South Lake Tahoe City Council
October 4, 2022

Lake Tahoe Airport – Rates & Charges Study
Stakeholder Tenant/User Meeting
August 31, 2022
Meeting Summary
Seth Dallol
Michael Swijacz
Michael Golder
Greg Felton
Jose Allen
Mario Filice
Others:

City Staff: Joe Irvine, Anush Nejad, and John Dickinson Consultants: Hilary Fletcher, Jviation and Nick Johnson, Johnson Aviation

1. Introduction – John Dickinson, Airport Manager
• Welcome and thank you for attending
• Current work at the Airport is focused on maintenance and reliability; tree removal; pavement maintenance
• Future projects – Airport Master Plan, potential CalFire base • Deferred maintenance
• 3 employees
• Enterprise fund of the City that can be self-sustaining

2. Joe Irvin – City Manager
• New team at the City and the Airport. Working together to set the Airport on a stronger financial path
• Want to hear input and ideas from tenants and users of the Airport • Introduced Anush Nejad, Public Works Manager – City has significant deferred maintenance; Airport needs hangars; FAA provides significant capital improvement grants that require 10 percent local match
• John Dickinson is new and was hired to bring focus and energy to the Airport enterprise

3. Hilary Fletcher – Jviation project lead
• Background and overview of Rates and Charges study
o Operational reliability
o Financially self-sufficient
o Reduce City subsidy
o Provide 10% match for federal grants
o CEQA environmental requirements for development projects; not eligible for federal grants but required for projects
o TRPA permit required for development
o Airport Master Plan and TRPA permit needed for additional federal grant funds 370

• Meeting participants comments and questions about the study:
o Airports Survey for Rates
 Add Carson City
 Add Minden
 Commercial property rates
o Back-up data on rates analysis – want to see more details o Destination airports
o Michael Golden
 Airport competition with 5 airports
 Apples to oranges between TVL and other destination airports  Disadvantaged with taxes CA vs NV on fuel and property  Other airports have less weather to deal with – snow removal  Out of area – attractive
 Last 20 years traffic decline
 Year after year increased fees
 Don’t believe that improvements will be made
 Economic Impact Study in the past showed Airport contributes to local economy
o Tenant in office building – 12 years
 Net Jets and similar users limited by company policy on winds and rising terrain
 Dangerous airport
 County Airport
 Demographics of residents?
o Greg Felton – Hanger 5
 process from here?
o Alternatives; why pay a premium?
o Michael Golder, FBO Manager – fees are too high, and hangars filled with boats • Hilary Fletcher (finished presentation)
o Summary of study findings
o List of Capital Improvement Program (CIP) needs
o Study included Constrained CIP needs - $600K/year included is less than the total CIP needs
o Rates and Charges change over 3 years but remain short of breakeven o Need local match (approx. 10%) for federal grants to make capital improvements o Finalize recommendations and present to City Council for adoption of new rates and charges

4. Anush Nejad, Public Works Director
• Rate increases difficult – spread over 3 years
• Still not in the black
• FAA regulations require effort by City to be self-sustaining • $500k in deficit in City for deferred maintenance
• City already subsidizing airport by renting space at Airport and paying shortfalls • Rates may be too high and drive out some users
371

5. Additional User Comments and Discussion
• Seth Dallol, new resident
o TVL is a destination airport
o Wealthy folks are majority users
o Charge more to visitors
• Michael Golden, FBO Manager
o One big financial mess
o 15-20 years (16 years) running FBO
o Easy lever to raise fees
o What is City going to do to raise utilization of airfield? o Sales tax on jet fuel is big disadvantage
o No fuel flow fee at Truckee
o Transient users can ferry in fuel and avoid buying at TVL o Landing Fee is disadvantage
o City Hall needs to pay full cost
o Hangars are full but not all have aircraft
o Need Hangar Inspection
o 30% non-aeronautical use estimated
o Believes hangars in high demand is bogus
• Nick Johnson re: Market Rates
o Increase operations to spread costs
o Years of degradation of airport facilities; need repairs o Believes snow removal equipment was given to City
 Discussion about snow removal equipment available and new equipment coming this snow season
 Discussion about snow blower shaft breaking last year and delay in getting replacement during snowstorm; closed airport for extended period; hurt operations and reliability
 City purchased parts and spares to be better prepared this year • Other additional comments on study and Airport in general:
o Need marketing plan
o Displaced threshold removal after trees are trimmed
o NAVAIDS are being repaired and back online
o Everybody can get behind paying more with better reliability and service o How do we know the City will follow through on changes? o Biggest obstacle – snow removal; snow on ramp
o Fuel truck access to fuel farm during snowstorms
o Need part time seasonal employees for snow removal
o More money into airport from other sources; charge casinos $250k each o Need more hangars
o Increase aircraft operations in projection [study held operations constant to be conservative on projections]
o 55 on hangar waiting list; charge fee to be on hangar waiting list o Increase operations
o Need a flight instructor based on the field
o Restart Airport Advisory Board/Airport Commission to advise City Council o Need new hangars; understand how to work with TRPA permitting process 372

