2
Use: TAXIWAY
Area: 9,776.00SgFt
Section: 01 of 1 From: NORTHWEST HANGERS To: TL03YK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 9,776.00SgFt Length: 104.O0Ft Width: 94.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI : 70
Inspection Comments:
Sample Number: 01 Type: R Area: 4,815.00SgFt PCI = 72
Sample Comments:
57 WEATHERING L 4,815.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 320.00 Ft Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 80.00 Ft Comments:
Sample Number: 02 Type: R Area: 4,815.00SgFt PCI = 69
Sample Comments:
57 WEATHERING L 4,815.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING M 250.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TL03YK Name: TAXILANE 3
Use: TAXIWAY
Area: 8,200.00SgFt
Section: 01 of 1 From: TL02YK-01 To: TAYK-01 Last Const.: 01/01/1950
Surface: AAC Family: DEFAULT Zone: Category: Rank: P
Area: 8,200.00SgFt Length: 205.O0Ft Width: 40.00Ft
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
Last Insp. Date: 11/16/2011 Total Samples: 2 Surveyed: 2
Conditions: PCI : 79
Inspection Comments:
Sample Number: 01 Type: R Area: 4,070.00SgFt PCI = 80
Sample Comments:
57 WEATHERING L 4,070.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 200.00 Ft Comments:
Sample Number: 02 Type: R Area: 4,070.00SgFt PCI = 78
Sample Comments:
57 WEATHERING L 4,070.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 250.00 Ft Comments:
Re -inspection Report
Yakima 2010
Report Generated Date: January 16, 2012
Network: YAKIMA Name: YAKIMA AIR TERMINAL
Branch: TL04YK Name: NW TAXILANE 4
Use: TAXIWAY
Area: 103,800.00SgFt
Section: 01 of 1 From: TAYK-02
Surface: AAC Family: DEFAULT
Area: 103,800.00SgFt Length: 1.00Ft Width:
Shoulder: Street Type: Grade: 0.00 Lanes: 0
Section Comments:
To: ANW04YK-01 Last Const.: 01/01/1950
1.00Ft
Zone:
Category: Rank: P
Last Insp. Date: 11/16/2011 Total Samples: 19 Surveyed: 5
Conditions: PCI : 28
Inspection Comments:
Sample Number: 03 Type: R Area: 5,273.00SgFt PCI = 22
Sample Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
41 ALLIGATOR CRACKING M 1,300.00 SqFt Comments:
57 WEATHERING L 5,270.00 SqFt Comments:
Sample Number: 07 Type: R Area: 3,945.00SgFt PCI = 19
Sample Comments:
41 ALLIGATOR CRACKING M 1,200.00 SqFt Comments:
57 WEATHERING L 3,945.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 350.00 Ft Comments:
Sample Number: 10 Type: R Area: 5,065.00SgFt PCI = 28
Sample Comments:
57 WEATHERING M 5,065.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
41 ALLIGATOR CRACKING M 800.00 SqFt Comments:
Sample Number: 11 Type: R Area: 5,384.00SgFt PCI = 29
Sample Comments:
57 WEATHERING M 5,384.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 300.00 Ft Comments:
41 ALLIGATOR CRACKING M 800.00 SqFt Comments:
Sample Number: 18 Type: R Area: 5,165.00SgFt PCI = 43
Sample Comments:
57 WEATHERING M 5,165.00 SqFt Comments:
48 LONGITUDINAL/TRANSVERSE CRACKING L 500.00 Ft Comments:
41 ALLIGATOR CRACKING L 700.00 SqFt Comments:
APPENDIX D
LOCAL PREVENTIVE MAINTENANCE
POLICIES AND BASE YEAR UNIT COST
TABLES
Preventive Maintenance and Base Year Unit Cost • Appendix D
Table D-1: Local Preventive Maintenance Policy for AC Pavements
Distress Type
Severity Level
Maintenance Action
Alligator Cracking
Low
Monitor
Medium
AC Patch -Deep
High
AC Patch -Deep
Bleeding
N/A
Monitor
Block Cracking
Low
Monitor
Medium
Crack Seal -AC
High
Crack Seal -AC
Corrugation
Low
Monitor
Medium
Monitor
High
AC Patch -Deep
Depression
Low
Monitor
Medium
Monitor
High
AC Patch -Deep
Jet Blast
N/A
AC Patch -Shallow
Joint Reflection Cracking
Low
Monitor
Medium
Crack Seal -AC
High
Crack Seal -AC
Longitudinal and Transverse
Cracking
Low
Monitor
Medium
Crack Seal -AC
High
Crack Seal -AC
Oil Spillage
N/A
AC Patch -Shallow
Patching
Low
Monitor
Medium
Monitor
High
AC Patch -Deep
Polished Aggregate
N/A
Monitor
Raveling and Weathering
Low
Monitor
Medium
Monitor
High
AC Patch -Shallow
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page D-1
Appendix D ♦ Preventive Maintenance and Base Year Unit Cost
Table D-1: Local Preventive Maintenance Policy for AC Pavements (Continued)
Distress Type
Severity Level
Maintenance Action
Rutting
Low
Monitor
Medium
Monitor
High
AC Patch -Deep
Shoving
Low
Monitor
Medium
AC Patch -Deep
High
AC Patch -Deep
Slippage Cracking
N/A
AC Patch -Deep
Swelling
Low
Monitor
Medium
Monitor
High
AC Patch -Deep
Yakima Air Terminal/McAllister Field Pavement Management Plan
D-2 1 Page
Preventive Maintenance and Base Year Unit Cost ♦ Appendix D
Table D-2: Local Preventive Maintenance Policy for PCC Pavements
Distress Type
Severity Level
Maintenance Action
Blow-up
Low
Slab Replacement
Medium
Slab Replacement
High
Slab Replacement
Corner Break
Low
Monitor
Medium
Crack Seal -PCC
High
Full Depth PCC Patch
Cracks
Low
Monitor
Medium
Crack Seal -PCC
High
Slab Replacement
Durability Cracking
Low
Monitor
Medium
Full Depth PCC Patch
High
Slab Replacement
Joint Seal Damage
Low
Monitor
Medium
Joint Seal -Bituminous
High
Joint Seal -Bituminous
Patching - Small
Low
Monitor
Medium
Monitor
High
Full Depth PCC Patch
Patching - Large
Low
Monitor
Medium
Monitor
High
Full Depth PCC Patch
Popouts
N/A
Monitor
Pumping
N/A
Monitor
Scaling
Low
Monitor
Medium
Slab Replacement
High
Slab Replacement
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page 1 D-3
Appendix D ♦ Preventive Maintenance and Base Year Unit Cost
Table D-2: Local Preventive Maintenance Policy for PCC Pavements (Continued)
Settlement
Low
Monitor
Medium
Monitor
High
Slab Replacement
Shattered Slab
Low
Monitor
Medium
Slab Replacement
High
Slab Replacement
Shrinkage Cracking
N/A
Monitor
Spalling (Joint and Corner)
Low
Monitor
Medium
Partial Depth PCC Patch
High
Partial Depth PCC Patch
Yakima Air Terminal/McAllister Field Pavement Management Plan
D-4 1 Page
Preventive Maintenance and Base Year Unit Cost ♦ Appendix D
Table D-3: 2013 Base Year Unit Costs for Local Preventative Maintenance Actions
Maintenance Action
Unit Cost
Patching AC - Deep
$20.84/sf
Crack Sealing - AC
$1.24/If
Crack Sealing - PCC
$1.86/If
Slab Replacement - PCC
$39.73/sf
Patching - PCC Full Depth
$38.76/sf
Joint Sealing - Silicon
$10.34/If
Surface Treatment - Slurry Seal
$0.52/sf
Table D-4: 2013 Base Year Unit Costs Based on PCI Values
Pavement
Type
PCI Values
0
10
20
30
40
50
60
70
80
90
100
AC
$11.10
$11.10
$11.10
$11.10
$11.10
$4.30
$4.30
$4.30
$0.00
$0.00
$0.00
PCC
$36.90
$36.90
$36.90
$36.90
$36.90
$4.30
$4.30
$0.00
$0.00
$0.00
$0.00
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page 1 D-5
APPENDIX E
SAMPLE MONTHLY DRIVE-BY
INSPECTION FORM
Monthly Drive -By Inspection Form ♦ Appendix E
Inspected By:
MONTHLY PAVEMENT INSPECTION REPORT
Date Inspected:
Inspection Record
Maintenance Action
Location
Distress
Action
Description/Severity
/Recommended
Description
Repair
of
Date Performed
Cost
Yakima Air Terminal/McAllister Field Pavement Management Plan
Page 1 E-1
D
APPROACH/DEPARTURE PLATES
D.1 INSTRUMENT APPROACH PROCEDURES
♦ ILS Y RWY 27
♦ ILS Z RWY 27
♦ RNAV (RNP) Y RWY 09
♦ RNAV (RNP) Y RWY 27
♦ RNAV (RNP) Z RWY 09
♦ RNAV (RNP) Z RWY 27
♦ RNAV (GPS) W RWY 27
♦ RNAV (GPS) X RWY 27
♦ LOC/DME BC -B
♦ VOR/DME OR TACAN RWY 27
♦ VOR -A
♦ COPTER NDB RWY27
D.2 DEPARTURE PROCEDURES
♦ GROMO THREE
♦ NACHES TWO
♦ WENAS SIX
♦ YAKIMA SIX ZILLA THREE (OBSTACLE)
Yakima Air Terminal/McAllister Field Master Plan
Page 1 D-1
30 Si 01 1.10QAON LI '4IVIN
YA10MA, WASHINGTON AL -465
LOC I-YKM
110.1
APP CRS
274°
Rwyldg 7804
TDZE 1086
Apt Elev 1099
(FAA)
10210
ILS Y RWY 27
YAIOMA AIR TERMINAL/MCALLISTER FIELD (YKM)
V For inoperative MALSR, increase S -ILS 27 oil Cols visibility to 2
� When locol ohimekr setting not received, procedure NA.
14.
MAISR
e
MISSED APPROACH: Climb to 2900 then
climbing right tum to 4600 d sect YKM VORTAC
and hold continue climb -in -hold 104600.
MIS
125.25
CHINOOK APP CON*
123.8 263.15
YAKIMATOWER* GNDCON
133.25 (CTAFI Ib 257.8 121.9
CNC DEL
121.9
UNICOM
122.95
IC 5X::,J)
•9225,-
%r%
LOCALEER 110.1
I-YKM__-
---25101 2510-
^_ �>
BAF)
---WIKIK
R•67 Nip
1692 ' YAXJMA
116.0 YKM =—
Chan 107
2149±
50001° LOM ' '-
111° (4) 38001°
'961,GS InrorceptR-07�5
2272 274° (7.9)
2i----4,- -----0
LOM/IAF
DONNY
371 YK =:_—
aEV 1099 10
Ae (D
274.7 NM
from LOM
TWR
1159 111 A
t,tu,1113 ..avF4`,
ry..
x 1DZE
1068
iJ
A 4
1114±
MIRL Rwy 4-22
HIRL Rwy 9-27
REILRwys4,9,mid 22
5000 Nog
YKM l3) AI'
R-67148
_,3414
*kM
5000 NWT so OPTS_ E -
'22J{.(3:8) and
276° (5.4j' ..
pF) (UPONY)X
OPISE
VOA 13
5000 Neff to OPISE--
315° (9) and
276° (5.4)
SUNED
YKM 26
2900
4
4600
YKM
LOM
O94°
3382
Remain
within 10 NM
274° 4300
3800 GS 3.00°
TCH 57
7l -
CATEGORY
A
c
0
5 -ILS 27
1668-1% 600 (600-134)
YAKIMA, WASHINGTON
Orig-A 29JULI0
YAIOMA AIR TERMINAL/MCALLISTER FIELD (YKM)
.46•3R" -120°33W ILS Y RWY 27
NVY-1, 17 NOV 2011 to 15 DEC 2011
Yakima Air Terminal/McAllister Field Master Plan
D-2 Page
J
z
51 o1 1.1OZ A
m
YAKIMA, WASHINGTON
LOC I-YKM
110.1
APP CRS
274°
Rwy Idg 7804
TDZE 1086
Apr Elev 1088
A4465 {FAA)
When local °ktmeler seeing not received, procedure NA.
•• RVR 1800 authorimd with use of FD or AP or HUD b DA
ABS
125.25
CHINOOK APP CON*
123.8 263.15
10210
ILSZRWY27
YAKIMA AIR TERMINALIMCAIJJSTER FIELD (YKM)
MALSR MISSED APPROACH: Climb to 2600, then
climbing right turn l0 4600 direct YKM VORTAC
and hold, continue climb -in -hold to 4600.
YAKIMA TOWER*
133.25ICTAF1Q 257.8
GNDCON
121.9
CLNC DEL
121.9
UNICOM
122.95
j
Missed oppmach obsavdions
requires minimum dimb grodient
of 450 feet/NM. ^
s-44%
Missed i
R-67 40% A
3302
YAKIMA
116.0 YKM =
Chan 107
50001a LOM '--�
111°(4)
GS �terceept -"Ti 107
2272 274°17.9) ti
LOCAUZER 110.1
I-YKM__
—2510± 2510`
(IAF)
�WIgK
YKM D
R-67148
.344
-'iZ4C
///////.a///�//f�
_sem
AQ -4.
