Bowers Field Airport - Kittitas County WA Bowers Field Airport is a public-use facility, owned and operated by Kittitas County. The The County is charged with maintaining and operating

Bowers Field Airport Airport Master Plan Update, Kittitas County, Washington

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K:\2000-312\AMP\AMP-REPORT\KIT-INVENTORY.DOC

AIRPORT INVENTORY FACILITY INVENTORY The inventory process, as the initial step in the airport-planning program, is a systematic data collection process that provides background information about the community and an understanding of past and present aviation factors. A comprehensive inventory, which includes the following major tasks, is used to form the basis for planned recommendations throughout the master plan study:

A physical on-site inspection (conducted by the consultant in September 2000) and inventory of airport facilities, equipment, and services, along with a condition assessment including a site survey to identify the location of on and off-airport objects;

Interviews with the Kittitas County Public Works Director, Airport Manager/Fixed

Base Operator, airport tenants and other City and County officials and airport constituents regarding recent airport developments, trends and improvement needs;

The collection of airport activity data, project records, and aeronautical background

information; a review of historical airport information, previous airport layout plans, maps, charts, and mapping of current photographs of airport facilities including a record search and review of local airport-related ordinances, operating standards and lease agreements;

The collection of Regional, County, City and other airport development plans and

information to determine the surrounding airport service area characteristics;

Discussions with the community Chamber of Commerce, Economic Development Groups, and the collection of socio-economic and background information from the City of Ellensburg and Kittitas County, and;

The distribution of a September 2000 Airport Survey to local-area pilots, aircraft

owners, and major businesses within the County; including phone interviews with airport tenants to determine current airport use characteristics, general attitudes and short and long-term facility needs.

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AIRPORT CHARACTERISTICS AIRPORT ACCESS AND LOCATION Exhibit 2.1 identifies the Bowers Field Airport’s location within the study area vicinity. The City of Ellensburg, which serves as the county seat, is located in central Kittitas County in central Washington State. The Bowers Field Airport (ELN), located approximately two (2) miles north of the City’s central business district, is one-quarter mile west of Look Road and north of both Airport Road and Bowers Road. CURRENT AIRPORT ACTIVITY According to FAA 5010 Airport Inspection Forms, surveys responses, on-sight, as well as telephone interviews of airport patrons and local regional businesses, Bowers Field Airport currently experiences an estimated 51,400 aircraft operations per year (takeoffs and/ or landings) and bases a total of 49 based aircraft; including 45 fixed-wing single-engine and four (4) multi-engine aircraft. In addition, there are two (2) rotorcraft aircraft seasonally based at the airport. All based fixed-wing and rotor-wing aircraft are currently airworthy. CURRENT AIRPORT ROLE Bowers Field is designated as a general aviation facility according to the National Plan of Integrated Airport Systems (NPIAS) 1998-2002, and also identified by the Washington State Airport System Plan to provide a general aviation service-level role. Application of airport design standards based upon criteria contained in the FAA Advisory Circular 150/ 5300-13, Change #6, Airport Design, and the WSASP Airport Data Condition Assessment Database (August 2000) indicates the current Airport Reference Code (ARC) for the Bowers Field is ARC B-II. AIRPORT OWNERSHIP AND MANAGEMENT The Bowers Field Airport is a public-use facility, owned and operated by Kittitas County. The County is charged with maintaining and operating the airport in accordance with Federal Aviation Administration (FAA) grant assurance agreements, to ensure continued safety and efficiency as a federally supported facility. Kittitas County adopted “minimum airport standards” in December of 1992, which provides guidance in the regulation of various airport activities, services and tenant agreements.

County Administration: Kittitas County operates under a County Commission form of government. The County Commission is comprised of an elected, three-member panel which includes a chairperson and two (2) associate members. The County Commission maintains executive approval of airport-related policy issues and is charged with the responsibility of appointing and overseeing the Public Works Director and supporting staff.


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EXHIBIT 2.1: BOWERS FIELD/ KITTITAS COUNTY AREA MAP

Source: Road Atlas, State of Washington, 2000.


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Airport Administration, Management, and Operations: County oversight of the airport is conducted under the auspice of the Public Works Director and supporting staff. The Public Works Director is charged with the responsibility of overseeing the day-to-day operation, as well as all management functions of Bowers Field. In addition, the Public Works Director coordinates and directs all administrative and contractual functions, including the preparation of an annual budget, the overall coordination and project management of major improvement projects, lease negotiations and agreements, community involvement and public relations, as well as chairing the Airport Advisory Committee. Airport Advisory Committee: An airport committee has been formed to provide guidance to the County regarding airport operational and administrative needs. City of Ellensburg: The City operated under a City council/manager for of local government. The City Council is comprised of six (6) elected officials who are charged with the responsibility of appointing the City Manager. The City does not retain any administrative control or direct oversight of Bowers Field.

AIRPORT SERVICES AND OPERATING CONDITIONS Airport and aircraft provisions at Bowers Field include support services for general aviation aircraft activities, including the accommodation of aircraft operators, general patrons and an on-airport private and public tenants. The airport is available for public-use, and continuously attended during daylight and early evening hours, or on demand. Under the current arrangement, the County, in cooperation with the Fixed Base Operator (FBO), Midstate Aviation, Inc., provides the following aviation support services:

♦ Aviation fuel/oil sales (100LL, Jet A); ♦ Aircraft rental/charter services; ♦ Pilot supplies/materials/equipment; ♦ Flight planning/pilot communications; ♦ Pilot/passenger lounge; ♦ Flight instruction curriculum; ♦ Aircraft maintenance (major and minor); ♦ Aircraft storage and tie-downs.

Fixed Base Operation (FBO) Services: Midstate Aviation is a privately-owned full-service FBO providing general aviation services at Bowers Field. The company employs 25 full and part-time employees throughout the year, involved in various line and staff functions dedicated to aviation services. The FBO provides exclusive fuel service (100LL Avgas and Jet A), major and minor aircraft maintenance, ground and flight instruction, and sales of aviation parts and materials.


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AIRPORT DEVELOPMENT HISTORY Table 2.1 provides an overview of the Bowers Field Airport project development history, as accomplished through federal grant assistance. The following section describes the historical development of civilian and military aviation at Bowers Field Airport since the late 1920’s.

Table 2.1 Airport Development and Project History

Bowers Field Airport

Year Airfield Project Description Federal Cost

1970s 1977 Rehabilitate and mark Runway 11-29; Strengthen and mark Taxiways. $162,974

1980s 1980 Install safety area fencing; Install Runway 29 VASI-2L. 1986 Rehabilitate Runway 11-29 edge lighting (MIRL), including electrical vault; Install

rotating beacon, lighted wind cone, and segmented circle. 1987 Rehabilitate Runway 11-29 (150’ x 4,300’) and Taxiways.

$46,906 $157,472

$180,204

1990s

1990 Conducted Airport Master Plan Study. 1995 Rehabilitate tie-down apron area; Install directional guidance signage. 1997 Install Automated Weather Station (ASOS) 1998 Rehabilitate Runway 11-29 (concrete reconstruction of center 75’ portion to ARC

B-II standards and asphalt overlay of 25’ edges); Rehabilitate Runway 11-29; Construct turn-around/ aircraft holding apron; Revise Airport Layout Plan (ALP).

$62,587 $368,784 $55,800

$1,217,121

2000s 2000 Conducted Airport Master Plan Update / Airport Business Development Plan 2002 Rehabilitate Taxiway B; Reconstruct Taxiway System; Installed Wildlife Perimeter/ Security Fence.

$83,333

$1,188,527

Total $3,523,708 Note: Federal project costs only reflect eligible projects under the federal airport aid program(s), and do not

represent operational and maintenance costs. Note: Runway 11-29 maintained at 150’ width as determined by benefit/cost study cost savings (FAA).

Source: Project History (Recorded FAA Grant Assurance Agreements); FAA Northwest Mountain Region File Research, September 2000. HISTORICAL AIRPORT DEVELOPMENT Bowers Field Airport was memorialized after Ensign Robert Keith Bowers, Ellensburg’s first native son killed in action during World War II. Beginning in 1926, civilian aviation developed at Ellensburg, with aircraft initially operating from a privately-owned golf course which served as a landing strip. In 1930, a graded runway was constructed by the County and aviation enthusiasts, with a crosswind (7-25) built in 1936 with Civil Aeronautics Administration (CAA) funds and work program labor. The airport was sold to the City of Ellensburg in 1938, as airfield improvements were further implemented under governmental jurisdiction and as flight training programs and other airport activity increased to respond to wartime aviation needs. In the early 1940’s Bowers Field was expanded through the CAA’s DLAND program (Development of Landing Areas for National Defense) as a leased military airfield for the 4th Air Force Bomber Base and then a


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tactical fighter sub-base serving the west coast command. An auxiliary airport was built by the Army Air Corps in 1943 for cadet training north of Smithson Road. During this period, the airfield received extensive infrastructure improvements though government and military funding programs, including the paving and expansion of the runways (4,500’), a control tower, and support buildings, housing and hangars. In 1947, Bowers Field was declared military surplus and deeded to Kittitas County, resulting in the deactivation, closure and further abandonment of military airfield and landside infrastructure (primarily west and east of the airfield). In the late 1940’s, airline service was initiated by Empire Airlines at Bowers Field as a locally owned regional carrier. Later, other regional carrier service was attempted for Ellensburg. From 1957 to 1961 the City of Ellensburg assumed ownership of Bowers Field, again reverting to County control. During this period, Midstate Aviation emerges from the purchase of Ellensburg Flying Service, as general aviation responds to military flight training needs. In 1965, the newly formed Port District assumes operation of Bowers Field, but is dissolved in 1973, after which Kittitas County again reassumes airport control. During the 1990’s airport facilities were upgraded, including the extension of utilities to the south side industrial area to support further business development and airport facility expansion. Central Washington University, during 1990, began a Flight Technology program under contract with Midstate Aviation, offering a four-year degree program that resulted in the construction of new terminal building facilities and a dedicated college classroom building. In 2001, an Airport Master Plan Update was initiated and a comprehensive Zoning Ordinance passed which protects Bowers Field from non-compatible land use development.

AIRFIELD CONFIGURATION AND FACILITIES Exhibit 2.2 depicts the existing airport facilities at the Bowers Field Airport. Table 2.2 describes the major airfield facilities and equipment, with a corresponding assessment of physical conditions based published information and inspection. AIRFIELD CONFIGURATION The airfield configuration at Bowers Field (ELN) consists of two intersecting paved runways in a closed-V configuration, with runways aligned in an east-west and northwest-southeast orientation. Both runways provide unrestricted takeoff and landing distances based on published information, and are served by a connecting taxiway system. Typically a dual-runway system lends design and operational preference to a primary and crosswind classification. At Bowers Field, both runways have characteristics that provide features normally attributed to defining a primary runway. However, Runway 11-29 is designated as the “primary” runway due its crosswind coverage capabilities, width, pavement strength (condition), edge lighting, approach lighting system (non-standard) and operational maintenance (year-around snow clearly). Runway 7-25 offers a greater runway length, straight-in instrument approach procedure, and a full-length parallel taxiway system.