• Closing comments from City staff
o Establish performance measure to assess success
o Obstruction clearing (save $1M)
o PAPI; localizer fixed
o Snow removal equipment purchases and repairs
o Snow removal contract in place for this coming snow season o Deicing not allowed due to environmental sensitivity/protection o Focus on making sure the Airport facilities are safe
o Focus on maximizing access to federal funding
o Thank you for taking the time to participate in the process

6. Meeting closed at 11:00 am.
373

APPENDIX B
374
NO. TIME DATE SUBMITTED BY COMMENT RESPONSE
1 2:58P 8/17/2022 Todd Maly to John Dickinson Hi John, will the rate increase for the RV spaces be for current renters. I pay for the space year-round but only use it in the winter. I spend lots of time up there snowboarding and I stay at the local campgrounds.

The rate for parking in the airport lot will
increase for all users and be charged on a per
space basis.
2 3:38P 8/17/2022 Gary Baker to John Dickinson Let me get this straight. We are currently paying double the hangar rent of the median comparison airport. And you intend to double that again? Did I read that right? The final report provides three plans for rate
increases with varying degrees of change to
airport hangar rates based on the proposed
timeframe for implementation. Current
hangar rates at Lake Tahoe Airport do exceed
the median rates identified in the analysis.
3 5:17P 8/17/2022 Todd Maly to John Dickinson I understand the change, but those spots have no security, no gate. It's just a parking spot. $56 is fair for the space. You should reconsider the increase.

Comment noted.
4 7:01P 8/17/2022 Mark Donnelly to John
Dickinson
Welcome aboard! Thanks for sharing the new rate and charges technical report. Comment noted.

I support the desire to make the airport fund self-sustaining. However, I urge you to be careful and more restrained with the hangar rate increases. Right now, you are proposing to almost double the rates over the next three years. Econ 101 will tell you that a huge price increase will result in a big drop in demand.

The resulting vacancies will hinder your goal to achieve a balanced budget. Reid Hillview Airport in San Jose raised tie-down and hangar rates to exorbitant levels a few years ago. The result has been huge numbers of empty tie downs and some hangar vacancies despite enormous regional demand for airplane storage space in the Bay Area. That has put the annual operating fund in a loss position. However, in the case of KRHV, that poor result was the desired outcome by local politicians who want to close the airport and redevelop the acreage into housing. The airport is falling into disrepair despite a record number of flight operations and huge demand at the FBO’s. I suspect the length of the KTVL wait list is artificial because it’s free to get on it! Your suggestion to charge a non-refundable fee to get on the wait list is a good idea. It’ll help clear out some of the lookers vs the folks who will actually lease a hangar. You should also require the people on the waitlist to actually have an airplane! You’ll then have a better idea of the true unfulfilled demand. I support increasing the hangar lease rates, but please do so at a more moderate rate (lower annual increases spread over a longer period). Almost doubling the rates over three years will clear some hangars and dramatically reduce the waiting list for sure. By your own study, after the proposed rate increases, the hangar rates at KTVL will be much higher than median prices for the airports in the comparison study. I am current T-hangar tenant and on the waiting list for a box hangar. Fortunately I am in a position to afford higher rates, but I’m worried about the impact to the airport and its users if the rates are to be increased so exorbitantly. There are lots of tenants with less expensive airplanes. When you increase the hangar price to be about 10-25% of the airplane value per YEAR, it’s gonna be rough! Taking advantage of the TRPA credits sounds great, especially if used to build good hangars at a fair price.

Our current hangar building can’t handle heavy snow load.

The Airport is proposing to collect a nonrefundable deposit to be on the waiting list.