5000 NoP7 to OPISE.
�=-221P,(3b)-dnd
276•15.41-
-
76° (5.4j
EREY 1099
In
274° 7 NM
from LOM
TN9 111A
440'4' .$4J?'
MIRL Rwy 4-22
HIRL Rwy 9-27
RBI. Rwys4,9,and 22
YAKIMA, WASHINGTON
Arndt 27A 29JULI0
5000 NoPT
YKM 13 Arc
(IF) (UPONY)
ONSE
YKM 13
5000 NoPT to OPISE--
315°IP) and
276° (5A)
()
SUNED
YKM 26
{20-
2600
4600
YKM
3382
Remain
0940 within to NM
274°-! 4300
" 3800
GS 3.00°
TCH 57
7 NM
CATEGORY
5-115 27
A
c o
••1268/24 zoo i200-10
YAKIMA AIR TERMINAL/MCAWSTER FIELD (YKM
46'34'N -120°33W ILS Z RWY 27
NW -1, 17 NOV 2011 to 16 DEC 2011
Yakima Air Terminal/McAllister Field Master Plan
Page 1 D-3
1.L0Z330SI, a1 LLDZAONLL'LMN
YAKIMA, WASHINGTON AL -465 (FAA)
APP CRS
094°
Rwyldg 7604
THRE 1099
Apr Elm, 1099
YAKIMA AIR
V •Missed approach requires minimum climb of 425 het per NM to 3000.
/ RF rquired. GPS required. For uncompensated Baro-VNAV systerns,
madras NA below -17'C (2'F) or above 45°C (113°F).
ATlS
125.25
CHINOOK APP CON
123.8 263.15
(IAV
f\ is "47 DANE
—v 46 (RNP 0.30)
?r^ti
YAKIMA TOWER*
K
.25 (CrAn 2572
11237
RNAV (RNP) Y RWY 9
TERMINAL/MCALLISTER FIELD (YKM)
MISSED APPROACH; Climb ea 5100 on track
094' to WSNY right tum b CUSOM and on
trod( 246• b MUDLE and hold.
5500
i
GND CCM( CLNC DEL
121.9
121.9
36
19.1)
R'6714A
UNICOM
122.95
714D ._
Procedure NA for arrlyals of
YKM VORTAC on airway
radials 338 CW 221.
1NLA
0 K oks
3003,
(WiRDI
IIF)'
.4300 c` ZIGLO
Max 180 KIAS
2323 ±
v" r 0
`3.
o`y.
2600
.5)
(FAF)
OTTEG
(1
2600
(3.3)
JUXOM
1868 #^ Max 210
YAKIMA
a. a YKM
094 91211A}-� (RNP 0.30)
'094, ,. 1279
142) "•• - WSNY
i3e 1969 1853
2247
/Iwo
6700
046•(5.1)
5NM.,.,;
N
4
MUDLE CUSOM
A
2272
�gWOPz
ELEV 1099 IL] I11 E 1099
OITIEG
2600
26OO'
GP 3.50'
la 57 See plonview far muhiple IF locati
5100
h094
WSNY
CUSOM
tr
246'
MUDLE
094o
VGSI and RNAV glidsp(eh not coincident
WG51 Angle 3.00/1CH 50).
3.9 NM
CATEGORY
A
a
C
D
RNP 0.30 DA'
1473-1 374 (400-1)
NA
RNP 0.30 DA
1934-211 835 (900-21/2)
NA
AUTHORIZATION REQUIRED
094° to
RWO9
A
1113
A
1114±
MIRL Rwy 4-22
HIRL Rwy 9-27
REIL Rwys 4, 9, and 22
TWI 1119±
1159
X
YAKIMA, WASHINGTON
Orig 25AUG11
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM)
RNAV (RNP) Y RWY 9
46°34'N-l20°33'W
0
NW -1, 17 NOV 2011 to 16 DE
Yakima Air Terminal/McAllister Field Master Plan
D-4
z
D
m
m
0
YAKIMA, WASHINGTON
APP CRS
274°
Rwy Idg 7604
THRE 1049
Apt Elev 1099
AL -465 (FAA)
11321
RNAV (RNP) Y RWY 27
YAKJMA AIR TERMINAL/MCAWSTER FIELD (YKM)
v •Missed approach requires minimum climb of 425 Feet per NM to 3400. RF
required. required. For unmmpensated Baro-VNAV systems, procedure
0 NA below -17°C (2°F) or above 46°C (114°F). For inoperative MALSR
increase RNP 0.30 DA visibility all Cats to RVR 6000 and RNP 0.30 DA
visibility all Cats to 23'4 mile.
ATIS
125.25
CHINOOK AW CON*
123.8 283.15
Procedure NA for SE(IAH
arrivals at SELAH (RNP 0.30)
on V298 northwest
bound and V468 .5000
northbound. to ZOTOG
162° (13.2)
PUB80
(<4)
YAKIMA TOWEL*
133.25(cTAF)0 257.8
DATVE
(RNP 0.30)
MALSR
T
GND COIN
121.9
MISSED APPROACH: Climb to
5100 on track 274° to PUBBO
left tum to SISSY and on track
097° to MUDLE and fold.
CINC DEL
121.9
UN ICOM
122.95
Procedure NA for orrivals at f __-
c—�DAT (E an V298 nowattu Hh bo nd
A1868 *R=d71
; r RW27 241
101
s C A
arrivals at SIMCO on
"s V448 southwest bound.
5 NM .
Y
3500 /Q c 4 3000
(11.9) (6.91
op -
079• .3�,i : �^ 06d°06A''''°"""
^lamIQln
1969 1853
2247
(ZOlOG27400
274°(2)
Max 210 KIAS
3000
(7.2)
(FAF) MRl
OAIGSS
49
s ,
(IF) ,
Z1VOM 1
Max 210 KIAS R -6714A 88
-L•Tir.G"/,
PRO
YIGUN
Max 210 KlAS
C8114
3900 \, `?
2900 F-11'
272 14.11 (81
r
`'33200 W1 -83811W1-83811`""•'° at PAPAS
URKA
o V204a�Iho��
nd.?
8
s97- (IF)
PAPPS
(RNP 0.30)
Sin CO �� 274/
(RNP 0.30)
ELE9 1099
CORE ThRE 1049
MIRL Rwy 4-22
HIRL Rwy 9-27
REIL Rwys 4, 9, and 22
YAKIMA, WASHINGTON
Orig-A 17NOV11
5100
T
PUB8O
2;r4'
Procedure NA for arrivals at
SUNED on V298 southeast
bound, and V497 northeast
bound.
SISSY
ir
097•
MUDLE
See Planview for multiple IF locations
1s RW27
DAMS
2900
str
SUNS
(RNP 0.30)
2900
GP 3.00°
10157
CATEGORY
B I c
*RNP 0.30 DA
RNP 0.30 DA
1399/30 350 (300-11)
1826-21/4 777 800.21A
AUTHORIZATION REQUIRED
YAKIMA AIR TERMINAL/MCAWSTER FIELD (YKM
46°34.N -120°33'W RNAV (RNP) Y RWY 27
NW -1, 17 NOV 2011 to 16 DEC 2011
Yakima Air Terminal/McAllister Field Master Plan
Page 1 D-5
I IOL OW SI 03 L LOZ AON LI
YAKIMA, WASHINGTON AL -465 (FAA)
APP CRS
0940
Rwyldg 7604
THRE 1099
Apt Elev 1099
YAKIMA
11237
RNAV (RNP) Z RWY 9
AIR TERMINAL/MCALLISTER FIELD (YKM)
V For uncompensated Baro-VNAV systems, procedure NA below -17°C (2°F)
or above 45°C (113°F). When VGSI inop procedure NA of night.
RF required. GPS required. Misted opprooch requires RNP less than 1.0.
"Missed opproodt requires minimum climb of 310 feet per NM lo 2700.
"Missed epprooth requires minimum climb of 250 feet per NM to 2700.
MISSED APPROACH: Climb to 5100 on
tmck 094° to HAVUN right tum to ZESFS
right tum to WUBNI right tum to MUDIE
and hold, continue climb -in -hold to 5100.
ATIS
125.25
CHINOOK APP CON*
129.8 263.15
YAKIMA TOWER*
133.25(CTAP)0 257.8
GNDCON
121.9
CWC DEL
121.9
UNICOM
122.95
Zz_
^ '•mss—..
(LA)
DATVE
(RN_n
rL‘Z
173' (3.9)
--5.j . O
InziL
JUKOM
Mtn 210 KIM
(9.1)
R -6714A
3000
1131 186834
2600
(1.5)
5 .
J� , SIMCO
'It ▪ (RNP 0.30)
4 kW09
(F� Osy
OTIPG 11083
093° to
HA
WAPSI
p oo 25103^ T�
3IIAF)
HAVUN YAKIMA
(104P 0.30)
1969 \k 115
•58 ! % 1853 A2247
WUBNI
5NMT• @
o
MUDLE
2272
Procedure NA For amwals
al YAKIMA VORTAC an
airway radial 338 CCW 221.
EMI/ 1099
2600
GP 3.50'
1CH 57
OTTEG
2600
0940
5100
tr 094°
HAVUN
2ESTS
VGSI end RNAV glidapolh nol coincident
(VGSI Angle 3.00/1CH 50).
See planview for multiple lF foeohpq
3.9 NM
CATEGORY
A
B C
D
RNP 0.10DA'
1362-1 263 (300-1)
NA
RNP 0.30 DA"
1525-1% 426 (500-111
NA
RNP 0.30DA
1665-1% 566 (600-1%)
NA
AUTHORIZATION REQUIRED
OI THRE 1099
MIRL Rwy 4-22
HIRL Rwy 9-27 0
REIL Rwys 4, 9, and 22
YAIOMA, WASHINGTON
Orifi 25AUGI1
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM)
RNAV (RNP) Z RWY 9
46°34'N -120°33'W
NW-1,17NOV 2011to15DE
Yakima Air Terminal/McAllister Field Master Plan
D-6
NW1, 17 NOV 2011 to 15 DEC 2011
YAKIMA, WASHINGTON AL -465 (FAA)
APP CRS
274°
1
Rwyldg 7604
THRE 1049
Apt Elev 1099
11321
RNAV (RNP) Z RWY 27
YAKIMA AIR TERMINAL/MCAWSTER FIELD (YKM)
RF required. GPS required. Missed approach requires RNP less than 1.0. For
uncompensated Baro-VNAV systems, procedure NA below -17°C 12°F) or above
46°C (114°9. DANE transition NA when R-6714 A, C, D active. ' Missed approach =
requires minimum climb of 215 feet per NM to 4300 feet. Far inoperative MALSR j
increase • RNP 0.10 DA visibility all Cats to RVR 4.500 and RNP 0.30 DA visibility
all Cats to 114 mile.
ATIS CHNOOK APP CON .r YAIIv1A TOWER * GND CON
25 25 123.8 263.15 133.25 (OAF) Q 257.8 I 121.9
MALSR
MISSED APPROACH: Climb
b 5100 on track 274°a
YEPCU left tum o JOPDI left
tum to ZEMUN left tum to
MUDIE and laid.
CWC DEL
121.9
UNICOM
122.95
3NP AF) i AFF)
DANE
(R 0.30) (RNP 0.30)
Procedure NA for arrivals
at SELAH on V29S eo a•
rart+wist bound, and 19 K k5. 11-67_1.4DV468 northbound.
_-) '1_A1868*G"
JOPD1
r 2FJ4UN (3.2) YEPCU
- 4, ,,,,A. 1093t 1FAF1
(1.7J % 11001 CIAK55
1 I24)A(Q
969 1853
0 _, 2247•/
-------".____,S (9 2240 2)
ZOTOG
ProcedureNAgrrnak at
on..V298 6egrrd �DA1VE
115'
4500
(2.7)
2900
(4.1)
Moe 210 INS
35009) 5 NM4 ••?
1nGI0./��
(IAF) .......... ....;J�LLT(E 116.91
SIMCO
(RNP 0.30) Procedure NA for amivols ai
51MCO on V448 southwest -bound.
YIGUN
Max 210 KIAS
REV 1099 I O I THRE 1049
TWR t
1159111
r -
A
1114±
274° b
RW27
MIRL Rwy 4-22
HIRL Rwy 9-27 0
REIL Rwys 4, 9, and 22
(w)
ZIVOM
010AS
11
ii
leis/ ,. R r�'%%
411
t
\Pruoedure NA for arrivals of?
2272 _ PAPPScn,dr20�4,eosteound.
(19 1
) 9 PAPPS
JURET (RNP0.301
4' w
SAR$2725
Procedure NA for arrivals
at SUNED on V298 (IAF)
eastbound, and V497 SUNED
northeast bound. IRNP 0.301
6100
t2740
JOPDI
ZEMUN
MUDLE
A
See plamiew for
multiple IF Locations.