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EXHIBIT 2.2: BOWERS FIELD AIRPORT FACILITY MAP

Source: Washington Department of Transportation, Programming and Geographical Services Office, Bower Field Airport (ELN) Aerial Photograph, 1993.

5,590 x 150' NON-PRECISION INSTRUMENT

4,300' x 150' NON-PRECISION INSTRUMENT

TAX

IWAY

FO

XTR

OT

TAXIWAY BRAVO

WASHINGTON STATEDNR

MIDSTATE AVIATION/

BOWERS ROAD

TERMINAL BUILDING

ASOS

INDUSTRIAL ROAD

ELMVIEW ROAD

AIR

POR

T R

OAD

CASCADE CANAL

CASCADE CANAL

LOO

K R

OA

DGAME FARM ROAD

BRICK MILL ROAD

HUNGRY JUNCTION ROAD

TIP

TON

RO

AD

AIR

PO

RT

P RO

PE R

TY

LIN

E

AIRPORT PROPERTY LINE

AIR

P OR

T P

RO

PER

TY L

INE

AIRPORT PROPERTY LINE

CLOSED/ ABANDONED TAXIWAY

CLOSED/ ABANDONED TAXIWAY

AIRPORT RAMP/ APRON AREA

COMMERCIAL/ INDUSTRIAL AREA


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GENERAL AIRFIELD INFORMATION The published airport elevation is 1,763’ feet mean sea level (surveyed) with an airport reference point coordinate of 47-01-58.90 N latitude (estimated), 120-31-50.50 W longitude. The current magnetic variation for Bowers Field is 18 degrees 6.0 minutes East (NOAA National Geodetic Data Center, 2000). The airport property totals approximately 1,032 acres.

Table 2.2 Existing Airfield Facilities and Conditions

Bowers Field Airport Airfield Item Description and Size Condition

Runway Facilities & Equipment

RUNWAY 11-29 Pavement Strength

True Runway Bearing Pavement Markings

Runway Lighting

4,300’ x 150’; Concrete (Grooved) 35,000 lbs. (swg) / 57,000 lbs. (dwg) / 100,000 lbs. (dtw) 132.98° True (NOAA / National Geodetic Survey, 1999) Basic Visual (distance-to-go markers) MIRL and Threshold Lighting: Pilot-Controlled Omni-Directional Approach Lighting System (ODALS) – Rwy 29 (Non-standard lighting system – with REIL) Visual Approach Slope Indicator (VASI-2L) - Rwy 29

Good

- -

Good Good Fair

Good

RUNWAY 7-25 Pavement Strength

True Runway Bearing Pavement Markings

Runway Lighting

5,590’ x 150’; Asphalt 28,000 lbs. (swg) 87.94° True (NOAA / National Geodetic Survey, 1999) Threshold Lighting: Pilot-Controlled Basic Visual (Non-Standard)

Fair/Poor - -

Good Fair/Poor

Taxiway Facilities & Equipment Taxiway “A” Alpha Entrance Taxiway; PCC/Asphalt; 28,000 lbs. (swg); Reflectors Good

Taxiway “B” Bravo Full-Length Parallel; PCC/Asphalt; 28,000 lbs. (swg) Good

Taxiway “C” Charlie Exit Taxiway; PCC/Asphalt; 28,000 lbs. (swg) Good

Taxiway “D” Delta Exit Taxiway; PCC/Asphalt; 28,000 lbs. (swg); Reflectors Good

Taxiway “E” Echo Entrance Taxiway; PCC/Asphalt; 28,000 lbs. (swg) Good

Taxiway “F” Foxtrot Connector Taxiway; PCC/Asphalt; 28,000 lbs. (swg); Reflectors Good

Airfield

Rotating Beacon Wind Indicator

Weather Station

Located on water tower southeast of apron Wind sock/ segmented circle located NW of Runway intersection Wind sock(s) located north (1) and west (1) of airport apron Automated Surface Observation System (ASOS) (509) 925-2040 phone line / 118.375 MHz airborne

Good Fair

Good Good

Note: Airfield pavement condition assessment from Washington State Pavement Management Program - Bowers Field (July 2000); Airside and landside facility/ item condition index based upon BWR physical site inspection. Note: Runway 7-25 and portions of the taxiway system closed during winter months (Dec 15 – Feb 28) due to demands of snow removal and pavement conditions. Condition Rating - Good: stable during the early portion of the planning period- no immediate attention required; Fair : requires some initial repair to remain stable; Poor: requires replacement or reconstruction within the immediate future.

Source: BWR Inventory/ Airfield Site Inspection, October 2000.


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TERMINAL AREA/LANDSIDE FACILITIES The airport terminal area consists of buildings and structures central to the operation, function and promotion of the airport, including public-use airport facilities and buildings occupied by private and industrial enterprises. The public-use landside area consists of the following major components: ♦ Administrative offices ♦ Aircraft maintenance ♦ General aviation storage/tie-down areas ♦ Aircraft fuel facility (aboveground) ♦ Public automobile parking lot ♦ Airport access and parking AIRPORT TERMINAL/ADMINISTRATION BUILDING The airport terminal building, attached to the Midstate Aviation clear span hangar, is a two-story structure totaling 2,550 square feet. The building is open to the public during normal airport operating hours. The lower level consists of a foyer/reception area, pilot supplies, public restrooms, break room/lounge area, classroom and conference room space. The second level consists primarily of classroom and office space, including a flight planning area and a pilot lounge. The office building is in excellent physical condition, and sufficient to accommodate existing pilot and passenger processing during normal peak-hour operating periods.

Source: BWR Airfield Site Inspection, October 2000. The hangar portion of the main building is 13,600 square feet. The space is used to store the dedicated flight training aircraft, in addition to several based business and privately-owned aircraft. The hangar storage capacity is approximately eight to twelve small aircraft, depending upon airplane size, type and parking configuration. The common hangar interior, including utilities and associated appurtenances are reportedly in good condition.


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AIRPORT HANGARS AND STORAGE STRUCTURES Table 2.3 identifies aircraft hangars at the Bowers Field Airport by number, type, size, ownership, and estimated condition. At present, the total available hangar area floor-space is approximately 59,575 square feet.

Table 2.3 Airport Hangar Facilities


Hangar Number Designation and Building (Hangar) Type

Owner Aircraft Spaces

Total Size

(Square Feet) Overall

Condition

#1- T-Hangar Private 3 1,350 S.F. Fair/Good

#2- T-Hangar Kittitas County 10-12 12,425 S.F. Good

#3- Clear Span/ Common Hangar Private 1 1,050 S.F. Good

#4- Clear Span/ Common Hangar Private 1 1,500 S.F. Good

#5- Clear Span Maintenance Hangar

Private 4 3,900 S.F. Good

#6- Midstate Aviation Clear Span Hangar/ Terminal Building

Midstate Aviation, Inc.

8-12 13,600 S.F. Good

#8- Clear Span / Common Hangar Private 3-4 4,750 S.F. Good

#9- Clear Span / Common Hangar Private 1-2 Approx. 3,000 S.F. Good







Total 59,575 S.F.

Note: Building no. 7 is the Midstate Aviation FBO flight instruction building. Note: See Airport Terminal Drawing for building locations and details.

Source: BWR Inventory/ Airfield Site Inspection, October 2000. AIRCRAFT APRON AREAS The terminal apron area, used for the tie-down, fueling area, maneuvering and taxiing of aircraft and other airport-related service vehicles, consists of three County designated aprons: 1) Apron area A-1 (west ramp), 2) A-2 (central ramp) and 3) A-3 (east ramp). The total apron occupies approximately 58,890 square yards, which fronts core terminal facilities along Taxiway Bravo (“B”). The following describe each apron area in detail, including an assessment of pavement condition as identified in the Washington State Pavement Management Program - Bowers Field (July, 2000).


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Apron A-1 (West Ramp Area): A-1 is the most western paved parking area accommodating two (2) dedicated/marked helipads operated by the Washington State Department of Natural Resources (DNR). The asphalt ramp is approximately 200’ x 80’ (16,000 S.F/1,777 S.Y.) and is in good to fair physical condition.

Apron A-2 (Central Ramp Area): A-2 is a concrete apron approximately 1,435’ x 250’ (358,750 S.F./39,860 S.Y) which provides an area for short and long-term aircraft parking, fueling, terminal building access, maneuvering area to the common hangar, maintenance hangar, T-hangars, and conventional hangars. The apron area is in good physical condition, with some slight cracking.

Apron A-3 (East Ramp Area): A-3 is an asphalt ramp area approximately 1,030’ x 300’ (309,000 S.F./ 34,333 S.Y.) and contains 18 marked tie-down spaces. The apron area is in excellent physical condition.



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AVIATION FUEL STORAGE Midstate Aviation, Inc. fueling capabilities consist of two (2) 12,000-gallon capacity aboveground storage tanks each storing 100LL Avgas and Jet A aviation fuels. The current fuel storage/pump system are located east-northeast of the airport terminal building, with the fuel pump/meter island located 130 feet north of the central portion of the airport ramp/apron area. The storage tanks, surrounded by six (6) foot high steel mesh fencing, were installed and became operational approximately five (5) being constructed in accordance with EPA regulations. TWIN 12,000 GALLON FUEL STORAGE TANKS/ FUEL PUMP/ METER ISLAND

Source: BWR Inventory/ Airfield Site Inspection, October 2000. AIRPORT UTILITIES AND MAINTENANCE SERVICES Table 2.4 provides listing of utilities and maintenance services currently in place at Bowers Field Airport, including utilities serving the airport industrial area south of the terminal area.

Table 2.4 Airport Utilities/ Providers


Utility/Service Utility Service Provider

Electrical Service Puget Sound Energy/ City of Ellensburg Public Utility District

Water System City of Ellensburg Public Utility District

Telephone Service Ellensburg Telephone Service

Fiber Optic Communications Charter Communications/ City of Ellensburg I-Net

Gas Service City of Ellensburg Public Utility District

Waste Water Sewer System City of Ellensburg Public Utility District

Fire Protection City of Ellensburg/ Kittitas County

Source: BWR Inventory/ Airfield Inspection, September 2000.