The final report provides three plans for rate
increases with varying degrees of change to
airport hangar rates based on the proposed
timeframe for implementation. Current
hangar rates at Lake Tahoe Airport do exceed
the median rates identified in the analysis.

PUBLIC COMMENT LOG
TVL Rates and Charges Study
375
Speaking of snow, it’s unfortunate we can’t clear the snow effectively. Much of the winter, I can’t get my airplane in or out of the hangar without two hours of shoveling to clear a path in the hangar taxiway. That makes the hangar rent increases feel even more unfair because we only get partial use of the hangar due to the winter season lack of snow clearing. Getting City Hall to pay maintenance and utilities and a fair market rate sounds great. Collecting the landing fees and fuel flow receipts sounds like good business and likely to help. The car and RV parking rates look amazingly low, so an increase there makes sense to me.

Constructing more business and vehicle storage space sounds good. I can’t make the meeting on August 31st. I’ll be camping in the Sierras, which is an activityI hope you get to enjoy as a new resident of this beautiful area! I wish you well in your new job and hope you enjoy it very much. We have many challenges at KTVL, but also great opportunity. Best regards, P.S. I was executive in charge of global product pricing for Apple for several years, so I have a sound understanding of pricing impact on demand and how price increase exuberance may alter demand very unfavorably. Just sayin'… As outlined in the report, assumed future
expenses only accommodate the Airport's
current employment structure. The proposed
rate structure is intended to provide funding
to improve operational realiabilty, including
snow removal.
5 10:41A 8/18/2022 Mark Donnelly to John
Dickinson
Two more things: 1. Thanks for keeping the taxiway repairs in the slimmed down capital budget. It’s important. The pavement has failed and is a danger to aircraft and personnel. I currently have to pull my airplane all the way in and out of the Hangar rows because the FOD makes it too dangerous to run the engine and prop in the taxi lane. At the last annual inspection, FOD damage was apparent on the compressor turbine blades of my PT6 engine. Fortunately, this time, it was minor enough to blend out and did not cause engine failure. 2. South facing hangars get the benefit of sun warming to melt snow and ice in front of them. They often “self clear” a few days after a mild snowstorm. On the other hand, the north facing hangars are shaded most of the winter. Therefore, snow and ice drifts build up and snow cornices break off the roof and fall in front of the doors, sometimes leaving piles several feet thick. For this reason, I keep a mattock, heavy shovels, a breaker bar, and a snow blower in my north facing hangar. It takes a lot of work after a freeze-thaw-freeze cycle to break the ice and clear a path. Given the extra effort and less wintertime utility of north facing hangars, I think you could charge more for south facing hangars and less for north facing. I’ve been on the waiting list for a south facing hangar for years. I’d certainly pay more to have the sunshine assistance! Thanks,
Comments regarding the capital
improvements are noted. The three plans
provided in the final report identify rate
increases that will help address capital
program needs.
6 7:54A 8/19/2022 Ben Thomson to John
Dickinson
Good morning, John, Thank you for sending this report and proposed rates. The proposed 25% increase for hangar rent in one year seems excessive. Since the airport is currently well above peer hangar rent median rates, could the rate be kept the same for at least aeronautical users and raise the non-aero by CPI only? Alternatively, non-aero could be increased to 75% above aero? Is the hangar row taxilane project firmly scheduled for 2023? Why is taxilane D separate? What is being done to reduce costs so that expenses are brought down to meet revenue? Are your office phone numbers still 542-6182 and 6180? Regards, All hangars are intended for aeronautical use,
while the storage units in the hangar
buildings make up a small percentage of total
building square footage that could be
charged a non-aeronautical rate, limiting the
overall impact on the bottom line of any
potential non-aeronautical rate increase
The final report notes that all janitorial,
custodial, and utility expenses fall under the
Airport Terminal Building expense account.

Incorporating these costs based on percent
share of rented space in the terminal could
help reduce the Airport's operating expenses.
376
7 10:11A 8/19/2022 Demian Warner to John
Dickinson
Hi John, I had some time to look over the proposal and I have a few questions and comments. 2.2.1 states the Airport accounts for 1% of the City budget. Why the sudden need to make it self-sufficient? 4.5 states that hangar rates are “significantly higher” than the median, but 6.1.1 seems to place virtually all of the financial burden on hangar tenants with the argument being demand and development constraints. The same argument applies to Building Leases, which are presently near the median and only marginally increased. Further, Storage Units see virtually no increase when they are literally non-aeronautical use of the same hangars that are almost being doubled. Why no proposed increase in landing fees? Frankly, there’s just not a lot of rationalization for nearly doubling hangar rent over three years. 6.1.1 mentions a hangar waiting list of 43 aircraft owners. My [perhaps false] understanding was that aeronautical use took precedence over non-aeronautical use. There are -a lot- of full size hangars being used as storage space with no aircraft. Shouldn’t aircraft owners on the lengthy waiting list be assigned to these nonaeronautical hangars? Glad to chat in person when you’ve got free time. Just wanted to get this on record before the close of comments.