RW27 27 4r1
OMSS
2900
GP 3.00°
TCH 57
dd ISA
CMEGORY
A I
I C I
RNP 0.10 DA*
1329/24 290(300-1h)
YAIOMA, WASHINGTON
Orifi -A 17NOV11
RNP 0.30 DA
1449/45 400 (4004)
AUTHORIZATION REQUIRED
YAKIMA AIR TERMINAL/MCAWSTER FIELD (YKM)
46°34'N -120.33'W RNAV (RNP) Z RWY 27
NW -1, 17 NOV 2011 to 15 DEC 2011
Yakima Air Terminal/McAllister Field Master Plan
Page 1 D-7
z
0
ZO30SI, o1ll
YAKIMA, WASHINGTON
APP CRS
274°
Rwy Idg 7604
THRE 1049
Apt Elev 1099
AL -465 (FAA)
11237
RNAV (GPS) W RWY 27
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM)
V ' Missed approoch requires minimum climb of 290 feet per NM to
4100. When VLSI inop, circling Rwy 4 NA at night. DME/DME
RNP -0.3 NA. Circling NA sash of Rwy 9/27.
ATIS
125.25
CHINOOK APP CON*
123.8 283.15
SELAH
YAKIMA TOWER*
133.25 (CrAF) Q 257.8
i2
A186E1
Procedure NA for arrivals al
SEIAH on V468 northbound
and V298 northwest bound.
A1131± AGM'
Bja Ag5
3.4 NM to
RW27 RW27 (PAF)
196 • OAKSS 2272
t
510
MALSR
a
MISSED APPROACH: Climb to 2000 then
climbing right turn to 6500 direct GEBTE
and hold, continue climb -in -hold to 6500.
GNDCON
121.9
CWC DEL
121.9
UPICOM
122.95
(
R -6714A k • —I/7°04k
/It — /
/ 4opo„ , . ��"b"ly y
' •rr, ire R-67148 i
MISSED APCH FIX
qh GEBTE
7 N 44
„oma
ELEV 1099 13I THRE 1049
92.17
A
18v
2001
Ste
2900 2JDAX
0:41y mSEF mac..
fa, �: Ute..
9
Procedure NA for
5 NM arrivals at MARRK
an V204 eastbound.
'`vim
Sr,66,
Procedure NA for orrivols at SUNED `Ji -
on V4-298 southeast bound. �r,.
(tAF)
SUNED
2000
T
r
GEBTE
MIRL Rwy 4-22
FURL Rwy 9-27 0
REIL Rwy 4, 9, and 22
YAKIMA, WASHINGTON
Arndt l 25AUG11
*NAV MDA
LNAV MDA
A
AGITY
4 NM to
RW27
OAKSS
ZUDAX
VA*
63.00° �i3%{i0
ICH 57
x2900
2180
2.2 NM 7.4 WA
OPISE
5 NM
Holding Pattern
094°
3.214M
5 C
1400/24 351(4004 )
1980/40 931 (90044
1980-11/4 881 (900-114)
274°
4700
1400/30 351 (400-A)
1980-2 931 4900-2)
1980-23/4 1980-3
881 (900-24) 881 (900-3)
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM
46'341N -120°33'W RNAV (GPS) W RWY 27
NW -1, 17 NOV 2011 to 15 DEC 2011
Yakima Air Terminal/McAllister Field Master Plass
D-8
NW -1, 17 NOV 2011 to 15 DEC 2011
YAKIMA, WASHINGTON
WAAS APP CRS
CH 90512 274°
W27A
Rwy Idg 7804
THRE 1049
Apt Elev 1099
AL -465 (FAA)
11237
RNAV (GPS) X RWY 27
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM)
0 'Missed approach requires minimum climb of 300 feet per NM
lo 3700. For inoperative MALSR, increase LPV DA all Cots
visibilityio 1% mile. DME/DME RNP•0.3 NA
ARS
125.25
CHINOOK APP CON*
123.8 263.15
4
cb.6
/.�t868� 302
YAKIMA TOWER*
133.25 (CTAP) O 257.8
MALSR
6
MISSED APPROACH: Climb to 2100 then
climbing right tum l0 6500 direct GEBTE and
hold, confine climb -in -hold to 6500.
GND CON
121.9
CNC DEL
121.9
Procedure NA for orrivob at )�
SELAH on V468 northbound
and V298 northwest bound.
, RW27
2156
A A 1969 11853
A
2247
MISSED APCH FIX
ah o QGEBTE
7 NM;;.,o�h
R -6714A'\
// 4052
UNICOM
122.95
(PAF)
2272
RACOB
yPRW 27 2s
v
ELEV 1099 p 1 THRE 1049
�nf..
Procedure NA for
arT'rv01s at MARRK
38p� (IF/IAF} �} n V204 eastbound.
QeOPISE
r7 4700 NopT
°940.........)
-04..1259....../(\
5 NM
Procedure NA for arrivals at SUNED an
V4 -29B southeast bound, V497 northeast
bound, and V497 southbound.
{IAF)
MARRK
I
MIRL Rwy4-22
HIRL Rwy 9-27 0
REIL Rvys 4, 9, and 22
2100 16500
GEBTE
RACOB
38I 27 b0
tk, RW27
3800
CPI
SE 5 NM
Holding Pattern
O 2
" { 74°4700
GS 3.00°
TCH 57
Le NM
7.71iM
CATEGORY
*LPV DA
LPV DA
YAKIMA, WASHINGTON
Arndt 1 25AUG1 I
A
1 c o
1249/24 200 (200-1)
1549/60 5001500-1,M
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM
46"34'N 120"33'W RNAV (GPS) X RWY 27
NVV-1, 17 NOV 2011 to 15 DEC 2
Yakima Air Terminal/McAllister Field Master Plan
Page 1 D-9
YAIOMA, WASHINGTON
LOC I-YKM
110.1
APP CRS
0949
Rwy Idg WA
TDZE N/A
Apt Elev 1099
AL -465 (FAA) 09351
LOC/DME BC -B
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM)
• Simultaneous reception of I-YKM and YKM DME required.
O Circ ing NA south of Rwy 9-27.
When local altimeter setting not received, procedure NA.
ATIS
125.25
CHINOOK APP CON*
123.8 283.15
YAKIMA TOWER*
133.25 (CTAF) 0 257.8
1
MISSED APPROACH: Climb to 4600 via
YKM VORTAC R-252 to YKM VORTAC
and hold, aantinae climb -in -hold to 4600.
GND CON
121.9
CNC DEL
121.9
UNICOM
122.95
flAFI
13.ekr27,
177-yJ
0)1�1
A2600
t'�
.�� -
2
01
m
t:1
0
ED
4700
094'(3.6/
900
` l�g 4
1A 2Si DN
0 YKM 113.4)ADXAC
_� R-7AIt YKM
19±
419±
L r
- 7'12,2-2:2 7
1692
9'AKIMA
HABA n .0YKM=
YKM 5.3 116�n 1�
A 12 A+
110.6)
GULSY
YKM 6.3
R-25
t
-1'- -� LCClWZER 110.1
YKM-
a (W1
BL
B- KOURSE a i
A
22247±
ELEV 1099 113
4600
R-252
BAB tE VGSI and descent
YKM 17 WUDNO angles not coincident.
3800 YKM I� YKM {10.6) GULSY
YKM 16.3)
HABVA
Procedure um i 4700 0940 x 5.91° KM 15.3) Disregard
NA 1 39001 TCH • glide slope
I I I 216` indications.
YKM
116.0
36 26 tat
CATEGORY
A 1 B
1 WA-
0.6�
C
0
CIRCLING
1760-1 661 {700-1)
1760-13/4
661 (700-14)
1800-2%
701 {800-2Ya)
115/9 1119±
1113 `O L CrRc A
aW X tso c'
1114±
MIRL Rwy 4-22
HIRL Rwy 9-270
REIL Rwys 4, 9, and 22
YAKIMA, WASHINGTON
Amdt3 17DEC09
YAXLMA AIR TERMINAL/MCALLISTER FIELD (YKM)
LOC/DME BC -B
46°34'N -12093'W
NW -1, 17 NOV 2011 to 15 DEC 2011
Yakima Air Terminal/McAllister Field Master Plass
D-10
Z 030 SI a1 L LDZ AON L
YAKIMA, WASHINGTON
VORTAC YKM
116.0
Chan 107
APP CRS
244o
Rwy Idg 7604
TOZE 1068
Apt Elev 1099
Q Inoperative table does not apply.
O Circling NA south of Rwy 9-27.
When local akimeler seMina rot
received, procedure NA
CHINOOK APP CON*
123.8 263.15
AT1S
125.25
"617J2.
MAISR
AL -465 (FAA)
09351
VOR/DME or TACAN RWY 27
YAKIMA AIR TERMINAIJMCAWSTER FIELD (YHIMI)
MISSED APPROACH: Climb to 2600 via YKM VORTAC R-244, then climbing
right tum to 4600 via YKM VORTAC R-276 to YKM VORTAC and hold, continue
climb -in -hold to 4600 (TACAN aircraft, continue climb to 5000 via YKM VORTAC
R-108 to SUNED/YKM 26 DME and hold west, right turns, 108° inbound).
YAKIMA TOWER*
133.25 (CTAF) a 257.8
GNDCON
121.9
CWC DEL
121.9
UNICOM
122.95
TACAN MISSED APOi FIX
cr
y SUNED
YKM 26
IAF
YAKIMA
116-0 YKM 1692
Chan 107 /�
„,�+-f244
R -24d=••
1279 4, !.
A °1,,.,:
49±
A
2247
OKMM 234,
4L1
(IAF)
WIKIK
YKM EN,
180001
EMAME
ME) —R -W
7qc, 4272
ELEV 1099
D
244° 3.6 NM
fomFAF
An - 111 9 1119
1113'4fw A.4,"cr
1114±
MIRL Rory 4-22
HIRL Rwy 9-27 0
REIL Rwys 4, 9, and 22
TWEE
k', 1069
YKM l3 Nc
(IF)
FAYCE
YKM 13
Ol�og�
bFAYCE o (�
229'(4and PPS
270 (9.4)2)
(DMY1(Qx�
5100 NoPT
to FAYCE - _
324° (8.4) and YYD)
274' (6.8)
(IAF)
SUNED
YKMi26
2600
YKM
R-244
4600
R-276
YION
11
VORTAC
Remain
0000 .3/43/4%.,09.4. within 10NM
FIAAME
YKMR4) e-
4400
ya
2400NIA
300
13KAA
.6 TUI 57
CATEGORY A
5-27
2100/60
1032 (1100-11/4)
CIRCLING
2100-11h
1032 (1100-115)
2100-11/ 2100-11h
1001 11100-11/4) 1001 (1100-11/4)
YAKIMA, WASHINGTON
Amdt8 17DECO9
2100-3 1032(1100-3)
2100-3 1001 (1100-3)
46'34•N -120°33'W YAKIMA AIR TERMINAL/MCAWSTER FIEID (YHIYI
VOR/DME or TACAN RWY 27
NW -1, 17 NOV 2011 to 16 DEC 2011
Yakima Air Terminal/McAllister Field Master Plan
D-11
NW -1, 17 NOV 2011 to 15 DEC 2011
YAKIMA, WASHINGTON
AL -465 (FAA)
09351
VORTAC YKM
111Q
Chan 107
APP CRS
�1p
RwY Idg WA
TDZE WA
Apt Elev 1099
VOR -A
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YIXM)
0 DME r.quirad.
0 Cirding not uIhorized South of Rory 9-27.
Wh.n tical aNimelec reHing not received, Procedure NA.
MISSED APPROACH: Climb to 2600 vio YKM VORTAC R-251
then climbing right tum to 4600 vla YKM VORTAC R-277 to
YKM VORTAC and hold, continue climb -in -hold to 4600_
ANSCHINOOK
125.25
AFP CON*
23.8 263.15
YAKIMATOWER*
133 25 (SAF) 0 257.8
GNDCON
121.9
CWC DFL
121.9
UNICOM
12295
r-
Ll ,''lam ? 2600%x%' 1\
U --- ., - ti N / R-6714 A ,
� QSEIAFI j
9D
o i�
4;06 ��
• 02 //i
1692 � IAf
v
' to
�.
r_!�
-�J .-.��.,!
A YAMMA _
•, 116,0 YKM = -
k.
�Atilq\ Chan 107
���
/
i HH B
_
YiQ E) i 71/� 41
R-251—,•••.••,ue..,251. EMAME�
1279.' .e, nom D R
2323+_
0 251• A
t`_`_
`�/{
� 1A,I49t�1".0N.4 ,��f
'25---
J�-`2247± IF:;:,°
o
l% \/-4_,
ELEV 1099 1
25 A,
251°3.6NM
from FAF. \
A'e '` 11 9 1119# \
/C'
r~ �°
\
PYKM
,
‘1.5
I�_
®Q®
IiT
i
1113 > o)&y, �' ccj
o A
2600
4600
�¢C
YKM
L_
..
/.� .`
j,.