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AIRPORT AUTOMOBILE ACCESS AND PARKING Airport Access/Entrance Interstate 90, Interstate 82, and State Highway 97 are the principal roadway corridors through Ellensburg, as well as Kittitas County. Primary airport access, originating from the Ellensburg Central Business District, is accomplished north on Main Street, east on East 8th Ave., north on D Street, east on 18th Ave., and north on Airport Road to Bowers Road. Bowers Road is a two-lane paved roadway. No dedicated or direct primary route is available to the airport from Interstate 90, resulting in a driving time of over 10 minutes. However, plans are underway to extend and further upgrade Bowers Road from Reeser Creek located to the west and proceed to Look Road located to the east of the airport property boundary. Ultimate development calls for the construction and further extension of Bowers Road to Interstate I-90 providing the airport with direct highway access and enhanced public visibility. Airport Auto Parking Public use auto parking is available surrounding the Midstate Aviation Flight Training Building. The west-side paved auto lot accommodates 10 to 15 parking spaces, with access to the airport terminal building/office. A manually-operated security gate provides direct apron access from this parking area, including fueling truck access. The east-side auto gravel parking lot accommodates approximately 25-30 parking spaces with access to Bowers Road. Upon visual inspection both parking areas appear to be in good condition, experiencing capacity problems during average day peak month periods. WEST TERMINAL AUTO PARKING AREA EAST TERMINAL AUTO PARKING AREA



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AIRSPACE SYSTEM AND NAVIGATIONAL AIDS Exhibit 2.3 depicts the aeronautical system and electronic navigational aids (NAVAIDS) within the surrounding Bowers Field terminal area vicinity. NAVAID facilities are located at or in the vicinity of an airport providing point-to-point reference throughout the national airspace system by means of airborne, ground-based and satellite instrumentation. AIRSPACE SYSTEM Terminal Area Airspace The classified airspace surrounding Bowers Field is Class E, which is general controlled airspace subject to terminal control, and extends from the surface (ground) up to 18,000 feet mean sea level. Bowers Field Class E airspace contains a standard 5-mile transitional area radius including a keyhole extension extending 22-miles northeast to southwest in order to further protect landing traffic during instrument meteorological conditions. This Class E airspace area contains instrument flight rule (IFR) operations in controlled airspace (above 700 feet AGL) during portions of the terminal operation, missed approach procedure, and while transitioning between the terminal and en-route airspace environment. Airport Traffic Patterns Aircraft operating on Runways 11-29 and 7-25 during visual flight conditions are published as standard left-hand traffic pattern. No other non-standard visual restriction to traffic has been noted, except as declared as part of a notice to airmen (NOTAM). Local CWU flight training is concentrated in practice areas to the north of Bowers Field, an area which provides favorable airfield visibility, is sparsely populated, and is beyond the published approach procedure to the airport. Military Airspace Areas Military restricted areas are located to the southeast of Bowers Field. The Yakima Training Center (referred to as the Yakima Firing Center) is located approximately 12 nautical miles southeast of Bowers Field, which commands Field Artillery Units of the U.S. Army out of the Fort Lewis Army Base. The Yakima Training Center has a series of Restricted Areas (R-6714A, R-6714G and R-6714H) extending from the surface to 29,000 feet (MSL). When active, the Restricted Areas requires controlling agency authorization to enter and specific clearances based on either visual or instrument operating conditions. The current arrangement of Military Restricted Areas limits access to Bowers Field by restrictions to the instrument approach procedures (VOR or GPS-A and GPS RWY 25) available to the airport.


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Terminal Area Communications/Air Traffic Control The following air traffic control facilities have exclusive authorization over terminal and regional airspace control for the Bowers Field Airspace area. These airspace management categories include:

Air Route Traffic Control Centers: The Bowers Field airspace area resides within the Seattle Air Route Traffic Control Center (ARTCC) airspace region, located in Seattle, Washington which provides metering, separation, and sequencing of all IFR air traffic, and participating VFR air traffic. The Seattle ARTCC is responsible for sequencing and separation of air traffic, either in the arrival, departure, or en route phases of flight for Bowers Field controlled Class E airspace. Automated Flight Service Station: The controlling Automated Flight Service Station (AFSS) providing forecast and en-route weather information for Bowers Field and surrounding airspace region is also located in Seattle, Washington. The AFSS can be contacted by the pilot via remote communication over an assigned air route frequency, or by telephone landline.

Navigational/Weather Aids Airport navigational aids are installed on or near the airport to provide pilots with electronic guidance and visual references to execute instrument landings. Electronic navigational aids are available at Bowers Field, as follows:

Very High Frequency Omni-Directional Radio Range (VORTAC/RNAV): The Ellensburg high intensity VORTAC station (ELN), located 2.5 nautical miles east of the Bowers Field, provides terminal and enroute navigation to civilian and military aircraft. A VORTAC emits a high frequency radio signal which provides a 360 degree magnetic course to-and-from the station (radial and distance information with RNAV requiring special airborne avionics to identify waypoints), including published victor airways (V-187, V-298, V-25, V-336, V-2, V-468), and a military training route (IR-343). The ELN VORTAC also provides a published instrument procedure to Bowers Field, and is also part of the published standard instrument arrivals (STAR) and departure (SID) routes for the Seattle-Tacoma International Airport (SEA) and Yakima Air Terminal/McCallister Field (YKM). As a communications outlet, the Ellensburg VORTAC provides a co-located receiving frequency for contact with the Seattle Flight Service Station (FSS: 122.2). In addition, the ELN VORTAC is an outlet for hazardous inflight weather advisory service (HIWAS), which is an airborne broadcast to pilots on the VORTAC frequency (117.9) regarding urgent advisories and significant weather occurrences in the region.


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As noted in the Airport/Facility Directory, there are unusable areas of coverage provided by the ELN VORTAC (mostly east of the station), including radials not providing either VORTAC, VOR or DME coverage. Current ELN VORTAC restrictions don’t allow VORTAC usage (VOR or DME) between 90 and 158 degrees. Global Positioning System (GPS): GPS is a highly accurate worldwide satellite navigational system that, unaffected by weather, provides point-to-point navigation by encoding transmissions from multiple satellites and ground-based datalink stations using an airborne receiver. GPS is presently FAA certified for en-route and non-precision instrument navigation. The current program provides for GPS stand-alone and overlay approaches (GPS overlay approaches published for runways with existing VOR/DME, NDB, NDB/DME and RNAV approaches). The GPS approaches at Bowers Field are listed in Table 2.5.

Automated Surface Observing Station (ASOS): The Kittitas County Airport automated weather station generates routine aviation weather reports and other pilot information. The Bowers Field ASOS, located north-northwest of the terminal area, consists of sensors, a processor, a computer-generated voice subsystem and a transmitter to broadcast minute-by-minute weather data directly to the pilot, and is also used to provide ATC with weather reporting information (METAR). The pilot airfield weather information is transmitted over a discrete VHF radio frequency (118.375 MHz), or by telephone landline (509-925-2040). The Ellensburg ASOS was commission in October of 1998.



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EXHIBIT 2.3: BOWERS FIELD AIRPORT AIRSPACE SYSTEM

Source: NOAA/ FAA Seattle Sectional Aeronautical Chart, 2000.


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AIRPORT INSTRUMENT APPROACHES Table 2.5 lists information about published instrument approaches at the Bowers Field Airport. Instrument approaches permit operations during instrument meteorological conditions and further increase access, capacity, and overall reliability of the airport. The navigational aid(s) installed on, or near the airport provide electronic guidance and reference to the airport and runway system. A Non-Precision Instrument (NPI) approach is defined as an instrument procedure which provides only horizontal guidance to the airport, or a particular runway end. At Bowers Field, instrument approach procedures are a consequence of the prevailing wind condition, “usable” VORTAC radials, military restricted areas, and required obstacle clearance. In particular, FAA Standard Terminal Instrument Procedures (TERPS) specify the design limitation for minimum visibility and descent altitudes prescribed for each type of approach procedure. As discussed with the FAA Northwest Mountain Region, there is a noted penalty to the published minimums at Bowers Field caused by structures within the instrument approach segment (controlling obstacle identified by the FAA as a non-surveyed 100-foot tree along the ridgeline east of the airport), nighttime restrictions (Runway 7-25 not lighted), procedures prohibited when any of the military restricted areas are active, and exclusion of Category C & D aircraft from both circling approaches (Category D circling minimums typically not specified). The ODALS approach lighting system to Runway 29 does not provide an instrument operational advantage (lower minimums) to Runway 11-29 or Runway 7-25.

Table 2.5 Airport Instrument Approaches


Runway/ Approach

Navigational Approach

Type Runway Visibility

Approach Minimums/ Category

Lowest Minimum Descent Altitude

EXISTING Approach Procedures

Runway 25 (Straight-In) GPS* 1-Mile (A & B); 1¾-Mile (C); 2-Miles (D) 2,380’ MSL / 629’ AGL

Airport Approach (Circling) VOR or GPS-A**

1¼- Mile (A); 1½- Mile (B); N/A (C & D)

3,100’ MSL / 1,340’ AGL (A & B)

Airport Approach (Circling) VOR or GPS-B 1¼-Mile (A); N/A (B,C & D) 3,300’ MSL / 1,540’ AGL

PROPOSED Approach Procedures (Pending)

Runway 25 (Straight-In) RNAV (GPS)* 1-Mile (A & B); 1¼- Mile (C); 1½ - Mile (D) 2,240’ MSL/ 485’ AGL

Runway 29 (Straight-In) RNAV (GPS) 1-Mile (A & B); N/A (C & D) 2,180’ MSL/ 421’ AGL Airport Approach (Circling) VOR/ DME-A 1-Mile (A & B); N/A (C & D) 2,280’ MSL/ 517’ AGL

Airport Approach (Circling) VOR-B 1¼ -Mile (A); N/A (B,C & D) 3,260’ MSL/ 1,497’ AGL

Note 1: Alternate minimums apply (due to unmonitored facility or absence of weather reporting service). Note 2: Take-off minimums not standard and / or Departure Procedures are published. Note 3: Straight-in minimums are not authorized at night. (*) – Procedure not authorized when Restricted Area (R) R-6714A, G, H are in operation. (**) – Procedure not authorized when R-6714A, R6714F, R6714G, R6714H are in operation.

Source: U.S. Terminal Procedures - Northwest (NW-1), April 2000. (Revised, May 2004)


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AIRPORT SERVICE AREA/AREA AIRPORTS The airport service area is a geographical region showing an area of population served by a select airport. A determination can be made regarding the area of service offered from Bowers Field by locating competing airports and their relative distance to population centers, assessing the role of surrounding airports, and evaluating their facilities, equipment and services. Surrounding airports have varying degrees of influence on the airport service area with respect to competing services (flight training, aircraft charter, fuel, maintenance, and accommodations, etc.), facilities and equipment, navigational aids and accessibility. It should be noted, however, that the demand for aviation facilities does not necessarily conform to political or geographical boundaries. The general aviation airport service area for the Bowers Field was determined by application of the following service area models, as described below:

NPIAS Service Area: This service area is defined per FAA Order 5090.B, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS) by means of 30-minute (25-mile) ground access to the originating airport. Several public-use airports and privately-owned facilities fall within this twenty-five mile range, which excludes the NPIAS criteria from realistically defining the entire Kittitas County Airport service area boundary. Primary General Aviation Service Area: This service area takes into consideration the role and service level of each public-use general aviation airport in the immediate area, other population centers, and ground access distance and travel times between surrounding public-use general aviation airports. As basic utility airports exclusively serving small general aviation aircraft, Cle Elum Municipal Airport and De Vere Field have been included in the primary service area since they do not meet FAA minimum recommended runway lengths, lack of instrument approaches, and offer provisional services.

Exhibit 2.4 displays the primary and NPIAS service area for reference. The primary service area for Bowers Field incorporates nearly all of eastern Kittitas County, including the major cities of Ellensburg, Cle Elum, Kittitas and Roslyn. The service area population is based on a percentage of the total county population, with significant city populations (incorporated areas) totaled individually when the entire county is not included in the service area. The total Kittitas service area population, in accordance with the Washington State County Population Projections, Office of Financial Management, Forecasting Division data, is estimated to be 30,000 residents (Kittitas County population is 32,493 in 2000). The total population for Kittitas County is projected to increase at 1.3 percent during the next 20 years, which is consistent with the past 20-year population gains.