The Lake Tahoe Airport operates as an
Enterprise fund and therefore provides
services and collects fees to sustain
operations. As a result of accepting grant
funding from the FAA, the Airport is obligated
to comply with grant assurances, one of
which is to maintain a fee and rental
structure for the facilities and services at the
airport which will make the airport as selfsustaining as possible.

All hangars are intended for aeronautical use
while storage units included in the buildings
are charged an aeronautical or nonaeronautical rate depending on the materials stored in the units.

An evaluation of the landing fee structure
was conducted prior to this study.
8 9:27P 8/28/2022 Greg M. Jones to John
Dickinson
Thanks for sharing. No major comments other than in regards to parking - I'm on the waiting list for parking a boat + trailer, so it pains me to say this, but it's totally reasonable for you to raise rates to be more in line with other options (RV/boat storage facilities) in SLT. Best wishes to you navigating all of these changes - I wish you well!
Comment noted.
377
9 7:49A 8/29/2022 Howard Manning to John
Dickinson
John, good morning - I have several questions, but would like to know does the airport considers guidelines presented in order 5190.6b, Airport Compliance manual/program. Does the airport comply with obligations that arise from FAA grant agreements. Order 5190.6B, dated November 22, 2021 change 1, references a benchmarking analysis by Explorer Solutions of airport hangar fees. In settings hangar fees, the analysis considers airports of similar size and nature. Would this be something that South Lake Tahoe airport references or considers. Also of concern is the taxiways between the hangars. Will H.R. 468-117th congress (2021-2022) infrastructure act effect South Lake Tahoe. $294 million to airports in CA.

By conducting the Rates and Charges Study,
the Lake Tahoe Airport is seeking to comply
with the obligations associated with FAA
grant assurances.

A review of Change 1 to Order 5190.6B dated
November 22, 2021 was conducted following
your comment. A benchmarking analysis by
Explorer Solutions was not identified in a
review of the document. The Rates and
Charges Report does consider airports of
similar size and nature, as evidenced in the
list of facilities used for comparing existing
rates.

In regards to the Bipartisan Infrastructure
Law, the Airport will receive $159,000 each
year for the next five years, which is planned
for future capital projects. It is important to
note that even with this funding, there is still
a 10% local match required. The rate
increases outlined in the Report would help
the Airport fund this required match for BIL
projects and those projects ineligble for
federal funding.
378
10 2:37P 8/29/2022 Greg Felton to John Dickinson Congratulations on your new role in our community. I had hoped that I’d have a chance to meet you before the bombshell of a rate increase was dropped. It looks like the City is trying to make up the shortfall entirely on the backs of the hangar tenants. Questions that IMMEDIATELY come to mind: It appears the study failed entirely to look at local hangar options e.g. Minden and Carson City. Minden is a very viable option for us. The rates there are $358 for a 1,092 ft2 hangar to $420 for a $1,650 ft2 hangar. Our hangar at KTVL is already over $500 and with this proposal would go to $1,000. That’s outrageous. I see the list of reference airports but to totally ignore options in our backyard is irresponsible. How the information is presented, it wasn’t clear to me if the City is paying a fair rate for all the space they are using in the terminal. The City surely should pay (at least) what it would pay a third party for use of that space, or what it would pay if it had to go rent commercial space somewhere else in town. It’s clear there are some items (building lease, RV, local storage, etc) that are at or below the market measures but those aren’t being cranked up. The city’s box hangar rates are already at the high end of the range of the study and what’s being proposed would be more than 60% above the TOP of the range found in the benchmarking. How is this justifiable? Is the waiting list REALLY 30 planes deep? I thought there were hangars currently being rented for non-aviation uses? How can that be when the City is legally if not morally bound to rent to aviation users first? What is the City going to do when people like us pull out and there are hangars generating no income whatsoever? Are Federal grant funds appropriately accounted for as income specific to the airport, not mixed in the general fund? I’d welcome a chance to talk to you about this.