R-251
//
R-277 YKM
116.0
within 10 NM
10000
�9qa
1114±
JAMDA
FJ+IAME
`ic.M 4) 4500
MIRLR*ryy
lit YKM3.627�:°�
11118. FN."
REILRwys4,9,and22
aeP 4
- 4piµ
PAP lo MAP 3.6 NM
CATEGORY
A
B
C
D
!Caen
60
90
1 1201150
180
1840-1
741 {300-1)
18401'/4
741 (800-114)
1840-2%
741 {800-2.4)
1840-2/
741 (800-21/2)
MinSee
3:36
224
1 1:48 1 1:26
1:12
aRCUNG
YAKIMA, WASHINGTON
Amyl? 17DE D9
YAKIMA AIR TERMINAL/MCAWSfER FIELD (YKM)
46'34'N -120°33'W
VOR -A
NW -1, 17 NOV2011 to 16 DEC 2011
Yakima Air Terminal/McAllister Field Master Plan
D-12 I Page
NW -1, 17 NOV 2011 to 15 DEC 2011
YAKIMA, WASHINGTON
AL -465 (FAA)
11181
LOM YK
871
APP CRS
274°
.1t.:14dg 74
Apt Flay 106099
COPIER NDB RWY 27
YAKIMA AIR TERMINAL/MCALLISTER FIELD (YKM)
V
EINA For inoperative MAISR, increase H-27 visibility to RYR 5500.
MAP
_
6T
MISSED APPROACH:
d. right
direct DONNY LOM and hold.
APS
125.25
CHINOOK AFP CON*
123.8 283.15
YAKIMATOWER*
133.25 (CFAF) 0 257.8
GNDCON
121.9
CLNCDE
121.9
UNICOM
122.95
^�� v2'
rxV
R-671
1868th cam
1"__1
/
�
41Irk,..
41111.4..../
3302
LOM/IAFONNY
DON
371 YK C:=—
/—,
\
R 6714A
X70'
Mit
,' 188 a,
ro.-.Ur"Jv.
X3000' _
4184 --._
3440.
ti•
t.. 7 //��%�l//��r
1969 7 o
453 i ----ft,
e 10272
21 A B5�1{^%Q
,�, 0 251 'k)°
a
y
sp,•YK 25 A/
ELEV 1099 I O I THRE 1049
.3-1-----------..„------' ZooA
^b .- 1119 1119±
1113 . o4*4
4000
YK
""
IDM
Remoin
**ft...., within 5 NM
094°�
°o4x o6.1451. 4j
a * ••.
n 0,-0y �.
VGSI and deacme angles not coincident
(VGSI Angle 3.00/T0159).
4000
1114 t x
274° 7 NM
274°
it ..3.22°
274°
FM
TCH 57 'X++0'�°ter
3500
MIRL Rwy 4-22
HIRL Rwy 9-27 0
REIL Rwys 4, 9, 22
7NY.
and
CATEGORY
COPIER
FAF to MAP 7 NM
H-27
Knots
45
60
I 75
I 90
105
2560/30 1511 (1500•56)
µ1n:
9:20
7:00
5:36
4:40
4:00
YAKIMA, WASHINGTON
Arndt 2 30JUN11
YAKIMA AIR 1ERMINAIJMCAWSIER FIELD (MA)
46°3`'".120` " COPTER NDB RWY 27
NW -1, 17 NOV2011 to 15 DEC 2011
Yakima Air Terminal/McAllister Field Master Plass
Page D-13
E
CITY AND COUNTY ORDINANCES
E.1 YAKIMA COUNTY ZONING ORDINANCE
15.08.070 Airport Special Definitions contributing to ASO
2) Airspace Hazard: Structures, trees, or use of land compromising public safety or obstructs
the airspace required for the safe operation of aircraft in or around an airport, as determined
by the Reviewing Official under this title.
4) Airspace Obstructions: Structures, trees, land mass, smoke or steam penetrating the
approach, transitional, horizontal or conical surface of an airport.
5) Civil Airport Imaginary Surfaces: Primary, approach, transitional, horizontal and conical
surfaces designated by FAR Part 77.
15.45.045 Height of Buildings and Structures
2(a) Height Limitations: Zones MR, VR, RT, R-1 and R-2 — 35ft.
2(6) Height Limitations: Zones R-3, RS, B-1, B-2, C and HC — 45ft.
20 Height Limitations: Buildings or structures within 500 ft. of the end or 100 ft. ofthe side
must be less than 35 ft. tall. (public or private airports)
15 55.20Application of Airport Safety Overlay Provisions
2(a) Airport safety area addresses land use compatibility with airport operations and
structure height. It is bounded by the limits of the Runway Protection Zone and FAA
approach and transitional surfaces within the conical surface.
2(b) Structure height where a structure may constitute a potentially incompatible land use as
defined in 15.08.070. It is bounded by the exterior of the conical surface area and the
approach and transitional approach surfaces extending beyond the conical surface.
15.55.060 Height Limitations and Additional Requirements
1(a) The ground level above sea level plus the height of any building, structure, tower, use or
tree at its proposed location shall not penetrate FAR Part 77 designated imaginary surfaces
of an airport.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 E-1
Appendix E ♦ Zoning Ordinances
1(b) Structures 35 ft. or more may penetrate the imaginary surface if a Reviewing Official in
conjunction with WSDOT or the Airport Manager can determine that it is not an airspace
hazard.
1(d) FAA distinguished hazards to air navigation cannot be approved by the Reviewing
Official.
2) The more stringent of height limitations between another local ordinance or regulation
shall be used.
15.55.70 Special provisions for new airports, heliports and landing fields.
Air traffic shall not exceed 55 Decibels as measured at the property line or be located in
close proximity to incompatible land uses. Proponents shall show that adequate controls or
measures will be taken to reduce noise, vibrations, dust, and bright lights as required by
federal, state and county regulation.
E.2 CITY OF YAKIMA ZONING ORDINANCE
15.50.030 Application of airport safety overlay provisions
B(1) Airport safety area addresses land use compatibility with airport operations and
structure height. It is bounded by the limits of the Runway Protection Zone and FAA
approach and transitional surfaces within the conical surface.
B(2) Structure height where a structure may constitute a potentially incompatible land use as
defined in 15.08.070. It is bounded by the exterior of the conical surface area and the
approach and transitional approach surfaces extending beyond the conical surface.
15.50.070 Height Limitations and Additional Requirements
A(1) The ground level above sea level plus the height of any building, structure, tower, use
or tree at its proposed location shall not penetrate FAR Part 77 designated imaginary
surfaces of an airport.
(2) Structures 35ft. or more may penetrate the imaginary surface if a Reviewing Official in
conjunction with WSDOT or the Airport Manager can determine that it is not a likely
airspace hazard.
A(4) FAA distinguished hazards to air navigation cannot be approved by the Reviewing
Official.
Yakima Air Terminal/McAllister Field Master Plan
E-2 1 Page
Zoning Ordinances ♦ Appendix E
B) The more stringent of height limitations between another local ordinance or regulation
shall be used.
15.30.080 Special provisions for new airports, heliports and landings fields.
Air traffic shall not exceed 55 decibels as measured at the property line or be located in close
proximity to incompatible land uses. Proponents shall show that adequate controls or
measures will be taken to reduce noise, vibrations, dust, and bright lights as required by
federal, state and county regulation.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 E-3
F
AIRPORT LAYOUT PLAN CHECKLIST
AC 15015070-6B
(incl. Chg. 1, 5/1/07)
Yakima Air Terminal/McAllister Field Master Plan December 2013
The following list provides general guidelines in preparing the Airport Layout Plan drawing set. The individual sheets
that comprise the Airport Layout Plan drawing set will vary with each planning effort. During the project scoping
activities, planners must determine which sheets will be necessary. Checklists from FAA Regional and District Offices
and many state aviation offices may supplement the guidance provided in this Appendix. Since these checklists are
comprehensive, not all items will be applicable to a specific project.
F.1.1 Drawing
Yes
F.1.2
N/A
Remarks
1. AIRPORT LAYOUT DRAWING
Mr
1
a. Sheet size —Minimum 24" x 36"
X
b. Scale —Within a range of 1" = 200' to 1" = 600'
X
c. North Arrow
1) True and Magnetic North
X
2) Year of the magnetic declination
X
3) Orient drawing so that north is to the top or
left of the sheet
X
d. Wind Rose
■
1) Data source and the time period covered
X
2) Include individual and combined coverage
for:
a) Runways with 10.5 knots crosswind
X
b) Runways with 13 knots crosswind
X
c) Runways with 16 knots crosswind
X
d) Runways with 20 knots crosswind
X
e. Airport Reference Point (ARP) — Existing and
ultimate, with latitude and longitude to the nearest
second based on NAD 83
X
f. Ground contours at intervals of 2' to 10', lightly
drawn
X
Yakima Air Terminal/McAllister Field Master Plan
Page 1 F-1
Appendix F • Airport Layout Plan Checklist
g. Elevations (Existing and Ultimate to 1/10 of a41111
foot)
1) Runway
X
2) Displaced thresholds
X
3) Touchdown zones
X
4) Intersections
X
5) Runway high and low points
X
6) Roadways where they intersect the RPZ edges
and extended runway centerlines
X
Drawing
Yes
No
N/A
Remarks
7) Structures on Airport --If a terminal area plan
is not included, show structure top elevations on
this sheet.
X
h. Building limit lines — Show on both sides of the
runways and extend to the airport property line or
RPZ.
X
i. Runway Details (Existing and Ultimate)
1) Dimensions — length and width within the
outline of the runway
2) Orientation — Runway end numbers and true
bearing to the nearest 0.01 degree
3) Markings
X
4) Lighting — Threshold lights only
X
5) Runway Safety Areas --Dimensions may be
included in the Runway Data Table
X
6) End Coordinates — Note near end (existing
and ultimate) of each runway end, to nearest 0.01
second
X
7) Displaced threshold coordinates, to the nearest
0.01 second
X
8) Declared Distances — For each runway
direction if applicable. Identify any
clearway/stopway portions in the declared
distances
X
j. Taxiway details (Existing and Ultimate)
1) Taxiway widths and separations from the
runway centerlines, parallel taxiway, aircraft
parking, and objects
X
k. RPZ Details (Existing and Ultimate)
1) Dimensions
X
2) Type of property acquisition (fee or easement)
X
Yakima Air Terminal/McAllister Field Master Plan
F-2 1 Page
Airport Layout Plan Checklist • Appendix F
1.
Approach slope ratio (20:1; 34:1; 50:1)
X
m.
Airport Data Table (Existing and Ultimate)
1) Airport elevation (MSL)
X
2) Airport Reference Point data
X
3) Mean maximum temperature
X
4) Airport Reference Code for each runway
X
5) Design Aircraft for each runway or airfield
component
X
n.
Runway Data Table (Existing and Ultimate)
1) Percent effective gradient
X
F.1.3 Drawing
Yes
No
N/A
Remarks
2) Percent wind coverage
X
3) Maximum elevation above MSL
X
4) Runway length and width
X
5) Runway surface type
X
6) Runway strength
X
7) FAR Part 77 approach category
X
8) Approach type
X
9) Approach slope
X
10) Runway lighting (HIRL, MIRL, LIRL)
X
11) Runway marking
X
12) Navigational and visual aids
X
13) RSA dimensions
X
o.
Title and Revision Blocks
P
1) Name and location of the airport
X
2) Name of preparer
X
3) Date of drawing
X
4) Drawing title
X
5) Revision block
X
6) FAA disclaimer
X
7) Approval block
X
p.
Other
1 r
1) Standard legend
X
2) Existing and Ultimate airport facility and
building list
X
Yakima Air Terminal/McAllister Field Master Plan
Page 1 F-3
Appendix F • Airport Layout Plan Checklist
3) Location map
X
4) Vicinity map
X
2. AIRPORT AIRSPACE DRAWING
a. Plan view of all FAR Part 77 surfaces, based on
ultimate runway lengths
b. Small scale profile views of existing and ultimate
approaches
c. Obstruction data tables, as appropriate
X
d. Sheet size — same as the airport layout drawing
X
e. Scale — 1" = 2,000' for the plan view; 1" = 1,000'
for approach profiles; and 1" = 100' (vertical) for
approach profiles
X
f. Title and revision blocks - same as the airport
layout drawing
X
F.1.4 Drawing
Yes
No
N/A
Remarks
g. Approach Plan View Details
1) USGS for base map
X
2) Show runway end numbers
X
3) Include 50' elevation contours on all slopes
X
4) Show the most demanding surfaces with solid
lines and others with dashed lines
X
5) Identify top elevations of objects that
penetrate any of the surfaces. For objects in the
inner approach, add note "See inner portion of the
approach plan view for close -in obstructions."
X
6) For precision instrument runways, show
balance of 40,000' approach on a separate sheet.
X
h. Approach Profile Details
1) Depict 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.
X
2) Identify all significant objects (roads, rivers,
and so forth) and top elevations within the
approach surfaces, regardless of whether or not
they are obstructions
X
3) Show existing and ultimate runway ends and
FAR Part 77 approach slopes.