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EXHIBIT 2.4: BOWERS FIELD AIRPORT SERVICE AREAS

NPIAS Service Area Primary General Aviation Service Area Kittitas County Boundary Source: NOAA/ FAA Seattle Sectional Aeronautical Chart, 2000.

PRIMARY

KITTITAS COUNTYNPIAS

BOWERS FIELD, ELLENSBURGWASHINGTON


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AREA AIRPORTS Table 2.6 depicts information regarding the role, facilities, and services offered at surrounding public-use general aviation airports. Understanding the capabilities and influence of surrounding airports provides insight into existing and future aviation demand and airport role for the Bowers Field Airport.

Table 2.6 Area Public-Use Airports


Airport Name Airport

Ownership/Sponsor/ Distance From Ellensburg

NPIAS Airport Role

Runway Characteristics

Published Instrument Approaches

Airport Services

Bowers Field (ELN)/ City of Ellensburg

General Aviation

7-25: 5,590’ x 150’ (P, L) 11-29: 4,301’ x 150’ (P, L)

VOR & GPS

Fuel Maintenance

Storage Rental

Instruction

De Vere Field Airport

(2W1)/ City of Cle Elem 17 NW ♦

General Aviation

8-26: 2,020’ x 30’ (P)

None Aircraft Storage

Cle Elum Municipal Airport

(S93)/ City of Cle Elum 18 NW ♦

General Aviation 7-25: 2,560’ x 40’ (P) None Aircraft Storage

Pangborn Memorial Airport (EAT)/ City of Wenatchee/

27 N

Commercial Service

7-25: 4,461' x 150' (P, L) 12-30: 5,500' x 150' (P, L)

GPS, RNAV, VOR/ DME, VOR, MLS

Fuel Maintenance

Storage Rental

Instruction Charter

Yakima Air Terminal/ McCallister Field (YKM) /

City of Yakima/ 30 S Commercial

Service

9-27: 7,603' x 150' (P, L) 4-22: 3,835' x 150' (P, L) 17-35: 3,240' x 110' (T, L)

ILS, LOC/ DME, BC,

GPS, RNAV, VOR/ DME,

VOR

Fuel Maintenance

Storage Rental

Instruction Charter

Symbols: (♦) Airport within the primary service area; (P) – Paved runway surface; (T) – Turf or gravel

runway surface ; (L) – Lighted pilot controlled runway; ( ) – Control tower General Aviation: Airport serving other than commercial service (air passenger) traffic. Commercial Service Airport: An airport where at least 2,500 passengers are enplaned annually for scheduled commercial/ air carrier service.

Source: Airport/ Facility Directory (Northwest United States), 2000; NOAA/ FAA Seattle Sectional Aeronautical

Chart, 2000.


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GENERAL AVIATION ACTIVITY GENERAL AVIATION FUNCTION AND ROLE The FAA recognizes three broad categories of aviation: 1) general aviation; 2) certificated air carrier, and 3) military. General aviation includes all civilian aircraft other than the certified air carriers, and represents the largest component of the national air transportation system. Convenient, safe and rapid accessibility is one of the most important variables affecting community growth and economic vitality. General aviation represents the largest, and in many ways, the most significant segment of the national air transportation system, accounting for 96 percent of all civilian airports, 96 percent of all civilian aircraft, 86 percent of all pilots, and about 78 percent of all aircraft operations. As identified by the airport survey and other airport-related interviews, the general aviation activities at the Bowers Field Airport support a variety of direct and indirect aviation services, including:

♦ Recreational / personal flying ♦ Flight instruction and training ♦ Personal business / executive transport ♦ Farming / agricultural-crop spraying ♦ Airframe / power plant maintenance ♦ Scheduled flying events / programs ♦ Government / University / DNR / Sheriff ♦ Aerial fire fighting training / missions ♦ Emergency medical service ♦ Utility and transportation surveillance

SUMMARY OF CURRENT AIRPORT ACTIVITY SUMMARY OF BASED AIRCRAFT AND HISTORIC ANNUAL OPERATIONS Table 2.7 summarizes the historic number of based aircraft, registered aircraft and annual operations (local, itinerant, air taxi, and military) at Bowers Field Airport since 1980. Historic general aviation activity at Bowers Field was derived from FAA 5010 Airfield Inspection Forms on record with the Seattle Airport District Office (ADO), FAA Census of U.S. Civil Aircraft (1980-1999) and activity levels identified in the 1990 Bowers Field Airport Master Plan Update. This information provides the most reliable source of recorded airport activity, and serves as a basis for establishing patterns and trends. It should be noted, that as a non-towered facility, “estimates” of reported traffic are periodically submitted for update of the FAA 5010 Form, sometimes resulting in erratic changes in operational levels. Local reporting of traffic is typically not based on actual counting methods or statistical sampling. The “current” level of 55,000 annual operations at Bowers Field for the year 2001 has been determined from actual Bowers Field Airport survey responses, interviews with airport users, and professional judgement regarding unidentified traffic.


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Table 2.7 Historic Aviation Activity


Year

Single- Engine Aircraft

Multi-

Piston/ Turbine

Rotor-Wing

Aircraft

Total Based

Airplane

Registered

County Aircraft

Total Local

Operations

Total

Itinerant Operations

Total

Annual Operations

1980 29 2 2 31 52 (60%) 9,000 5,075 14,075

1985 28 4 2 32 46 (70%) 7,400 6,600 14,000

1990 28 4 2 32 55 (58%) 7,400 6,600 14,000

1995 45 4 2 49 59 (83%) 15,279 13,549 28,828

1998 45 4 2 49 63 (73%) 16,500 14,445 30,945

2000 45 4 2 49 66 (68%) 33,000 (60%)

22,000 (40%) 55,000

Based Aircraft – An actively registered general aviation airplane based at a select airport, which regularly uses the airport as the primary “home-base” for filing flight plans, frequently uses available airport amenities, and/or maintains a formal commitment for long-term parking/storage. Aircraft Operation – One aircraft operation is one take off or one landing of an aircraft. Aircraft operations are identified as local and itinerant. Local operations consist of those within 20-nautical miles of the local airport vicinity. Itinerant operations include a terminus of flight from another airport at least 25 miles away. Registered County Aircraft - County Registered Aircraft are registered US general aviation fixed-wing aircraft, by county, as published in the Census of US Civil Aircraft by the USDOT, FAA (FAA APO-94-10). Note: “Total Based Aircraft” tabulation does not include ultralights, glider or rotorwing aircraft. Note: ( ) 2000 BWR estimate of airport activity based on October 2000 site inspection / survey responses.

Source: FAA 5010 Airfield Inspection Forms (1980-2000); Discussions with airport personnel/ patrons. U.S. Registered General Aviation Aircraft by Aircraft Owner - FAA Census of U.S. Civil Aircraft (1980-1999). GENERAL AVIATION ACTIVITY Bowers Field has experienced an increase in activity of based aircraft and traffic over the past 20 years, mainly attributed to gains in general aviation utilization rates brought about by stimulated economic conditions along with growth of flight training activity. The following summarizes the predominant general aviation user categories at Bowers Field, along with activity levels, trends and potential changes in activity:

Corporate/Business Aircraft Activity: As assembled from user survey information and personnel interviews, total itinerant business/corporate/government flights at Bowers Field are approximately 2,500 to 3,000 per year (5% of total operations). Traffic conducted by twin-piston and turboprop business flights average 2,000 to 2,500 annual operations (3.2 flights per day), with business jet activity averaging around 200 to 300 annual operations (10 flights per month). In addition to aircraft operations, business activity at Bowers Field accounts for an estimated 2,250 passengers (visitors) per year (2,000/2 itinerant flights x 2.25 passengers per flight). The majority of interviewed transient business users are familiar with Bowers Field, with most conducting business in Ellensburg and averaging a one to two-day visit. The majority of airport-related


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business activity appears to be conducted by the same core of 10 to 12 businesses located in the region, with business use of Bowers Field remaining constant during the past several years. Several users have business interests beyond Ellensburg, using Bowers Field due to inadequate airport facilities at Cle Elum (Trend West) and other nearby private strips, or for re-fueling purposes. Most business flights are intra-state trips, with some flights originating as far a New Jersey, including companies with fleets comprising of both turboprop and small to medium cabin business jets. As documented, most business jets using Bowers Field are small, or light jets. Central Washington University (CWU) Flight Training Program Activity: The CWU flight training program is a FAR Part 141 Certified Flight Training School operating at Bowers Field. The flight curriculum offers private, instrument, commercial and advanced flight training (twin and ATP), including an advanced pilot recruitment program aligned with Horizon Air (Alaska Airlines). Under the current agreement, the FBO (Midstate Aviation) conducts the flight training activities for CWU, operating a total of 15 dedicated aircraft (includes 7 seven single-engine Cessna 152s, 2 Piper Warriors 2 Piper Cadets, 1 Piper Archer, 2 retractable gear Piper Arrows, and 1 twin-engine Beechcraft Duchess). The CWU flight program has experienced substantial growth since 1990, contributing a significant increase in airport operations. Based on information provided CWU Aviation Department, the flight program enrolls an average of 185 students (student enrollment per flight phase was not indicated). The fleet of flight training aircraft logs approximately 11,000 hours per year (733 per aircraft). Based on Midstate Aviation annual aircraft utilization, the CWU flight training activity accounts for approximately 40,000 to 44,000 annual operations per year at Bowers Field. Approximately 60 to 70 percent of all CWU flight training are “local” operations, consisting primarily of touch & go practice conducted mostly at Bowers Field, but also other surrounding public-use airports. A large portion of instrument approach activity (training during visual and actual conditions) and nighttime operations at Bowers Field is attributed to CWU traffic. The current CWU utilization rate (operations per aircraft) is around 3,000, a rate comparable to reported levels in 1990. Based Aircraft Activity: Overall, based aircraft users had a high incidence of business usage for their planes. Recently based aircraft have entailed small single-engine aircraft (4 to 6 seats), with a moderate trend towards more sophisticated twin aircraft activity. The Bowers Field Pilot Survey of based aircraft users indicated that activity levels would remain nearly constant, and or increase in the future. According to collected survey responses, Bowers Field based aircraft airport users contribute approximately 6,500 annual operations. All respondents plan to keep their existing aircraft, with two (2) individuals indicating future plans to upgrade to a twin piston powered aircraft. Overall, the respondents found the current landside and airside facilities in adequate condition and size to meet their aviation needs.