X
Yakima Air Terminal/McAllister Field Master Plan
F-41 Page
Airport Layout Plan Checklist • Appendix F
3. INNER PORTION OF THE
APPROACH SURFACE DRAWING
a. Large scale plan views of inner portions of
approaches for each runway, usually limited to the
RPZ areas
X
b. Large scale projected profile views of inner
portions of approaches for each runway, usually
limited to the RPZ areas
X
c. Interim stage RPZs when plans for interim
runways extensions are firm and construction is
expected in the near future
X
d. Sheet size — Same as Airport Layout drawing
X
e. Scale — Horizontal 1" = 200'; vertical 1" = 20'
X
f Title and revision blocks — Same as for Airport
Layout drawing
g. Plan View Details
1
1) Aerial photos for base maps
X
2) Numbering system to identify obstructions
X
F.1.5 Drawing
Yes
No
N/A
Remarks
3) Depict property line
X
4) Identify, by numbers, all traverse ways with
elevations and computed vertical clearance in the
approach
X
5) Depict the existing and ultimate physical end
of the runways. Note runway end number and
elevation
X
6) Show ground contours, lightly drawn
X
h. Profile View Details
id
1) Depict terrain and significant items (fences,
roadways, and so forth)
X
2) Identify obstructions with numbers on the
plan view
X
3) Show roads and railroads with dashed lines at
edge of the approach
X
i. Obstruction Table Details
1) Depict terrain and significant items (fences,
roadways, and so forth)
X
2) Identify obstructions with numbers on the
plan view
3) Show roads and railroads with dashed lines at
edge of the approach
Yakima Air Terminal/McAllister Field Master Plan
Page 1 F-5
Appendix F • Airport Layout Plan Checklist
4) Prepare a separate table for each RPZ
X
5) Include obstruction identification number and
description, the amount of the approach surface
penetration, and the proposed disposition of the
obstructions
X
4. TERMINAL AREA DRAWING
The need for this drawing will be decided on a case-by-case
basis. For small airports, where the Airport Layout drawing is
prepared to a fairly large scale, a separate drawing for the
terminal area may not be needed.
'
a. Large scale plan view of the area or areas where
aprons, buildings, hangars, and parking lots are located
X
b. Sheet size — Same as Airport Layout drawing
X
c. Scale — Range of 1" = 50' to 1" = 100'
X
d. Title and revision blocks — Same as for Airport
Layout drawing
X
e. Building Data Table — To list structures and show
pertinent information about them. Include space and
columns for:
1) A numbering system to identify structures
X
F.1.6 Drawing
Yes
No
N/A
Remarks
2) Top elevation of structures
X
3) Existing and planned obstruction markings
X
5. LAND USE DRAWING
a. Include all land uses (industrial, residential, and
so forth), on and off the airport, to at least the 65 DNL
contour
X
b. Sheet size — Same as Airport Layout drawing
X
c. Scale — Same as the Airport Layout drawing
X
d. Title and revision blocks — Same as for Airport
Layout drawing
e. Aerial base map
X
f. Legend (symbols and land use descriptions)
X
g. Identify public facilities (such as schools, parks,
and other)
X
h. Drawing details — Normally limited to existing
and future airport features (i.e., runways, taxiways,
aprons, RPZs, terminal buildings and navigational
aids)
X
Yakima Air Terminal/McAllister Field Master Plan
F-61 Page
Airport Layout Plan Checklist • Appendix F
6. RUNWAY DEPARTURE SURFACES DRAWING
a. Large scale plan views of departure surfaces for
each runway end that is designated primarily for
instrument departures. The one -engine inoperative
(OEI) obstacle identification surface (OIS) should be
shown for any departure runway end supporting air
carrier operations.
X
Not included in scope of work
b. Large scale projected profile views of departure
surfaces for each runway that is designated primarily
for instrument departures.
X
Not included in scope of work
c. Sheet size — Same as Airport Layout drawing
X
Not included in scope of work
d. Scale — Horizontal 1" = 1000'; vertical 1" = 100'
(runway departure surfaces); and Scale — Horizontal
1" = 2000'; vertical 1" = 100' (OEI obstacle
identification surfaces)
X
Not included in scope of work
e. Title and revision blocks — Same as for AirportX
Layout drawing
Not included in scope of work
f Plan View Details
_
1) Aerial photos for base maps
X
Not included in scope of work
2) Numbering system to identify obstructions
X
Not included in scope of work
3) Depict property line, including easements
X
Not included in scope of work
4) Identify, by numbers, all traverse ways with
elevations and computed vertical clearance in the
departure surface
X
Not included in scope of work
F.1.7 Drawing
Yes
No
N/A
Remarks
5) Depict the existing and ultimate physical end
of the runways. Note runway end number and
elevation
X
Not included in scope of work
6) Show ground contours, lightly drawn
X
Not included in scope of work
g. Profile View Details
■
1) Depict terrain and significant objects,
including fences, roadways, rivers, structures, and
buildings.
X
Not included in scope of work
2) Identify obstructions with numbers on the planX
view
Not included in scope of work
3) Show roads and railroads with dashed lines at
edge of the departure surface
X
Not included in scope of work
h. Obstruction Table Details
■
1) Depict terrain and significant objects,
including fences, roadways, rivers, structures and
buildings
X
Not included in scope of work
Yakima Air Terminal/McAllister Field Master Plan
Page 1 F-7
Appendix F • Airport Layout Plan Checklist
2) Identify obstructions with numbers on the plan
view
X
Not included in scope of work
3) Show roads and railroads with dashed lines at
edge of the approach
X
Not included in scope of work
4) Prepare a separate table for each departure
surface
X
Not included in scope of work
5) Include obstruction identification number and
description, the amount of the departure surface
penetration, and the proposed disposition of the
obstructions
X
Not included in scope of work
7. AIRPORT PROPERTY MAP
a. Sheet size — Same as Airport Layout drawing
X
b. Scale — Same as the Airport Layout drawing
X
c. Title and revision blocks — Same as for Airport
Layout drawing
d. Legend
X
e. Data Table
1) A numbering or lettering system to identify
tracts of land
X
2) The date the property was acquired
X
3) The Federal aid project number under which it
was acquired
X
4) Type of ownership (fee, easement, federal
surplus, and others)
X
f Show existing and future airport features (i.e.,
runways, RPZs, navigational aids and so forth) that
would indicate a future aeronautical need for airport
property.
X
Yakima Air Terminal/McAllister Field Master Plan
F-8 1 Page
SEPA Checklist ♦ Appendix G
G
SEPA ENVIRONMENTAL CHECKLIST
WAC 197-11-960 Environmental checklist.
ENVIRONMENTAL CHECKLIST
Purpose of checklist:
The State Environmental Policy Act (SEPA), chapter 43.21C RCW, requires all governmental agencies to consider the
environmental impacts of a proposal before making decisions. An environmental impact statement (EIS) must be prepared for
all proposals with probable significant adverse impacts on the quality of the environment. The purpose of this checklist is to
provide information to help you and the agency identify impacts from your proposal (and to reduce or avoid impacts from the
proposal, if it can be done) and to help the agency decide whether an EIS is required.
Instructions for applicants:
This environmental checklist asks you to describe some basic information about your proposal. Governmental agencies
use this checklist to determine whether the environmental impacts of your proposal are significant, requiring preparation of an
EIS. Answer the questions briefly, with the most precise information known, or give the best description you can.
You must answer each question accurately and carefully, to the best of your knowledge. In most cases, you should be
able to answer the questions from your own observations or project plans without the need to hire experts. If you really do not
know the answer, or if a question does not apply to your proposal, write "do not know" or "does not apply." Complete answers
to the questions now may avoid unnecessary delays later.
Some questions ask about governmental regulations, such as zoning, shoreline, and landmark designations. Answer
these questions if you can. If you have problems, the governmental agencies can assist you.
The checklist questions apply to all parts of your proposal, even if you plan to do them over a period of time or on
different parcels of land. Attach any additional information that will help describe your proposal or its environmental effects.
The agency to which you submit this checklist may ask you to explain your answers or provide additional information
reasonably related to determining if there may be significant adverse impact.
Use of checklist for nonproject proposals:
Complete this checklist for nonproject proposals, even though questions may be answered "does not apply." IN
ADDITION, complete the SUPPLEMENTAL SHEET FORNONPROJECT ACTIONS (part D).
For nonproject actions, the references in the checklist to the words "project," "applicant," and "property or site" should
be read as "proposal," "proposer," and "affected geographic area," respectively.
A. BACKGROUND
1) Name of proposed project, if applicable:
Yakima Air Terminal/McAllister Field
Master Plan
2) Name of applicant:
City of Yakima
3) Address and phone number of applicant and contact person:
Robert Peterson, MPA
Airport Manager
Yakima Air Terminal/McAllister Field Master Plan
Page 1 G-1
Appendix G ♦ SEPA Checklist
Yakima Air Terminal
2406 W. Washington Avenue, Suite B
Yakima, WA 98903
(509) 575-6149 (Office)
4) Date checklist prepared:
09/16/2014
5) Agency requesting checklist:
City of Yakima; Federal Aviation Administration (FAA)
6) Proposed timing or schedule (including phasing, if applicable):
The Master Plan's recommended improvements are planned for three implementation phases.
Phase 1 covers the short-term projects (2013-2016);
Phase 2 covers the intermediate term (2017-2021);
Phase 3 covers the long term plan (2022-2031).
7) Do you have any plans for future additions, expansion, or further activity related to or connected with this proposal? If
yes, explain.
Capital Improvement Projects recommended in the ALP Update will be built during the phases noted in the
preceding answer. Some Capital Improvement Projects will include asphalt work to rehabilitate Taxiways,
Aprons, and Ramps; rehabilitate Federal Aviation Administration required airfield lighting and signage; and
acquisition of required equipment to perform maintenance at airport.
8) List any environmental information you know about that has been prepared, or will be prepared, directly related to this
proposal.
Not applicable at the present time. However, future projects may require additional consideration or
environmental review depending on the scope of work.
9) Do you know whether applications are pending for governmental approvals of other proposals directly affecting the
property covered by your proposal? If yes, explain.
None.
10) List any government approvals or permits that will be needed for your proposal, if known.
The Airport Layout Plan Update will need to be approved by the City of Yakima and Federal Aviation
Administration.
11) Give brief, complete description of your proposal, including the proposed uses and the size of the project and site.
There are several questions later in this checklist that ask you to describe certain aspects of your proposal. You do not
need to repeat those answers on this page. (Lead agencies may modify this form to include additional specific
information on project description.)
The Airport Layout Plan Update (a non -project action) for the Yakima Air Terminal/McAllister Field is
intended to evaluate and determine a short, intermediate and long-term maintenance and development program
for the airport. A detailed maintenance program for airside and landside facilities has been formulated, and a
20 -year capital improvement program has been prepared. The Capital Improvement Project consists of actions
that support continued safe and efficient operation of the airport.
Yakima Air Terminal/McAllister Field Master Plan
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SEPA Checklist ♦ Appendix G
12) Location of the proposal. Give sufficient information for a person to understand the precise location of your proposed
project, including a street address, if any, and section, township, and range, if known. If a proposal would occur over a
range of area, provide the range or boundaries of the site(s). Provide a legal description, site plan, vicinity map, and
topographic map, if reasonably available. While you should submit any plans required by the agency, you are not
required to duplicate maps or detailed plans submitted with any permit applications related to this checklist.
Yakima Air Terminal/McAllister Field (YKM) is located in Yakima County within the City of Yakima and
covers an area of 825 acres. The main entrance is at the intersection of South 24th Avenue and West
Washington Avenue approximately three miles southwest from the Interstate 82/State Route 12 Interchange.
There are two active runways at the airport. Runway 9/27 is paved with asphalt and is 150 feet wide by 7,604
feet in length. There is a non -precision approach to Runway 9 and a precision approach to Runway 27.
Runway 4/22 is also paved with asphalt and is 150 feet wide by 3,835 feet in length. There are visual approaches
to both Runway ends.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 G-3
Appendix G • SEPA Checklist
9)
O
West Valley D
W. Nob Hill Blvd.
Yakima Air Terminal
McAllister Field
N
O
0
W. Washington Ave.
W. Ahtanum Rd.
Union Gap w
Exhibit 1— Airport Location
Yakima Air Terminal/McAllister Field Master Plan
G-4 1 Page
SEPA Checklist ♦ Appendix G
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
B. ENVIRONMENTAL ELEMENTS
1) Earth
a. General description of the site (circle one): FLAT, rolling, hilly, steep slopes, mountainous, other
b. What is the steepest slope on the site (approximate percent slope)?
Approximately 3 %
c. What general types of soils are found on the site (for example, clay, sand, gravel, peat, muck)? If you
know the classification of agricultural soils, specify them and note any prime farmland.
The soils on the airport are primarily Alluvium — stream deposits of silt, sand and gravel. None of the
soils are classified as prime agricultural.
d. Are there surface indications or history of unstable soils in the immediate vicinity? If so, describe.
No.
e. Describe the purpose, type, and approximate quantities of any filling or grading proposed. Indicate source
of fill.