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HELICOPTER ACTIVITY The Washington State Department of Natural Resources (DNR) is a significant airport user operating from the DNR Southeastern Regional Headquarters located to the west of the main terminal/ apron area. The DNR has, during the fire season- March through September, based at the airport two (2) to four (4) turbine powered Bell UH-1 “Huey” helicopters. The DNR fire attack helicopters, manned by a crew of five (5), conduct an average of approximately 750 operations (1.4 percent of total annual operations) depending upon the severity of the fire season. The DNR fire attack helicopters are based at the Olympia Airport (OLM) throughout the remaining months of the year. It should be noted that the DNR is proposing a plan to base five (5) to seven (7) modified rotor-wing aircraft at Bowers Field as a staging/ forward area for fire attack helicopters throughout the year, particularly during the fire season. MILITARY ACTIVITY Annual military activity at Bowers Field has remained relatively constant during the past five (5) year period and currently experiences approximately 100 operations (1998) annually by fixed-wing and rotary-wing aircraft from the region’s active duty, reserve duty and national guard bases. This trend is expected to remain constant as demonstrated by historical military operational activity. EMS/ MEDIVAC/AIR AMBULANCE AVIATION ACTIVITY According to Ellensburg Fire Department information, annual Emergency Medical Services (EMS) and air ambulance aviation activity at Bowers Field consists primarily of medium sized twin turbo-prop aircraft conducting approximately 40 flights per year (80 annual operations). Airlift Northwest of Seattle and MedStar based at Moses Lake, are the two primary air ambulance companies providing service at Bowers Field. In addition, rotor-wing aircraft operated by the Washington Air National Guard, primarily the Bell UH-1 “Huey” and the Sikorsky UH-60 “Blackhawk” helicopters, provide limited medivac transport at Bowers Field. The remainder of the EMS/ Medivac services and activity are conducted at the Kittitas County Community Hospital helipad. AIRCRAFT FLEET MIX Table 2.8 identifies specific aircraft types (models) by design category currently operating at Bowers Field Airport. The type and category of aircraft included in this table are the most common aircraft typically operating at general aviation airports with comparable airside and landside facilities and aviation related services as Bowers Field. Table 2.9 depicts the estimated present mix of aircraft operating at the Bowers Field Airport. The mix activity has been determined in accordance with the total estimated 2000 level of activity, as reflected by the airport reference code (ARC) classification. The aircraft mix was calculated utilizing known local and transient operators (FAA records, site-observations, as well


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as pilot/ passenger and business interviews) combined with a review of historic activity records to determine an estimate of the overall frequency and types of activity.

Table 2.8 Common General Aviation Aircraft Type By Airport Reference Code


Aircraft Type / Associated User Aircraft Type Estimated Annual Operations

Percent of Total Annual Operations

Small and Large Piston Aircraft ARC A-I piston/turbo-propeller aircraft 50,996 92.7%

ARC B-I piston-propeller aircraft 3,126 5.7%

Business Aircraft

ARC B-I to B-II turbo-propeller aircraft 711

ARC B-I to B-II business jet aircraft 116

ARC C-I / C-II / D-I / D-II business jet aircraft 51

1.59%

Estimated Total Annual Operations (1999) 55,000 100%

Airport Reference Code (ARC B-I Aircraft)

Airport Reference Code (ARC B-II Aircraft)

Airport Reference Code (ARC C-I / C-II Aircraft)

Twin-Propeller (ARC B-I)

Beechcraft (Bonanza Series) Beechcraft (Baron Series) Beechcraft (King Air F90) Cessna 210 (Centurion)

Cessna (Twin 400 Series) Piper PA-46-350 (Malibu Mirage) Piper PA-34-220 (Seneca Series)

Piper PA-30-310 (Navajo/ Chieftain)

Business Jets (ARC B-I) Cessna Citationjet Series-

CJ1 and CJ2 Beechjet 400A (Diamond Jet)

Beechcraft/ Raytheon Premier I Rockwell Sabre 40/60 Sino-Swearingen SJ30 Vantage Business Jet

Twin-Propeller (ARC B-II) Piper PA-42 (Cheyenne III) Beechcraft (King Air C90) Beechcraft (King Air 100)

Beechcraft (King Air B200) Beechcraft (Super King Air B300) Beechcraft (Super King Air 350)

Beechcraft 1900D Beechcraft (Duke Series) Beechcraft (Queen Air)

Cessna 425 (Conquest II) Mitsubishi (MU-II) Marquis

Business Jets (ARC B-II / B-II+10)

Cessna Citation (550 Series) Dassault Falcon 20/50/900/900EX Raytheon/ Hawker 800XP/1000

IAI Astra SP/ SPX

Business Jets (ARC C-I)

Learjet 24/25/31A/45/54/55/60 Hawker-Siddley 600/725

IAI Jet Commander IAI Westwind I/II Sabreliner 75A

Business Jets (ARC C-II)

Cessna Citation VII (650 Series) Cessna Citation X (750 Series) Canadair Challenger 600- 604

Dassault Falcon 2000 Gulfstream Aerospace G-III Raytheon/ Hawker Horizon

IAI Galaxy

Source: BWR Airport User Survey (1999), Site Inspection (1999), Interviews, (1999). BWR Aircraft Database, 2000; FAA Advisory Circular 150/ 5300-13, Change #6, Airport Design, Appendix 12.


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Table 2.9 Existing Aircraft Mix by FAA Design Grouping


Aircraft Approach Category (AAC) Aircraft Approach Speeds Percent

Activity Operations

Category A Less than 91 knots 92.9% 51,093

Category B 91 knots or more but less than 121 knots 7.0% 3,848

Category C 121 knots or more but less than 141 knots 0.1% 53

Category D 141 knots or more but less than 166 knots 0.0% 6

Category E 166 knots or more 0% 0

TOTAL 100% 55,000

Airplane Design Group (ADG) Wingspan Percent

Activity Operations

Group I Up to, but not including 49 feet 98.5% 54,175

Group II 49 feet up to, but not including, 79 feet 1.5% 825

Group III 79 feet up to, but not including 118 feet 0.0% 0

Group IV 118 feet up to, but not including 171 feet 0% 0

Group V 171 feet up to, but not including 213 feet 0% 0

Group VI 213 feet up to 261 feet 0% 0

TOTAL 100% 55,000

(AAC) Aircraft Approach Category - This grouping is based on 1.3 times the stall speed of the aircraft at the maximum certified landing weight in the landing configuration (knots). (ADG) Airplane Design Group - This classification groups airplanes by wingspan. Note: The aircraft approach category (AAC) is classified from A to E, and the airplane design group (ADG) is

classified from I to IV. Combined, the two classifications produce an Airport Reference Code (ARC) which yields specific characteristics about the type of airplane that the airport is designed to accommodate.

Source: BWR Aviation Inventory, September 2000; FAA Advisory Circular 150/5300-13, Change #6, Airport

Design, Appendix 12.


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RUNWAY USE/ACTIVITY PATTERNS Table 2.10 summarizes the percent of operations conducted on each runway by various category of aircraft and type of condition or activity. The percent of runway use was determined in consideration of weather conditions, predominant and peak wind characteristics, physical runway attributes, and information provided by airport survey responses and FBO comments. Runway 11-29 Activity Runway 11-29 is the predominately used runway, except for flight training activities, which can sometimes reach a 50% / 50% split between Runway 11-29 and 7-25. Runway 11-29 provides an operational advantage for takeoffs and landings. For takeoffs, the Runway 29 end is aligned with the full-length parallel taxiway system (Bravo) serving Runway 7-25, and is closest runway end to the main terminal area. More relevant than takeoffs, prevailing northwest winds dictate landing preference to the Runway 29 end, which results in an additional 1,500-foot taxiing distance to the main apron. Runway 7-25 Activity During calm wind conditions (typically less than 10 knots), CWU designates Runway 7-25 as the “active” runway for flight training, principally to accommodate the touch & go operations conducted by primary students. Runway 7-25 provides an advantage for flight training due to its longer landing area, favorable terminal area visibility, and multiple runway turnoffs. During peak hour operations (occur during good weather conditions and low winds), it is not uncommon to have multiple aircraft (3 to 4 planes) in the traffic pattern simultaneously. Except during sanctioned airport events, peak hour activity results from touch & go traffic. It should be noted that Runway 7-25 is closed during the winter months (December 15 – February 28) to minimize snow removal efforts, and to preserve the surface pavement condition resulting from plowing. During this period, flight training activity commonly diminishes due to weather conditions and school curriculum schedules.

Table 2.10 Assigned Runway Use (Percent of Total Operations Throughout Year)


Aircraft Use Military Operations

Large Aircraft Operations

Flight Training

Night Operations

All Airport Operations

Runway 11-29 50% 55% - 60% 50% - 60% 100% 60% - 70%

Runway 7-25 50% 40% - 45% 40% - 50% 0% 30% - 40%

Note: Large aircraft are those over 12,500 pounds maximum gross take-off weight – primarily business planes. Note: Runway 7-25 not installed with edge lighting system.

Source: BWR, airport user interviews and inventory, September 2000.


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BOWERS FIELD AIRPORT USER INTERVIEWS/SURVEY RESPONSES A Bowers Field Pilot & Airport User Survey and Airport Business User Survey were distributed as part of the airport inventory process to provide information on airport usage, current facility needs, and improvement priorities. The questionnaires were mailed to all Kittitas County registered aircraft owners and to all major business listed by the Chamber of Commerce. A total of 66 questionnaires were mailed, of which 26 responded (39%). In addition to those who responded, five regional businesses were surveyed via a telephone interview. Where applicable, input from the surveys was incorporated into the report. Of the survey replies, all indicated that their respective activity levels would remain constant, or increase in the future. Two (2) of the survey respondents indicated that there was an imminent desire to upgrade from their current aircraft to a higher performance twin engine aircraft. In addition, survey respondents did not indicate that they had any desire to sell their current aircraft or discontinue use of Bowers Field. Overall, a majority of the based aircraft are utilized primarily for recreational purposes as consistent with most utility airports nationwide. From an airport needs standpoint, the survey respondents indicated that the most critical airside factors are: 1) lower approach minimums, as well as enhanced instrument approach procedures (precision/ non-precision); and 2) the physical condition of Runway 7-25 and select taxiways. The most critical landside concerns are: 1) the need for additional hangar storage space and upgraded hangar maintenance; and 2) the need for 24-hour airport services, most notably including fuel and terminal facilities (restroom access/public telephone). The following summarizes an additional concern commonly noted on the survey responses:

Enhanced airport security measures are required to properly protect the airport from potential intruders and unauthorized motor vehicles; and,

A significant number of survey respondents indicated concern regarding non-

compatible development adjacent to Bowers Field, and possible negative impacts which might occur to the airport.


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CRITICAL AIRCRAFT/ FAMILY OF AIRCRAFT Table 2.11 provides information about the existing “critical” aircraft at the Bowers Field Airport, which is the largest/ most demanding aircraft within a family of aircraft conducting at least 500 itinerant operations (combination of takeoff or landings) per year at the airport. The critical aircraft, which is evaluated with respect to size, speed, and weight, is important for determining airport design, structural and equipment needs for both the airfield and terminal area. At Bowers Field, the critical aircraft family is a large airplane (15,000 pounds) in the Aircraft Reference Code (ARC) B-II category, conducting approximately 800 annual itinerant operations (1.5 percent of total annual operations). Based on inventory findings, the most demanding ARC B-II aircraft at Bowers Field is the Beechcraft (Raytheon) Super King Air 350; a common eight (8) to eleven (11) passenger turbine-powered corporate/ executive cabin-class aircraft.

Table 2.11 Existing Critical Aircraft Information


Aircraft Type

& ARC

Wing Span

Aircraft Length

Aircraft Height

Max. Gross

Takeoff Weight

Ground

Roll Distance

Approach Speed

Raytheon (Beechcraft)

Super King Air 350 (ARC B-II)

57.11’

46.8’

14.4’

15,000 lbs.

3,300’

105 KIAS

Note 1: Takeoff weight indicates maximum takeoff and ramp weight, respectively. Note 2: Takeoff distance computed for using pressure altitude, and the following operating conditions: 59°F

(standard ambient atmospheric) & 89.6°F (mean maximum), no wind, normal aircraft operating takeoff conditions, including; no flaps and no runway grade differential.

Note 3: The Airport Reference Code (ARC) yields specific characteristics about the type of airplane that the airport

is designed to accommodate. The current aircraft mix activity is determined in accordance with ARC design classifications in the Advisory Circular 150/5300-13, Change #6.

Source: BWR, Aircraft Performance File, 2000, Raytheon Aircraft, Wichita, Kansas.


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LAND USE AND REGIONAL PLANNING The principal land use factors for consideration of land use planning and zoning in and around an airport include the runway protection zones (RPZ), natural and man-made obstructions to flight, aircraft noise, and potential development in the vicinity of the airport. AIRPORT LAND USE / DEVELOPMENT The airport property totals 1,032 acres in fee title, including 138 acres dedicated for industrial park purposes south of the airfield. Airport property not used for aeronautical or commercial purposes is available for farming per agreement with Kittitas County. Airport Industrial Park Table 2.12 provides information regarding the on-airport industrial park as operated by Kittitas County, including tenant name, type of business, leased acreage and property description. The industrial park site is currently occupied by manufacturing-related businesses, an emergency communications center, and CWU flight facilities. Approximately 38 acres of the industrial park is leased (occupied), with available lots served with roadway access and utilities.

Table 2.12 Bowers Field Industrial Park Tenant Information


Tenant Business Leased Acreage Property Description

Phoenix Economic Dept. Economic Development 3.485 Parcel # 0700-001

CWU Flight Tech. Building Aviation Education/ Flight Training 2.342 Parcel # 0300-008

Ellensburg Trap & Skeet Club Outdoor Sporting/ Target Shooting 19.979 Parcel # 1100-001/ Parcel # 0600-001

KittCom Kittitas County Emergency Communications Facility 1.49 T 18, R 18, Section 25;

Block 1200

Ellensburg Cedar Woodworking/ Furnishings 1.085 Parcel # 1200-002

Elmview Industries Vocational Support for Disabled 2.24 Parcel # 1200-003

Miller Refrigeration Refrigeration/ Heating and Cooling 0.273 Parcel # 1400-002

Cascade Pallet Wooden Pallet Manufacturing 6.0 Lot # 1800 East #1/ Lot # 1800 West #2

Freshcoat Painting, Inc. Residential/Commercial Painting N/A Parcel # 0300-002

Source: Kittitas County Public Works Department, Surveying, October 2000.


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Washington State Department of Ecology Toxics Cleanup Program As a prior military field, environmental considerations are currently being studied as part of future development of the airport for aeronautical and commercial purposes. The Washington State Department of Ecology Toxics Cleanup Program conducted an investigation (sampling) at the Formerly Used Defense Sites (FUDS) Ellensburg Army Airfield to determine impacts of past Department of Defense practices. A December, 1998 report revealed the presence of excessive hard metals and petroleum products which have apparently contaminated soils and groundwater at several on-airport locations, including an area west of the airfield and to the south of the terminal area, which has been identified for future industrial park/roadway development. SURROUNDING AIRPORT AREA Topographical Features The terrain surrounding the airport can be classified as mainly level terrain accented by gently rolling and hilly uplands, with the airport located on an upsloping area. Moderately sloping and rolling valleys rise to an elevation between 1,500 to 1,580 feet above sea level in the airport vicinity. The topography in the region is comprised of low-lying irrigated valleys, consisting of soil compilations of moderately well drained soils containing silty, clayey materials. Land immediately to the south-southwest of the airport property slopes into the low-laying Cascade Canal, which crosses southwest of the airport. Several intermittent drainage reliefs, basin areas and retention ponds are located in the immediate airport vicinity, with watersheds flowing across the airport in a northeast to southwest fashion. Surrounding Airport Land Use The majority of land surrounding the airport is currently rural and unimproved. Recent residential and commercial growth patterns are extending northward from the City of Ellensburg towards the boundary of the airport. This pattern is largely due to roadway and utility improvements made by the County, and the suitability of developable land as identified within the urban growth boundary. Areas immediately north, east and west of the airport are presently used for agricultural purposes, including hay production and grazing. Land immediately south of the airfield is dedicated to light commercial, with sparse urban residential development further south. Unincorporated areas on the north side of the airport (north of Hungry Junction Road) include widely scattered farming residences, while housing to the south of the airport vicinity involves single family subdivisions. Exhibit 2.5 depicts Bowers Airfield Zoning & Kittitas County Land Use (9/28/00), identifying designated land uses in the Ellensburg area.

Bowers Field Airport Airport Master Plan Updtae, Kittitas County, Washington

Source: Kittitas County GIS/ Planning Department, Bowers Airfield Zoning & Kittitas County Land Use Map, January 2001. Page - 37

K:\2000-312\AMP\AMP-REPORT\OTHER\KITTITAS ZONING.DOC


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The City of Ellensburg boundary extends north to airport property, while the urban growth boundary extends south to the Airport Operations Area (terminal area), which includes the Airport Industrial Park but not the airfield. The areas to the west, north and east of the airport are zoned as “Rural”. Areas to the south, and within the urban growth boundary, include a mix of zoned uses, including “Industrial” (I), “Low Density Residential” (LDR) and “Open Space” (OS). Areas south of the industrial zoned districts are identified for “Heavy Density Residential” (HDR) and “Urban Density Residential” (UDR). Current phased development of land to the southeast of the airport is planned as single family housing, with additional housing development expected in the future. Surrounding Development Several roadway improvements are being considered as part of the Airport/Industrial Park Master Plan Study. The proposed westward extension of Bowers Road between Look and Reeser Creek Road would enhance airport access through Ellensburg, providing a more direct route between Bowers Field and Interstate 90. The roadway extension, as proposed by the County, is intended to provide more favorable access for commercial traffic associated with existing and proposed industrial development in the Airport Industrial Park. An extension of Bowers Road is also being proposed southeast of the airfield, connecting to Look Road. Look Road, east of the airfield, was re-aligned in 1999 to provide for proper airspace clearance to the Runway 25 and 29 ends, which continues to transverse the proposed extension of approach lighting system to Runway 29. An additional proposed development adjacent to the airport involves options for the John Wayne Trail alignment, a public recreational trail planned south of the airport boundary to the Cascade Canal. Other major development within Kittias County includes the construction of the Trend West MountainStar luxury resort located in Rosland, near Cle Elum. Trend West is an exclusive mountain resort consisting of 7,400 acres of exclusive high-end mountain and valley property. The planned resort will include the development of nearly 3,250 home sites on properties ranging in excess of 1.5 acres. Main attractions include a 300 room hotel and convention center, a 1,200-unit condominium complex, two 18-hole PGA golf courses, a shopping district, health club, horse park and other amenities. Construction is expected to be completed by 2005. The developer of Trend West is based in Klamath Falls, Oregon, and currently uses Bowers Field for routine site visits and inspections. Further development of Trend West is expected to involve occupants and franchise interests which will increase their reliance on Bowers Field.


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AIRPORT ZONING AND LAND USE CONTROLS Kittitas County is charged with protecting and preserving the Kittitas County Airport, with the Kittitas County Planning Commission the responsible authority for the planning and zoning of land immediately adjacent to Bowers Field. The City of Ellensburg and Kittitas County operate under an interagency agreement for the review of proposed development and zoning issues in the vicinity of the airport. Kittitas County and the City of Ellensburg have previously adopted height-and-hazard zoning ordinances for Bowers Field based on FAA FAR Part 77 imaginary surfaces for the control of the height of man-made or naturally-occurring structures in the vicinity of the airport per Kittitas County Charter (K.C.C. Ordinance 83-Z-2(part),1983) 17.58. Through a public meeting and review process, Kittitas County, in cooperation with the City of Ellensburg, amended Kittitas County Code Title 15, Chapter 17.58 (County Sections 17.58.010-17.58.110 / City Sections 13.11.010–13.11.110) of the Airport Zone Ordinance to further protect and preserve the Kittitas County Airport. On July 17, 2001, the Board of County Commissioners adopted a comprehensive Airport Zoning Ordinance modeled from WSDOT, Aviation Division, Airports and Compatible Land Use. The ordinance is intended to protect Bowers Field from incompatible land uses as consistent with established airport safety area boundaries, airport noise and the height of structures based on imaginary airspace surfaces. The goal of the zoning ordinance is to preserve the public investment in Bowers Field through appropriate controls to prevent the creation or establishment of airport hazards, as necessary to protect the public health, safety, and general welfare, and to promote the most appropriate use of land and activities. Exhibit 2.6 depicts the Bowers Field Accident-Potential and Airspace Zones as adopted per the Airport Zoning Ordinance. The Airport Safety Zones, per the Airport Zoning Map involves use restrictions and permitted uses per the following zones:

1,000 Foot Runway Extension 200 Foot Runway Extension Airport Operations Area Inner Safety Area Outer Safety Area Runway Surface Runway Protection Zones Sideline Safety

The Airport Zoning Ordinance, which is based on the current geometric airfield system design (runway layout) involves provisions for a future precision instrument approach to Runway 29, which substantially increases the size of the “Approach Zone” to the southeast of the airport (to Fourth Parallel Road) as protection against future airspace obstructions. All other runway “Approach Zones” are consistent with current airspace criteria and runway instrumentation.


Source: Kittitas County Public Works/ GIS Department, County/ Airport Zoning Map, December 2000. Page - 40

K:\2000-312\AMP\AMP-REPORT\OTHER\KITTITAS ZONING#3.DOC


Page - 41


CLIMATIC CHARACTERISTICS Climatic characteristics are used in determining runway length requirements, crosswind coverage, and navigational and lighting aids to support instrument approaches. Activity during instrument meteorological conditions (IMC) provides an indication as to critical weather occurrences, and are expressed as the percent of time visibility is impaired due to cloud coverage, and to establish the need for navigational facilities based on FAA criteria. CLIMATIC ANALYSIS Climate information and related information for the Ellensburg and Kittitas County area was collected from the nearest first-order National Weather Service (NWS) reporting station in Yakima, Wahsington (1945 to 1995), as well as the International Station Meteorological Climate Summary (ISMCS), Version 4.0. These two weather data sources include a weather summary or synopsis for the entire Columbia Valley region. The weather patterns for the Bowers Field area are relatively mild and dry with the Pacific Ocean being the influencing factor. The climatic characteristics resemble both maritime and continental climates. Summers months are hot and dry having wide fluctuations in temperature and rainfall amounts while the winter months are classified as having cool temperatures with relatively small amounts of snowfall and precipitation. The area is characterized by a wide-range of yearly mean temperatures, relatively low humidity, and light average wind velocities. The annual mean temperature of the warmest month for the region is 73°F, with mean temperature ranging from 70°F (July) to 29°F (January). Hotter than standard temperatures (59°F) occur an average of 237 days per year. The mean maximum temperature for the hottest month (July) is 87.3°F. Precipitation occurs primarily during the late fall and early winter months (November through January) accounting for approximately 50 percent of the total annual rainfall. Precipitation amounts vary widely during this period, averaging from three (3) to five (5) inches, as attributed mostly to steady rain shower activity. Winter precipitation is often present in the form of snow, sleet and glaze averaging approximately 22 inches of snowfall during early January through March. The predominant wind flow in the region, including Bowers Field and the surrounding Ellensburg area, originates from the west during the winter months and from the north-northwest during the late spring and summer months with an average velocity of 7 to 10 knots. The predominate sky cover is scattered to broken cloud layers being recorded an average of 132 days (36 percent) per year while skies are recorded as clear approximately 102 days (28 percent) per year. On average, instrument meteorological conditions (less than three (3) nautical miles visibility and/or 1,000 feet above ground level (AGL) ceiling) are experienced approximately six (6) percent (23 days) of the time during the span of a year.