Not applicable at the present time. However, specific future projects may require additional filling or grading
depending on the scope of work to ensure the airfield meets Federal Aviation Administration standards.
f. Could erosion occur as a result of clearing, construction, or use? If so, generally describe.
Not applicable at the present time. However, specific future projects may require additional consideration to
ensure erosion doesn't occur if any clearing or construction is required to meet Federal Aviation Administration
standards.
g. About what percent of the site will be covered with impervious surfaces after project construction (for
example, asphalt or buildings)?
Not applicable at the present time. However, specific future projects may require additional pavement or
asphalt be installed to meet Federal Aviation Administration standards.
h. Proposed measures to reduce or control erosion, or other impacts to the earth, if any:
Not applicable at the present time. However, future proposed projects may require measures to be implemented
to reduce or control erosion to assist the airport in meeting Federal Aviation Administration standards.
2) Air
a. What types of emissions to the air would result from the proposal (i.e., dust, automobile, odors, industrial
wood smoke) during construction and when the project is completed? If any, generally describe and give
approximate quantities if known.
Individual projects in the Master Plan Update may result in increased air emissions due to construction
activities. These will be examined on a per project basis.
b. Are there any off-site sources of emissions or odor that may affect your proposal? If so, generally describe.
Does not apply.
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c. Proposed measures to reduce or control emissions or other impacts to air, if any:
Mitigation measures for individual projects will be implemented as needed to reduce or control emissions.
3) Water
a. Surface:
1) Is there any surface water body on or in the immediate vicinity of the site (including year-round
and seasonal streams, saltwater, lakes, ponds, wetlands)? If yes, describe type and provide names. If
appropriate, state what stream or river it flows into.
Three permanent streams are located on Yakima Air Terminal/McAllister Field (YKM)
property; these are: Bachelor Creek, Spring Creek and Wide Hollow Creek, and a permanent
irrigation ditch, Carpenter Ditch.
Bachelor Creek originates approximately 14.75 miles west of the airport. It transits within
YKM from a start point near the southwest corner of the intersections of South 36th Avenue
and Ahtanum Road. In general, Bachelor Creek runs westerly to easterly, passing through the
middle of YKM, south of Runway 4/22. The Creek crosses under the former footprint of
South 16th Avenue and the paved perimeter road and continues east to merge with Carpenter
Ditch, an irrigation ditch and associated wetlands. Bachelor Creek crosses under the existing
South 16th Avenue before meandering southeast approximately 1.5 miles under Ahtanum
Road to converge with Ahtanum Creek (a tributary of the Yakima River). The Type 2 Creek
requires a 25 -foot buffer minimum and 75 -foot buffer maximum from its delineated ordinary
high water mark (OHWM) within YKM boundaries.
Wide Hollow Creek originates approximately 15 miles west of YKM. It transits within YKM
for approximately 1,000 lineal feet near the northeast portion of YKM. From a start point
near the intersections of South 16th Avenue and West Washington Avenue, Wide Hollow
Creek meanders through a vegetated channel under an access road for Cub Crafters and
before exiting YKM under the recently improved South 16th Avenue. Wide Hollow Creek is a
tributary of the Yakima River. The Type 2 Creek requires a 25 -foot buffer minimum and 75 -
foot buffer maximum from its delineated OHWM within YKM boundaries.
Spring Creek originates approximately 2,000 feet west of West Washington Avenue in two
separate channels. These two channels merge near an agriculture field at West Washington
Avenue. The creek crosses under West Washington Avenue into YKM and meanders out of,
and back into the airport near the intersections of Spring Creek Road and South 36th Avenue.
This is a location of an existing mitigation area for the Runway 27 Safety Area Improvement
Project (Widener and Associates September 2008). The creek continues in a partially
channelized, partially vegetated, meandering ditch, under Runway 4 and further easterly
towards the former South 16th Avenue footprint, towards the weir and former hatchery
location, east of the perimeter road. Spring Creek becomes the Carpenter Irrigation Ditch at
this location, regulating flows between the ditch and Bachelor Creek. Spring Creek a Type 3
stream (and associated wetlands) flows west to east and through YKM within both the City of
Yakima and Yakima County boundaries. It requires a minimum 25 -foot and maximum 50 -
foot buffer from the delineated OIIWIVI.
Yakima Air Terminal/McAllister Field Master Plan
G-6 1 Page
SEPA Checklist ♦ Appendix G
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
Carpenter Irrigation Ditch provides irrigation water to surrounding fields. Waters from the
ditch exit airport property as Bachelor Creek, flowing under South 16th Avenue. This ditch is
considered waters of the United States within YKNI, and is jurisdictional under United States
Army Corps of Engineers (Title 33 CFR).
2) Will the project require any work over, in, or adjacent to (within 200 feet) the described waters? If yes, please
describe and attach available plans.
Projects listed in the Master Plan Update may involve some work within 200 feet of some of the described
waters. Specific plans for the projects will be completed as the projects are implemented.
3) Estimate the amount of fill and dredge material that would be placed in or removed from surface water or
wetlands and indicate the area of the site that would be affected. Indicate the source of fill material.
Does not apply.
4) Will the proposal require surface water withdrawals or diversions? Give general description, purpose, and
approximate quantities if known.
Does not apply.
5) Does the proposal he within a 100 -year floodplain? If so, note location on the site plan.
Floodplains are defined by Executive Order 11988, Floodplain Management, as those areas with a one percent
chance of flooding in any given year, or once in every 100 years. Examination of Federal Flood Insurance
Maps, have revealed the existence of 100 year floodplains north of, within, east of, and west of YKM
associated with the meanderings of Bachelor and Spring Creeks. Included in this floodplain area is the south
end of Taxiway C and a small part of the proposed extension to Runway end 27 as indicated in the previous
Airport Master Plan.
6) Does the proposal involve any discharges of waste materials to surface waters? If so, describe the type of waste
and anticipated volume of discharge.
Does not apply.
b. Ground:
1) Will ground water be withdrawn, or will water be discharged to ground water? Give general description,
purpose, and approximate quantities if known.
Does not apply.
2) Describe waste material that will be discharged into the ground from septic tanks or other sources, if any (for
example: Domestic sewage; industrial, containing the following chemicals... ; agricultural; etc.). Describe the
general size of the system, the number of such systems, the number of houses to be served (if applicable), or the
number of animals or humans the system(s) are expected to serve.
Does not apply.
Yakima Air Terminal/McAllister Field Master Plan
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c. Water runoff (including stormwater):
1) Describe the source of runoff (including storm water) and method of collection and disposal, if any (include
quantities, if known). Where will this water flow? Will this water flow into other waters? If so, describe.
Does not apply.
2) Could waste materials enter ground or surface waters? If so, generally describe.
Does not apply.
d. Proposed measures to reduce or control surface, ground, and runoff water impacts, if any:
Does not apply.
4. Plants
a. Check or circle types of vegetation found on the site:
X
X
deciduous tree: alder maple, aspen, other (Willow, Russian Olive, Chinese Elm)
evergreen tree: fir, cedar, pine, other:
shrubs
— grass
- pasture
- crop or grain
X wet soil plants: cattail, buttercup, bullrush, skunk cabbage, other; riparian
water plants: water lily, eelgrass, milfoil, other
other types of vegetation
b. What kind and amount of vegetation will be removed or altered?
Not applicable at the present time. However, future proposed projects may require some relocation or removal of
vegetation depending on the scope of work to meet Federal Aviation Administration standards.
c. List threatened or endangered species known to be on or near the site.
None listed.
d. Proposed landscaping, use of native plants, or other measures to preserve or enhance vegetation on the site, if any:
Does not apply to the Airport Layout Plan Update.
5. Animals
a. Circle any birds and animals which have been observed on or near the site or are known to be on or near the site:
birds: hawk, heron, eagle, songbirds, other (Magpies, Starlings, Crows, Red Tail Hawk, Kestrel
Hawk, Kill Deer, Blue Heron):
mammals: deer, bear, elk, beaver. other: (Pocket Gopher, Moles, Field Mice, Coyotes)
fish: bass, salmon, trout, herring, shellfish,
Yakima Air Terminal/McAllister Field Master Plan
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SEPA Checklist ♦ Appendix G
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
b. List any threatened or endangered species known to be on or near the site. None
c. Is the site part of a migration route? If so, explain.
No
d. Proposed measures to preserve or enhance wildlife, if any:
Does not apply.
6. Energy and natural resources
a. What kinds of energy (electric, natural gas, oil, wood stove, solar) will be used to meet the completed project's
energy needs? Describe whether it will be used for heating, manufacturing, etc.
Does not apply.
b. Would your project affect the potential use of solar energy by adjacent properties? If so, generally describe.
Does not apply.
c. What kinds of energy conservation features are included in the plans of this proposal? List other proposed measures
to reduce or control energy impacts, if any:
Does not apply.
7. Environmental health
a. Are there any environmental health hazards, including exposure to toxic chemicals, risk of fire and explosion, spill,
or hazardous waste, that could occur as a result of this proposal? If so, describe.
Not applicable at the present time. However, future proposed projects may require further consideration to the above
question depending on the scope of work to be completed to meet Federal Aviation Administration standards.
1) Describe special emergency services that might be required.
Not applicable at the present time. However, future proposed projects may require further consideration for
emergency services (responding routes) depending on the scope of work to be completed to meet Federal Aviation
Administration standards.
2) Proposed measures to reduce or control environmental health hazards, if any:
Does not apply.
b. Noise
1) What types of noise exist in the area which may affect your project (for example: traffic, equipment, operation,
other)?
Does not apply.
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2) What types and levels of noise would be created by or associated with the project on a short-term or a long-term
basis (for example: traffic, construction, operation, other)? Indicate what hours noise would come from the
site.
Does not apply.
3) Proposed measures to reduce or control noise impacts, if any:
Does not apply. None needed.
8. Land and shoreline use
a. What is the current use of the site and adjacent properties?
The current land use is for airport operations.
b. Has the site been used for agriculture? If so, describe.
Yes, portions of airport property are currently used for cattle grazing or Hay Crops.
c. Describe any structures on the site.
The structures include a variety of buildings such as airport hangars, terminal building, and maintenance buildings.
d. Will any structures be demolished? If so, what?
Not as a result of the Airport Layout Plan Update. Individual projects recommended in the various phases may
involve demolition of specific structures to accommodate future development of the airport.
e. What is the current zoning classification of the site?
The zoning is airport support.
f. What is the current comprehensive plan designation of the site?
The comprehensive plan designation is airport support.
g. If applicable, what is the current shoreline master program designation of the site?
Does not apply.
h. Has any part of the site been classified as an "environmentally sensitive" area? If so, specify.
No.
i. Approximately how many people would reside or work in the completed project?
Not applicable at the present time. However, future proposed projects may require further consideration to the above
question depending on the scope of work and building size.
j. Approximately how many people would the completed project displace?
Does not apply.
Yakima Air Terminal/McAllister Field Master Plan
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SEPA Checklist ♦ Appendix G
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k. Proposed measures to avoid or reduce displacement impacts, if any:
Does not apply. None needed.
1. Proposed measures to ensure the proposal is compatible with existing and projected land uses and plans, if any:
The Airport Layout Plan Update incorporates a discussion on land use and will be in compliance with existing land
use policies. Continuing planning efforts are under way to protect the airport or community within the airport
influence area.
9. Housing
a. Approximately how many units would be provided, if any? Indicate whether high, middle, or low-income housing.
Does not apply.
b. Approximately how many units, if any, would be eliminated? Indicate whether high, middlle, or low-income
housing.
Does not apply.
c. Proposed measures to reduce or control housing impacts, if any:
Does not apply. None needed.
10. Aesthetics
a. What is the tallest height of any proposed structure(s), not including antennas; what is the principal exterior building
material(s) proposed?
Does not apply.
b. What views in the immediate vicinity would be altered or obstructed?
Does not apply.
c. Proposed measures to reduce or control aesthetic impacts, if any:
Does not apply.
11. Light and glare
a. What type of light or glare will the proposal produce? What time of day would it mainly occur?
Airport use requires various lighting intensity levels, day and night as outlined in the Federal Aviation Regulations
related to Part 139 commercial service airports.
b. Could light or glare from the finished project be a safety hazard or interfere with views?
No.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 G-11
Appendix G ♦ SEPA Checklist
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
c. What existing off-site sources of light or glare may affect your proposal?
Does not apply.
d. Proposed measures to reduce or control light and glare impacts, if any:
Does not apply. None needed.
12. Recreation
a. What designated and informal recreational opportunities are in the immediate vicinity?
None.
b. Would the proposed project displace any existing recreational uses? If so, describe.
Does not apply.
c. Proposed measures to reduce or control impacts on recreation, including recreation opportunities to be provided by
the project or applicant, if any:
Does not apply. None needed.
13. Historic and cultural preservation
a. Are there any places or objects listed on, or proposed for, national, state, or local preservation registers known to be
on or next to the site? If so, generally describe.
No.
b. Generally describe any landmarks or evidence of historic, archaeological, scientific, or cultural importance known to
be on or next to the site.
None.
c. Proposed measures to reduce or control impacts, if any:
None needed.
14. Transportation
a. Identify public streets and highways serving the site, and describe proposed access to the existing street system.
Show on site plans, if any.
The main entrance is at the intersection of South 24th Avenue and West Washington Avenue approximately three
miles southwest from the Interstate 82/State Route 12 Interchange.
b. Is site currently served by public transit? If not, what is the approximate distance to the nearest transit stop?
Yes, Yakima Transit has a bus stop North of the main terminal building along West Washington Ave.
Yakima Air Terminal/McAllister Field Master Plan
G-12 1 Page
SEPA Checklist ♦ Appendix G
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
c. How many parking spaces would the completed project have? How many would the project eliminate?
Does not apply.
d. Will the proposal require any new roads or streets, or improvements to existing roads or streets, not including
driveways? If so, generally describe (indicate whether public or private).
Some of the projects listed in the Master Plan Update may require on-site airport road improvements.
e. Will the project use (or occur in the immediate vicinity of) water, rail, or air transportation? If so, generally
describe.
Not applicable at the present time. However, future proposed projects may require further consideration to the
above question depending on the scope of work to be completed on airport property. Projects usually focus on
improvements to the airport's transportation system.
f. How many vehicular trips per day would be generated by the completed project? If known, indicate when peak
volumes would occur.
Does not apply.
g. Proposed measures to reduce or control transportation impacts, if any:
Does not apply. None needed.
15. Public services
a. Would the project result in an increased need for public services (for example: fire protection, police protection,
health care, schools, other)? If so, generally describe.
The Airport Layout Plan Update would not require the addition or increased need for public services.
b. Proposed measures to reduce or control direct impacts on public services, if any.
Does not apply. None needed.
16. Utilities
a. Circle utilities currently available at the site:
Electricity, natural gas, water, refuse service, telephone, sanitary sewer, septic system, other.
b. Describe the utilities that are proposed for the project, the utility providing the service, and the general construction
activities on the site or in the immediate vicinity which might be needed.
Does not apply.
C. SIGNATURE
The above answers are true and complete to the best of my knowledge. I understand that the lead
agency is relying on them to make its decision.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 G-13
Appendix G ♦ SEPA Checklist
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
Signature:
Date Submitted:
Yakima Air Terminal/McAllister Field Master Plan
G-14 1 Page
SEPA Checklist ♦ Appendix G
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
D. SUPPLEMENTAL SHEET FOR NONPROJECT ACTIONS
(do not use this sheet for project actions)
Because these questions are very general, it may be helpful to read them in conjunction with the list of the
elements of the environment.
When answering these questions, be aware of the extent the proposal, or the types of activities likely to result
from the proposal, would affect the item at a greater intensity or at a faster rate than if the proposal were not
implemented. Respond briefly and in general
terms.
1. How would the proposal be likely to increase discharge to water; emissions to air; production, storage, or release of
toxic or hazardous substances; or production of noise?
Proposed improvements recommended in the Master Plan Update may result in increased discharges to water; air
emissions; or production of noise.
Proposed measures to avoid or reduce such increases are-
SEPA compliance, permits and other agency approvals will be obtained and mitigation provided as needed on a
case by case basis for individual projects.
2. How would the proposal be likely to affect plants, animals, fish, or marine life?
Individual projects listed in the Master Plan Update may have the potential to affect plants or animals.
Proposed measures to protect or conserve plants, animals, fish, or marine life are:
Mitigation measures will be outlined as needed for individual projects listed in the Master Plan Update.
3. How would the proposal be likely to deplete energy or natural resources?
Although all of the projects listed in the Master Plan Update will use energy and natural resources, none have the
potential to deplete energy or natural resources.
Proposed measures to protect or conserve energy and natural resources are:
Mitigation measure will be outlined as needed for individual projects listed in the Master Plan Update.
4. How would the proposal be likely to use or affect environmentally sensitive areas or areas designated (or eligible or
under study) for governmental protection; such as parks, wilderness, wild and scenic rivers, threatened or
endangered species habitat, historic or cultural sites, wetlands, floodplains, or prime farmlands?
Yakima Air Terminal/McAllister Field Master Plan
Page 1 G-15
Appendix G ♦ SEPA Checklist
TO BE COMPLETED BY APPLICANT EVALUATION FOR
AGENCY USE ONLY
Individual projects listed in the Master Plan Update may have the potential to affect environmentally sensitive areas.
Proposed measures to protect such resources or to avoid or reduce impacts are:
Mitigation measure will be outlined as needed for individual projects listed in the Master Plan Update.
5. How would the proposal be likely to affect land and shoreline use, including whether it would allow or encourage
land or shoreline uses incompatible with existing plans?
Individual projects listed in the Master Plan Update will be in compliance with existing land and shoreline uses and
plans.
Proposed measures to avoid or reduce shoreline and land use impacts are:
None needed.
6. How would the proposal be likely to increase demands on transportation or public services and utilities?
Individual projects listed in the Master Plan Update may have the potential to increase demands on transportation or
public services and utilities.
Proposed measures to reduce or respond to such demand(s) are:
Mitigation measures will be outlined as needed for individual projects listed in the Master Plan Update.
7. Identify, if possible, whether the proposal may conflict with local, state, or federal laws or requirements for the
protection of the environment.
To the extent known at this time, individual projects listed in the Master Plan Update will not conflict with local, state
or federal laws or requirements for protection of the environment.
Yakima Air Terminal/McAllister Field Master Plan
G-16 1 Page
H
WSDOT LAND USE
H.1 INTRODUCTION
The land surrounding the Yakima Air Terminal/McAllister Field (YKM) is a mixture of
residential, commercial, industrial and undeveloped property in three distinct political
jurisdictions, the City of Yakima, Yakima County and the City of Union Gap. Figure H-1 shows
the current situation.
It is recognized that incompatible development around an airport results in potential adverse
consequences to airport safety, efficiency, operation, and economic viability. In addition,
development near an airport may reduce property available for aviation operations and safety
areas. Incompatible development in the vicinity of an airport has been shown to have the
following negative consequences on both the community and the airport:
• It reduces the public's access to air transportation.
• It reduces the value of public investment in airport facilities, both currently and in the
future.
• It creates a situation where opportunity for economic development within the community
is reduced.
• An overall reduction in the quality of life for people living in residential developments
that have been located in incompatible areas results from noise and other airport impacts.
To assure that YKM remains compatible with development in the City of Yakima, Yakima
County and the City of Union Gap, a range of critical factors must be considered, particularly
focused on the interactions that occur between the airport and the neighborhoods. These are
focused on;
1. Noise: Using the DNL65db noise contour for the year 2030 as generated in the airport
master plan the analysis addresses potential impacts that could be disruptive to land use
activities.
2. Airspace protection: The airspace surfaces identified in the FAR Part 77 Imaginary
Surfaces for the ultimate airport layout as shown on the Airport Layout Plan Sheets 3
through 7 are used to assess the areas required for safe airport operations.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 H-1
Appendix H♦ W S D O T Land Use
•
0
-,
i
¢� �Q i ,
t41,au7.J
[E] X91 fi.i"�i�--Jii`'i \.
YAKIMA COUNTY
b•
r'i L..
-•
L.
= r,
LJ
0J 0001000006OOOHOOOU
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Figure H-1: Airport Community Land Use Plan
Yakima Air Terminal/McAllister Field Master Plan
H-2 1 Page
Appendix H • WSDOT Land Use
1. Safety: A series of safety zones referenced in the WSDOT report "Airports and
Compatible Land Use Guidebook" are used to consider the consequences of potential
accidents in the airport area.
Noise
At present, aircraft operations at YKM do not generate much noise since most are conducted by
small, piston powered aircraft and noise levels exceeding DNL 65 are contained on airport
property both today and in the 20 -year future. Therefore, the airport's noise impact on the
surrounding communities will not change as a result of the recommended improvements.
Airspace Protection
Height restrictions around the airport are defined by FAR Part 77, Objects Affecting Navigable
Airspace. The Part 77 Surfaces surrounding YKM have been discussed and defined previously in
Chapter 6. These drawings illustrate the airspace that needs to be kept clear of obstructions,
including objects of natural growth, man-made objects, and terrain to assure safe, all-weather
operations.
Safety
The Washington State "Airports and Compatible Land Use Guidebook" provides guidance for
identifying Airport Safety Zones near airports. These zones are based on the airport's runway
system and associated activity. The objective is to preclude development of non -compatible land
uses in locations that statistically, account for potential impacts of aircraft flight including noise,
airspace, vibration, odor, and annoyance.
The six zones include;
Zone 1 — Runway Protection Zone — This zone encompasses the runway protection zone (RPZ)
at the end of each runway. Also included in the zone are the strips of land immediately adjacent
to the runway where FAA standards preclude structures. Zone 1 is where the greatest
concentration of accidents take place.
Zone 2 — Inner Approach/Departure Zone — This zone wraps around and extends beyond
Zone 1 along the runway centerline. Next to the RPZ, it represents the area where the risk of
aircraft accidents is the greatest. On departure, aircraft are typically at full power in the initial
phase of climb. On approach, they are at low altitude as they prepare for landing.
Zone 3 — Inner Turning Zone — This zone is a wedge-shaped area lying along the sides of Zone
2. It is primarily significant where most of the flights are visual. When operating visually,
Yakima Air Terminal/McAllister Field Master Plan
Page 1 H-3
Appendix H ♦ WSDOT Land Use
departing aircraft may begin turning over this area to fly toward their destination or to remain in
the traffic pattern. Arriving aircraft often overfly this area as well, especially if they are flying a
tight pattern. One type of accident known to occur in this area is a low -altitude stall- spin that
can happen if a pilot attempts to make too tight of a turn.
Zone 4 — Outer Approach/Departure Zone — This area lies beyond Zone 3 along the extended
runway centerline. Aircraft flying straight out or in overfly this area at low -altitude. The zone is
particularly significant on runways where much of the operations are on instrument procedures
and at busy airports where elongated traffic patterns are common. The risks in this area are
moderate, but less than in Zones 1 through 3.
Zone 5 — Sideline Zone — Lying in narrow bands along each side of the runway, aircraft do not
normally fly over the sideline zone. The principal risk is from aircraft that lose directional
control while landing or just after takeoff. The risks are lower than in Zones 1 through 3 and
similar to those of Zone 5.
Zone 6 — Traffic Pattern Zone — The final zone contains the remainder of the airport
environment where aircraft fly as they approach and depart the airport or are engaged in flight
training. In area, Zone 6 is typically larger than the other zones combined. A substantial
percentage of accidents take place here, but they are scattered over the large area.
These Safety Zones applied to the YKM are depicted on Figure H-2.