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AIRPORT WIND ANALYSIS Area wind characteristics were studied to determine the impacts of all-weather and instrument crosswind conditions on the existing runway alignment. Wind data was obtained from the National Oceanic and Atmospheric Administration (NOAA) National Climatic Data Center, as reported hourly at the Bowers Field Airport Automated Surface Observation System (ELN ASOS), Ellensburg, Washington (October 1998 to January 2001 - 27 months). Combined, the data included 18,195 all-weather, and 581 instrument meteorological condition (IMC) observations. The Runway 11-29 and 7-25 orientation, as originally aligned, corresponds with prevailing Columbia Valley wind conditions. Wind coverage, expressed as a percent of time below an acceptable velocity, is the resulting component of wind speed and relative direction acting at right angles to the runway. For planning standards, the desirable wind coverage is 95 percent for the primary runway, and is computed on the basis of the crosswind component not exceeding 10.5-knots for ARC A-I and B-I aircraft; 13.0-knots for ARC A-II and B-II aircraft; and 16.0 knots for ARC A-III; B-III and C-I to D-III general aviation aircraft. By design, a small aircraft (less than 12,500 pounds) should be able to operate 95 percent of a given period without experiencing a crosswind component greater than 10.5-knots. The airport layout plan drawing depicts the all-weather and instrument windrose, with the strongest winds occurring as peaks indicated by the percent of observations. Table 2.13 shows the percent of all-weather wind coverage for the 10.5, 13.0 and 16.0-knot wind velocities. Exhibit 2.7 graphically represents the all-weather wind observations, with the strongest prevailing winds occurring as spikes. ALL-WEATHER WIND CONDITIONS On an annual basis, Runway 11-29 provides 99.45 percent wind coverage at 10.5 knots (12 miles per hour), while Runway 7-25 achieves 80.51 percent wind coverage at 10.5 knots, with a combined wind coverage of 99.85 percent at 10.5-knots for both runways. Because of the predominate winds from the northwest, Runway 11-29 achieves in excess of the 95 percent crosswind component required to accommodate small aircraft. From the standpoint of wind analysis, a crosswind runway at Bowers Field is not a design requirement. INSTRUMENT WIND CONDITIONS Table 2.13 also shows the percent wind coverage during instrument conditions. Runway 11-29 provides 99.90 percent wind coverage during IMC conditions (visibility less than 3 miles and/or ceilings at or below 1,000 feet AGL) for the 10.5 knot wind condition. Similarly, Runway 7-25 also provides 100 percent wind coverage during 10.5 crosswind conditions. Combined, Runways 11-29 and 7-25 provide 100 percent 10.5 knot wind coverage.


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STRONG ALL-WEATHER WIND CONDITIONS Table 2.13 also shows strong wind characteristics (greater than 10.5-knots) during all-weather conditions. Currently, Runway 11-29 and Runway 7-25 capture nearly 33 percent of the strong wind conditions (wind velocity in excess of 10.5 knots and within 30 degrees of the runway centerline alignment) approximately 119 days per year.

Table 2.13 Percent Crosswind Runway Wind Coverage for All-Weather and IMC Wind Conditions


Runway Alignment (True Bearing)

Crosswind Component Wind Speed & Corresponding ARC

Percent All-Weather

Wind Coverage

Percent IFR/ IMC

Wind Coverage

Runway 11-29 (S 132.98° E True)

10.5 knots (A-I and B-I) 13.0 knots (A-II and B-II)

16.0 knots (A-III; B-III, C-I to D-III)

99.45% 99.83% 99.98%

99.90% 99.99% 100.0%

Runway 7-25 (N 87.94°E True)



80.51% 88.83% 95.56%

100.0% 100.0% 100.0%

Combined Runway Coverage

Runway 11-29 & 7-25



99.85% 99.97% 99.99%

100.0% 100.0% 100.0%

Total – Calm and Light Winds 67.3 %

Percent of Strong Winds (Greater than 10.5 knots) 32.6 %

Note 1: The percentage (%) indicates the percent of time wind coverage is provided for a Particular velocity. The greater the percent, the more desirable the wind coverage.

Note 2: True runway bearing(s) are used to calculate wind calculations. Calm winds = 0 to 10 knots.

Source: National Climatic Data Center (NCDC); Ellensburg Automated Surface Observation System (ELN ASOS), Bowers Field Airport, Ellensburg, Washington (October 1998 to January 2001).


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Source: National Climatic Data Center (NCDC); Ellensburg Automated Surface Observation System (ELN ASOS), Bowers Field Airport, Ellensburg, Washington (October 1998 to January 2001).

Exhibit 2.7: Percent All-Weather Wind Coverage (Knots)- Ellensburg ASOS, Bowers Field Airport (ELN)

0

100

200

300

400

500

600

700

800

90010

2030

40

50

60

70

80

90

100

110

120

130

140

150

160170

180190

200210

220

230

240

250

260

270

280

290

300

310

320

330

340350

3600-3 kts.

4-6 kts.

7-10 kts.

11-16 kts.

17-21 kts.

22-27 kts.

28-33 kts.

34-40 kts.

41+ kts.


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SOCIO-ECONOMIC CHARACTERISTICS REGIONAL ECONOMIC INDICATORS The following socio-economic information has been collected to understand current conditions, and to make assumptions about the future level of aviation activity at Bowers Field based on comparison with state and national general aviation trends. As confirmed by studies conducted by the U.S. DOT, the levels of general aviation activity are traditionally associated with the socio-economic trends (population, employment, earnings and income levels, commercial and industrial growth) within the airport service area region. Significance of General Aviation to Community Development Whether large or small, an airport serves as a basis for employment, a purchaser of goods and services (source of taxation), an inducement for industrial/commercial development, and an important link in connecting the community with the national transportation system. An adequate airport can help attract and retain commercial development in the community. Although the presence of an airport is not usually the overriding reason a community is selected by an industry, if all other things are equal, a community with an airport will have a direct advantage over a community without an adequate airport. Manufacturing companies of durable goods, similar to those established at Ellensburg and surrounding area, typically rely on general aviation services with less frequently than those involved with the service-related goods. This characteristic is primarily due to distribution reliance using rapid ground delivery and shipping practices, nationalized marketing efforts, and transportation needs of technical sales and marketing aspects of the business. OVERVIEW OF KITTITAS COUNTY REGIONAL ECONOMY The City of Ellensburg, incorporated in 1872, serves as the County Seat, and is the largest and principal commercial center in Kittitas County. Kittitas County was officially organized in 1883. Once an agricultural and mining-based community, today, the City of Ellensburg and Kittitas County’s economy are substantially invested in manufacturing, smaller independent retail trade businesses, and government institutions (college). As a major employer, Ellensburg is the home to Central Washington University, a four-year college enrolling over 7,700 students in bachelor degrees in business, arts and science. The manufacturing base in Ellensburg largely supports construction industry products. Most manufacturing industries comprise of small to medium-sized employment (less than 80 employees). The vitality of unincorporated areas within Kittitas County rely on agricultural as the principal economic industry for employment and earnings, including hay and grain production, livestock and ranching. New industries within the County, including larger-scale real estate and recreational developments, are providing an additional economic component to the traditional economic sectors.


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POPULATION Table 2.14 provides populations information for city, county and state levels based on U.S. Department of Commerce/Bureau of the Census data. Population characteristics are regarded as indicators of a region’s economic conditions and economic potential. Past and projected population change is indicative of community economic trends, and can be used as a comparative indicator with state and national averages for overall general aviation trends. The 20-year Kittitas County population forecast is projected to grow at the same percentage increase (55%) of State population.

Table 2.14 Historic and Projected Population Levels – Ellensburg / Kittitas County Region


Year City of

Ellensburg Population

Kittitas County Population

State of Washington Population

Percent Ellensburg To County Pop.

Percent County To State Pop.

Historic Population Levels

1975 11,026 24,912 3,618,824 44.2% .68%

1980 11,755 24,940 4,154,678 47.1% .60%

1985 12,058 25,247 4,400,096 47.7% .57%

1990 12,360 26,725 4,901,289 46.2% .54%

1995 14,230 30,100 5,431,000 47.2% .55%

2000 (Not Published) 32,493 5,849,893 - .55%

Projected Population Levels

2005 - 34,700 6,291000 - .55%

2010 - 36,800 6,693,000 - .55%

2015 - 39,500 7,142,000 - .55%

2020 - 42,200 7,610,000 - .55%

Note: Forecast population levels (U.S. Census and State) are not available for city population.

Source: U.S. Department of Commerce, Bureau of Economic Analysis, 1998; Washington State Office of Financial

Management (OFM), Population Projections, 2000.

05,000

10,00015,00020,00025,00030,00035,00040,00045,000

1975 1980 1985 1990 1995 2000 2005 2010 2015 2020

Kittitas County Historic and Projected Population Levels

Kittitas County


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EMPLOYMENT Employment information is used to identify current trends and patterns with respect to major shifts in industries within the county, and is one measure of a community’s economic vitality. Economic diversity tends to afford a community the greatest job opportunities and thus attracts the migration/growth of the overall labor force. This trend can typically be related to general aviation (pilot population, business aircraft purchases, and charter use). Based on 1998 figures, local and federal government accounts for 32.9 percent of the workforce, the largest segment of county employment. Services assume 15.2 percent of the county employment, Retail Trade assume 13.4 percent, Transportation/ Public Utilities is ranked at 9.2 percent of the total earnings, as well as Manufacturing/ Durable Goods and Construction accounting for 8.3 percent and 5.6 percent, respectively, of the total earnings by industry. Within the last decade the fastest growing industry segment has been Construction increasing at an annual rate of 12.3 percent, while Government had the slowest overall growth rate of 5.5 percent.

Source: Regional Economic Information Systems, Bureau of Economic Analysis; Washington State University Cooperative Extension, 1998.