Yakima Air Terminal/McAllister Field Master Plan
11-4 1 Page
Appendix H • WSDOT Land Use
• 6
1-''`�
2,
• 1
3•
, r _'y •
6
6
'_ri7 .3..c --:•'fes
7•
ZONE
1 RUNWAY PROTECTION ZONE
2 INNER SAFETY ZONE
3 INNER TURNING ZONE
4 OUTER SAFETY ZONE
5 SDEUNE SAFETY ZONE
8 TRAFFIC PATTERN ZONE
6
r 2
•4,.x,
6
`v
9
9
Figure H-2: Aircraft Safety Zones
The recommendations on the compatible and non -compatible land use activities within each of
the zones are presented in the following tables. Community land use is shown overlaid with the
Safety Zones in Figure H-3.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 H-5
Appendix H ♦ WSDOT Land Use
Table 11-1: Washington State Guidelines for Accident Safety Zones
Yakima Air Terminal/McAllister Field Master Plan
11-6 1 Page
Compatibility Zones
Zone 1
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
A. Resource Operations
1. Agricultural (Commercial)
Agriculture, horticulture, general farming
(crops only, not feedlots and stockyards)
P
P
P
P
P
P
Agricultural building
L
L
P
P
P
P
Agricultural chemical sales/storage
X
L
P
P
P
P
Agricultural Housing/Farm labor
X
X
L
P
L
P
Agricultural housing/farm labor
X
X
L
P
L
P
Agricultural market
X
X
P
P
X
P
Agricultural related industries
X
L
P
P
P
P
Animal husbandry
X
L
L
L
X
P
Agricultural feeding operation or stockyards
X
X
X
X
X
X
Agriculture or food processing facility
X
L
P
P
L
P
Livestock auction
X
X
X
L
X
P
Fairgrounds
X
X
X
X
X
P
Floriculture, aquaculture
X
L
P
P
P
P
Fruit bin sales/storage
X
L
P
P
P
P
2. Forest (Commercial)
General forest silver culture
L
L
P
P
P
P
Forest product processing
X
L
P
P
P
P
3. Mining/Refining/Offsite Hazardous Waste Treatment
Asphalt paving and roofing materials, rock crushing
X
X
L
L
L
P
Mining including sand and gravel pits
X
L
L
L
X
P
Stockpiling of earthen materials
X
L
L
L
X
P
B. Rural Development
1. Rural Residential
Single-family dwelling (large lot, 5 acres or greater*)
X
L
L
P
X
P
Single-family dwelling, rural centers
X
X
L
L
X
L
Residential Cluster Development, 40% open
X
X
LSC
X
X
P
Multi -family dwelling
X
X
X
X
X
P
Temporary farm housing
X
X
P
P
L
P
Yakima Air Terminal/McAllister Field Master Plan
11-6 1 Page
Appendix H • WSDOT Land Use
Yakima Air Terminal/McAllister Field Master Plan
Page 1 H-7
Compatibility Zones
Zone 1
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
2. Rural Centers
Single-family dwelling; up to 12 dwelling units/acre
X
X
L
L
X
L
Two - Four family dwelling (duplex) (*)
X
X
X
X
X
L
Multi -family dwelling; 12-20 units/acre
X
X
L
X
X
P
21+ units/acre
X
X
P
P
X
P
Agriculture/forest/mineral resources or industry
(see item A)
Community services (see item D2)
Retail and commercial service (see items D4 & D5)
Industrial/manufacturing (see item D4s & D5)
C. Education Facilities
Junior or community college
X
X
L
L
L
P
Schools, K-12 elementary, middle, senior high
X
X
X
X
X
X
Business school
X
L
L
L
L
P
Vocational schools
X
L
L
L
L
P
D. Urban Development
1. Residential
Single-family dwelling; up to 12 dwelling units/acre
X
X
X
X
X
L
Two - four -family dwelling (duplex)(*)
X
X
X
X
X
L
Multi -family dwelling(*): 15 or more
X
X
L SC
X
X
P
Mixed-use office/commercial/residential use
X
X
P
P
X
P
Residential development cluster 40% > open space
X
X
L
L
X
L
Residential infill
X
X
L
L
L
P
Mobile home parks
X
X
L
L
X
L
Boarding house
X
X
L
L
L
L
Retirement homes
X
X
X
X
X
L
Yakima Air Terminal/McAllister Field Master Plan
Page 1 H-7
Appendix H ♦ WSDOT Land Use
Yakima Air Terminal/McAllister Field Master Plan
11-8 1 Page
Compatibility Zones
Zone 1
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
2. Community Services
Cemetery
P
P
P
P
L
P
Churches, synagogues, temples
X
X
L
L
X
L
Community center meeting halls, fraternal
organizations
X
X
L
L
X
P
Convalescent, nursing home and group homes
X
X
X
1
X
L
Day care facilities, family in-home
X
X
L
L
X
L
Day care center
X
X
L
L
X
L
Funeral home
X
X
P
P
X
P
Police, fire stations, ambulance service
X
L
P
P
P
P
Hospital
X
X
X
X
X
X
Medical clinic
X
X
L
L
X
P
Correction facilities
X
L
L
L
L
L
Libraries
X
X
P
P
X
P
Museums and art galleries
X
X
L
P
P
P
Zoo
X
X
P
P
X
P
3. Amusement and Recreation
Amusement park (permanent)
X
X
L
L
X
L
Bowling alleys
X
X
P
P
X
P
Campground
X
L
L
P
L
P
Recreational vehicle parks; short term
X
L
L
P
L
P
Drive-in theatres
X
X
L
L
X
P
Fairgrounds
X
X
P
L
L
P
Golf courses
X
L
P
P
X
P
Gymnasiums, exercise facilities
X
L
L
L
L
P
Horse racing tracks, speedways
X
X
X
X
X
X
Miniature golf courses
X
X
P
P
X
P
Movie theatres, auditoriums exhibition halls
X
X
L
L
X
P
Parks
L
L
P
P
L
P
Roller skating rink
X
X
L
L
X
P
Yakima Air Terminal/McAllister Field Master Plan
11-8 1 Page
Appendix H • WSDOT Land Use
Yakima Air Terminal/McAllister Field Master Plan
Page 1 H-9
Compatibility Zones
Zone 1
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
4. Retail Trade and Service
Addressing, mailing, and stenographic services
X
L
P
P
L
P
Advertising agencies
X
L
P
P
L
P
Airport uses and activities commercial/industrial
L
P
P
P
P
P
Animal clinic/hospital
L
P
P
P
P
P
Antique stores
X
L
P
P
X
P
Automobile, truck, manufactured home, and travel
trailer sales
L
P
P
P
P
P
Automobile and recreational vehicle (RV) sales;
weekend
L
P
P
P
L
P
Automotive: car wash
L
P
P
P
L
P
Sales lot/auto center
L
P
P
P
P
P
Parking lots and garages
L
P
P
P
P
P
Maintenance and repair shops
X
P
P
P
P
P
Paint and body repair shops
L
P
P
P
P
P
Parts and accessories (tires, batteries, etc.)
X
P
P
P
P
P
Specialized repair shops (radiator, etc.)
L
P
P
P
P
P
Towing services
L
P
P
P
P
P
Wrecking and dismantling yard
L
P
P
P
L
P
Bakery
X
P
P
P
L
P
Beauty and barber shops
X
L
P
P
X
P
Bed and breakfast inn
X
X
L
L
X
P
Boats and marine accessories
X
Except
P
P
P
P
P
Books, stationery, office supplies
Storage
only
P
P
P
L
P
Building and trade (plumbing, heating, electrical,
painting, etc.)
Storage
only
P
P
P
L
P
Clothing and accessories
X
L
P
P
L
P
Communication towers
X
X
L
L
L
L
Computer and electronic stores
X
L
P
P
L
P
Department, discount, variety stores
X
X
P
P
X
P
Drug stores (optical goods, orthopedic supplies)
X
L
P
P
L
P
Employment agencies (private)
X
P
P
P
L
P
Yakima Air Terminal/McAllister Field Master Plan
Page 1 H-9
Appendix H ♦ WSDOT Land Use
Yakima Air Terminal/McAllister Field Master Plan
1-1-10 1 Page
Compatibility Zones
Zone 1
Zone 2
1 Zone 3
Zone 4
Zone 5
Zone 6
Farm and implements, tools and heavy construction
equipment
X
L
P
P
P
P
Farm supplies
L
P
P
P
P
P
Financial institutions
X
P
P
P
L
P
Food store
X
P
P
P
L
P
Furniture, home fumishings, appliances
X
P
P
P
L
P
General hardware, garden equipment and supplies
X
P
P
P
L
P
Grocery and convenience stores
X
L
P
P
L
P
Heavy equipment storage, maintenance and repair
X
L
P
P
L
P
Insurance agents, brokers, and service agencies
X
P
P
P
L
P
Kennels
L
P
P
P
L
P
Laundries, laundromats, and dry cleaning plants
X
P
P
P
L
P
Liquor stores
X
P
P
P
L
P
Lumber yards
L
P
P
P
L
P
Medical and dental laboratory, offices and clinic
X
X
L
P
x
P
Mini Storage
L
P
P
P
P
P
Motels and Hotels
X
X
P
P
P
P
Motorcycles sales/repair (including maintenance)
X
P
P
P
L
P
Paint, glass, and wallpaper stores
X
P
P
P
L
P
Pet stores, pet supplies, and dog grooming
X
L
P
P
L
Professional office buildings for architects,
attorneys, government, etc.
X
L
P
P
P
P
Rental: auto, truck, trailer, fleet leasing services
L
P
P
P
L
P
Repairs: small appliances, TV, business machines,
watches, etc.
L
P
P
P
L
P
Restaurant, cafe and drive-in eating facilities
X
L
P
P
P
P
Service station
X
L
P
P
L
P
Sporting goods, bicycle shops
X
P
P
P
P
P
Taverns, bars, dance establishments
X
L
P
P
L
P
Yakima Air Terminal/McAllister Field Master Plan
1-1-10 1 Page
Appendix H • WSDOT Land Use
Yakima Air Terminal/McAllister Field Master Plan
Compatibility Zones
Zone 1
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
5. Industry/Manufacturing
Aircraft parts
Storage
only
L
P
P
P
P
Aircraft industrial
Storage
only
L
P
P
P
P
Apparel and accessories
X
L
P
P
X
P
Bakery products (wholesale)
Storage
only
L
P
P
X
P
Beverage industry
Storage
only
L
P
P
X
P
Canning, preserving, and packaging fruits,
vegetables, and other foods
X
L
L
L
X
P
Cement and concrete plants
X
L
L
L
X
P
Chemicals (industrial, agricultural, wood, etc.)
X
X
L
L
X
L
Concrete, gypsum, and plaster products
Storage
only
L
P
L
L
P
Confectionery and related products (wholesale)
Storage
only
P
P
P
L
P
Mini storage
P
P
P
P
P
P
Product assembly
Storage
only
L
P
P
L
P
Prefabricated structural wood products and
containers
Storage
only
P
P
P
L
P
Printing, publishing, and binding
Storage
only
P
P
P
L
P
Rendering plants, slaughter houses
X
X
X
X
X
L
Rubber products
X
L
P
P
L
P
Sawmills and planing mills
Storage
only
L
P
P
L
P
Sheet metal and welding shops
Storage
only
P
P
P
L
P
Stone products (includes finishing of monuments
for retail sale)
Storage
only
P
P
P
L
P
Yakima Air Terminal/McAllister Field Master Plan
Appendix H ♦ WSDOT Land Use
Chart Symbols
• "L" Limited— Uses or activities that may be compatible with airport operations depending on their location, size,
bulk, height, density and intensity of use.
• "LSC" Limited Special Conditions — Development should be moved away from the extended runway centerline.
Open space should be devoted to areas that experience elevated risk.
• "P" permitted — Uses or activities that should be permitted, however, these activities should be reviewed to ensure that
they will not create height hazard obstructions, smoke, glare, electronic, wildlife attractants, or other airspace hazards.
• "X" Prohibited— uses or activities that should not be constructed near the airport.
Yakima Air Terminal/McAllister Field Master Plan
11-12 1 Page
Compatibility Zones
Zone 1
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
6. Wholesale Trade -Storage
Warehouses
Storage
only
P
P
P
P
P
Wholesale trade
Storage
only
P
P
P
P
P
Storage facilities; bulk
L
P
P
P
P
P
commercial
L
P
P
P
P
P
mini -storage
L
P
P
P
P
P
E. Transportation and Utilities
1. Transportation
Bus terminals
X
L
P
P
L
P
Transportation storage and maintenance facilities
Storage
only
P
P
P
P
P
Transportation brokerage offices;
without truck parking
X
P
P
P
P
P
with truck parking
L
P
P
P
P
P
Contract truck hauling, rental of trucks with drivers
L
P
P
P
P
P
Rail, truck terminals (for short-term storage, office)
L
P
P
P
P
P
Air storage and office use
Storage
only
P
P
P
P
P
Railroad switch yards, maintenance, and repair
facilities, etc.
X
P
P
P
P
P
Taxicab terminals, maintenance, and dispatching
centers, etc.
X
P
P
P
P
P
2. Utilities
Power generating facilities
L
L
L
L
L
L
Utility services (substations, etc.)
L
L
L
L
L
P
Wholesale trade
L
P
P
P
L
P
Storage facilities; bulk
L
P
P
P
P
P
Commercial ,
L
P
P
P
P
P
Chart Symbols
• "L" Limited— Uses or activities that may be compatible with airport operations depending on their location, size,
bulk, height, density and intensity of use.
• "LSC" Limited Special Conditions — Development should be moved away from the extended runway centerline.
Open space should be devoted to areas that experience elevated risk.
• "P" permitted — Uses or activities that should be permitted, however, these activities should be reviewed to ensure that
they will not create height hazard obstructions, smoke, glare, electronic, wildlife attractants, or other airspace hazards.
• "X" Prohibited— uses or activities that should not be constructed near the airport.
Yakima Air Terminal/McAllister Field Master Plan
11-12 1 Page
Appendix H • WSDOT Land Use
All uses or activities identified herein are subject to intensity and density limitations set forth in Table F-1. Particular
attention should be given to developments that when located in combination with other permitted or limited activities may
create cumulative impacts on airport operations. All uses should be reviewed to ensure that they will not create airspace
hazards.
Source: Washington State Department of Transportation, Aviation Division, `Airports and Compatible Land Use
Guidebook", January 2011.
Based on this information it is recommended that the City work with the land use and
comprehensive planning agencies to:
1. Adopt the master plan by reference into local comprehensive plans.
2. Describe airport facilities and operations, existing and future, in the transportation
inventory.
3. Discourage incompatible land uses adjacent to public -use airports.
4. Identify the airport as an essential public facility.
5. Identify the important role of airports in local and regional economic development.
Yakima Air Terminal/McAllister Field Master Plan
Page 1 11-13
Appendix H • WSDOT Land Use
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Figure H-3: Community Land Use and WSDOT Zones
Yakima Air Terminal/McAllister Field Master Plan
H-14 Page
URS
1501 4th Avenue
Suite 1400
Seattle, WA 98101
206.438.2700
�lbaHLA
csu rins•Ld Siurey9ue•Plaming
801 N. 39th Avenue
Yakima, WA 98902
509.966.7000
www.urscorp.com www.hlacivil.com
Widener & Associates
10108 32nd Avenue W
Suite D
Everett, WA 98204
425.348.3059