Kittitas County Earnings By Industry (1998)

32.9%

15.2%13.4%9.2%

8.3%

5.6%15.4%

State and Local GovernmentServicesRe tail TradeTransporta tion/ Public Util itiesManufacturing/ Durable G oodsConstructionOther

Washington State Earnings By Industry (1998)

28.4%

13.0%11.8%6.4%5.0%

4.7%

30.7%

ServicesManufacturing/ Durable GoodsState and Local GovernmentRetail TradeTransportation/ Public UtilitiesFinance, Insurance, and Real EstateOther


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PER CAPITA PERSONAL INCOME (PCPI) Table 2.15 provides the historic per capita personal income (PCPI) for Kittitas County based on real dollar values. The PCPI indicates the relative changes between income (earnings) and population. As the productivity of business and industry increases, PCPI also increases. Assumption of general aviation utilization can be made using the PCPI. During the past 10-year period, the Kittitas County PCPI has experienced a 4.4 percent average annual growth rate, compared with a state growth rate of 5.2 percent, and a national rate of 4.6 percent during the same period. Currently, the Kittitas County’s PCPI ranks 24th in the state, and is 70 percent of the state average.

Table 2.15 Adjusted Per Capita Personal Income (PCPI), Kittitas County


Year Kittitas County

Per Capita Income (PCI)

State of Washington Per Capita

Income (PCI)

Kittitas County

Percent of State (PCI)

United States Per Capita

Income (PCI)

County Percent of

United States (PCI)

1975 $5,179 $6,467 80.0 % $6,085 85.1%

1980 $9,030 $10,756 83.9% $10,030 90.0%

1985 $11,540 $14,432 79.9% $14,406 80.1%

1990 $15,148 $19,588 77.3% $19,142 79.1%

1995 $17,930 $23,709 75.6% $23,196 75.5%

1998 $20,241 $28,719 70.4% $27,203 74.4%

Note: As documented by FAA and USDOT Studies, the propensity to own a general aviation aircraft is directly related to the amount of "real dollar" disposable family income.

Source: U.S. Department of Commerce, Bureau of Regional Economic Information System (REIS), 1969-1998; University of Washington Cooperative Extension, 2000.

1975

1980

1985

1990

1995

1998

$0$5,000

$1 0,0 00$15,000$ 20,000$2 5,0 00$30,000

P er C ap ita P ers on al In co m e (P C PI) Su m m ary

K ittita s C oun ty S ta te o f W as h ing to n U n ite d S ta tes


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INCOME DISTRIBUTION Table 2.16 displays the distribution of household income for Kittitas County, the State of Washington, and the United States. Using income as a gauge to aviation activity, it is assumed approximately 26.8 percent of the county households earn income ($35,000+) capable of supporting general aviation flying. This contention is based upon the presumption that as annual household salary increases, the greater the likelihood of utilizing general aviation during the course of an individual’s business ventures or career.

Table 2.16 Household Income Distribution


Locale Less Than $15,000

$15,000-$24,999

$25,000 - $34,999

$35,000 - $49,999

$50,000 - $74,999 $75,000 +

Percent Above $35,000

Kittitas County 38.0% 20.0% 15.2% 14.8% 8.4% 3.6% 26.8%

Washington 21.3% 17.8% 16.8% 19.5% 15.8% 8.4% 43.7%

United States 24.3% 17.5% 15.8% 17.9% 15.0% 9.5% 42.4%

Note: Based on the dollar value of 1990, as well as the 1990 census.

Source: U.S. Department of Commerce, Bureau of the Census, August 2000.

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%

$15,000 $25,000 $35,000 $50,000 $75,000 $75,000+

Household Income Distribution

Kittitas County S tate of W ashington United S tates


Page - 50


AIRPORT ECONOMIC IMPACT During the Fall of 2000, the Washington State Department of Transportation, Aviation Division (WSDOT) commissioned the firm of Bucher, Willis & Ratliff Corporation to conduct the Washington State Aviation System Plan Aviation Demand Forecast and Economic Analysis Study. The purpose of the study was to, aside from determining the existing, as well as future state-wide aviation demand forecast activity, determine the initial and subsequent economic impact of all public use airports within the Washington State system of airports. The study approach consisted of quantifying the economic contribution that each airport makes to its community, as well as the impacts that accrue at the State level. Bowers Field Airport was surveyed and studied to determine its overall economic impact to the City of Ellensburg, Kittitas County, and South Central Washington State Region. In 2001, the findings of the study were submitted to WSDOT in a final deliverable format. The following passages and conclusions were taken directly from that study and transferred into the Bowers Field Airport Master Plan Update narrative report in its entirety. ECONOMIC IMPACTS The economic impacts of Washington’s airports were calculated using a methodology which has evolved over the past decade and is nationally recognized as the standard for conducting economic impact studies of airports. The methodology is consistent with analytical models used by the Federal Aviation Administration (FAA), and employs the use of direct survey information and an input/output model (IMPLAN) as developed by the U.S. Department of Commerce to determine multipliers specific to the state of Washington for “secondary” economic impacts. Types of Economic Impact - This study identified and examined those aviation activities at the public use airports in Washington that created economic impacts. These impacts are generated in three ways: 1) Direct, 2) Indirect, and 3) Induced Effects. Combined, the three impact types yield the total economic impacts of an airport, as described below. DIRECT ECONOMIC IMPACTS These economic impacts occur as a consequence of providing aviation services. These impacts usually occur at the airports, and comprise the financial expenditures by firms which carry passengers (air carrier, air charter or air taxi) or cargo; firms which serve the air carrier and general aviation functions (airport tenants); governmental agencies which support aviation; ground transport firms; and others. In every instance, the impacts include only expenditures where the recipient is located within each airport's service area. Approximately 6,100 visitors arrived at the Airport as a result of general aviation operations. The total combined direct output of on-airport tenants and general aviation visitors was


Page - 51


$3,209,806. These first-round expenditures were responsible for approximately 73 jobs and wages of $1,181,886. INDIRECT ECONOMIC IMPACTS (Secondary Impacts) These economic impacts occur as a result of the use of aviation service. They include the regional expenditures made by air passengers who visit the region (at hotels, restaurants, community facilities, etc.); expenditures by the region's residents associated with their use of aviation; and expenditures by firms having economic activity which is dependent on the airport. These indirect impacts accounted for output of $733,218 and 11 jobs providing $244,938 in wages. INDUCED ECONOMIC IMPACTS (Secondary Impacts) The "indirect" and "direct" impacts represent increases in regional final demand. Such increases do not represent total economic impact; there is also a "multiplier" effect. This multiplier effect comprises the local value of money as it circulates through the local economy and as individuals or firms associated with airport business buy goods and services in the local economy. Induced impacts accounted for output of $810,545 and approximately 13 jobs providing wages of $254,321. Each airport's total economic impact is the sum of the three types of impacts. TOTAL ECONOMIC IMPACTS The total economic impact across the state were quantified by adding together the direct, indirect and induced impacts for each airport, and interpreting, comparing, and presenting the results. The output of the IMPLAN model enabled the presentation of total economic impacts by airport in terms of three economic impact measures: 1) jobs (employment); 2) earnings (payroll), and; 3) economic activity (output). Each of these was determined based on individual multipliers per industry categories. In each case, total impacts include the aviation sector itself, as well as the “multiplier effect” of the aviation sector. The impacts were estimated using Year 1998 data. All three indicators of economic impact are useful; however, the monetary measures should not be added together, as discussed below:

Jobs (Employment) - The number of employees who are employed in the aviation industry, plus the aviation-oriented share of those that are employed in sectors that support the air passenger (hotels, restaurants, etc.) plus those employed in the industries included in the multiplier effect impacts. The number of jobs attributable to an industry is always greater than simply those in the industry itself, due to the "re-spending" of money. Total employment impact was approximately 97 jobs.


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Labor Earnings (Payroll) - The sum of the wages and salaries to all employed persons that the aviation industry pays, directly or indirectly, to deliver the output of final aviation demand. Earnings Impacts are always included in the Economic Activity totals, so they should not be summed with the Economic Activity impact. Earnings are a very conservative proxy for "value added." Earnings may be greater or less than the Direct and Use values depending on the industry type. Total earnings impact was $1,681,144.

Economic Activity (Sales Output) - The value of the aviation final demand (aviation or airport service), plus the "multiplier" effect (the sum of all of the intermediate goods and services needed to produce the aviation final demand, plus the induced impacts of increased household consumption). Total economic activity equals the sum of intermediate demands, consumption demand, government demand, investment demand, and net export demand. Economic Activity is always larger than both the Direct and Use values because it includes the multiplier effect. Total economic activity impact was $4,753,569.

Table 2.17 Bowers Field Airport- Economic Impact Summary


Economic Impact Categories

Direct

Impacts Indirect Impact

Induced Impacts

Total Impacts

Number of Jobs Supported Jobs (Employment) 73.4 10.9 12.6 97.1

Annual Salary Supported Labor Earnings

(Payroll) $1,181,886 $244,938 $254,321 $1,681,144 Contribution to Economy (Dollars)

Economic Activity (Sales Output) $3,209,806 $733,218 $810,545 $4,753,569

Source: WSDOT Washington State Aviation System Plan Aviation Demand Forecast and Economic Analysis Study, November 2001.


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INVENTORY SUMMARY / FINDINGS The information provided in the Inventory Chapter provides the foundation upon which the remaining elements of the Airport Master Plan are generated. Several findings were identified in the inventory section, through routine research and investigation, as well as discussions with the Airport Board which are related to the development of aviation facilities at the Bowers Field Airport.

Physical inspection of the airfield and review of recent pavement studies reveals the need for pavement repairs in the near future.

The majority of based aircraft are single engine planes. In recent years, there has

been a slight increase of more complex twin piston and turbine activity at Bowers, as consistent with national and state trends towards greater utilization of more sophisticated business aircraft. Further increases in Bowers Field traffic is likely to be contributed by CWU flight training, possible expansion of DNR facilities, and activity generated at the Trend West Resort near Cle Elum. The CWU flight training program continues to expand, providing an important aspect of airport operations and future potential for an increase in airport activity.

Runway 11-29 provides primary use due to wind coverage, operational

characteristics and equipment capabilities. As the primary, Runway 11-29 is not served by a parallel taxiway system. Runway 11-29 obtains sufficient crosswind coverage as to not warrant, from a wind analysis standpoint, a crosswind runway system. It should be noted that crosswind runways provide other operational benefits, as considered in the Airport Facility chapter.

The operational and equipment capabilities of Runway 11-29 and 7-25 are inconsistent with current instrument approach capabilities and airfield design. The ODALS approach lighting system does not provide an operational advantage to the existing published instrument approaches. Although Runway 7-25 permits more favorable instrument approach procedures due to terrain and surrounding military operating areas, it is not lighted, which restricts instrument approaches during night.

Improvements to the instrument approaches were identified as a top airfield priority.

Bowers Field instrument procedures are impacted by surrounding physical terrain, airfield design/equipment installation, and the Yakima Firing Center Restricted Area, land use constraints. The Ellensburg VORTAC entails navigational limitations that impacts the instrument approach capabilities to the airport. Further improvements to the existing and future instrument approach procedures should be pursued.

Based on survey responses and airport interviews, there appears to be a lack of

public awareness regarding Bowers Field amongst local area citizens.


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Documents

Bowers Field Airport - Kittitas County WA Bowers Field Airport is a public-use facility, owned and operated by Kittitas County. The The County is charged with maintaining and operating