The list of peer airports was developed with
resort community, high-demand airports in
mind. Rates for office space in the terminal
building were benchmarked against other
local options and those listed at other
airports. Tenant responsibility for utilities
and other operational expenses is mentioned
in the report as currently falling under
Airport Operating Expenses. A nonrefundable deposit for placement on the waiting list is proposed.

All hangars are intended for aeronautical use
while storage units included in the buildings
are charged an aeronautical or nonaeronautical rate depending on the materials stored in the units.

Three plans for rate increases are provided in
the final report that provide the opportunity
to place the Airport in a position to be
financially self-sustaining. In its current
financial position, the Airport cannot support
local match for federally funded projects or
fund projects that are ineligible for federal
funding.
379
11 11:52A 8/30/2022 Tom Meyer to John Dickinson Regardinging the hangar lease rate adjustments proposed by Jviaton for the airport, I'd like to make the following public comments: 1. Based on the Jviation report, airport operating costs are currently coverd by airport revenue. Specifically, the 5-year average operating expense is $941,465.80 (reerence table 2-1 years 2017-2021). The 2021 operating revenue is $970,849.00 (reference table 2-1). Of note, the existing operating revenue is steadily increasing, is largely adjusted annually for CPI, and as stated in table 2-1 does not include an additional $159,000.00 the airport receives annually in Federal grant money (at minimum through 2027). Based on this data, the proposed lease rate increases are not required for airport operating expenses. 2. With regard to capital expenses (reference tables 2-4 & 2-5 of the Jviation report), annual operating revenue already exceeds average operating expenses by approximately $200,00-.00. This surplus is the airport-share of capital project cost. The City of South Lake Tahoe realized $20.6 million of economic output from the airport, 215 local jobs and 'a number of qualitative benefits for the region' (refernce economic impact study by the University Center for Economic Development at the University of Nevada, Reno). The balance of any capital project cost is very reasonable investment for the city in trade for economic benefit of the airport asset. 3. In closing, the FAA specifies non-discrimination in fee assessment at the airport (reference 22. Economic Nondiscrimination – The airport must remain available for public use and without unjust discrimination.) Current hanger lease rates are well-above median rates in the region. Annual adjustments beyond CPI discriminates further against our local residents who need and utilize airport hangers to participate in general aviation. The proposed rate increases are not in the spirit of FAA guidance for airport infrastructure and will cause harm to local residents who are ultimately pricedout of utilizing the airport. Thank you for the opportunity to add my voice in dissent of the proposed hanger lease fee increases at the airport.

Thank you for your comments. As outlined in
the final report, operating revenues are close
to covering operating expenses but falls short
of covering future capital needs of
approximately $500,000 to $600,000 in the
coming years.

The $159,000 from the Bipartisan
Infrastructure Law is currently allocated to
projects listed in the Airport's Capital
Improvement Plan (ACIP). Projects included
on the ACIP that are federally funded still
require 10 percent local match. The ACIP also
includes projects that are ineligible for
federal funding and will require local funding
to complete. These project costs are unable
to be funded by any existing or projected
surplus from extra operating revenues with
the current rate structure.

The airport will remain available for public
use and offers alternatives to hangars in the
form of tiedowns.
12 3:24P 8/31/2022 Michael Golden to Anush
Nejad
Anush, As always, it was a pleasure seeing you earlier today. You are in an difficult position on behalf of the City with regards to all the infrastructure, not just the airport. We remain committed to the airport and its operations. While I certainly understand the financial constraints the City faces, I would urge the City to take a more measured approach regarding the airport fee structures, in particular on the hangar rents and flow fee. Solely my opinion, but based on experience the proposed increases are inordinate. If the City proposed doubling the Transient Occupancy Tax, there would be mobs of angry citizens storming the City Council meeting. While the City has the right to raise these fees, the old adage applies here “just because you can, doesn’t mean you should”. In any event, I think getting the users of the airport together for this discussion was a productive step. The solution to this is greater utilization of the airport. As I said, a rising tide lifts all ships. Thank you again for your efforts. Best regards,

The airport is in a position as an Enterprise
fund and through accepting FAA grants, to be
as self-sustaining as possible. Due to the
significant capital program needs, as outlined
in the final report, increases to the current
rate strucuture are necessary to fund local
match for federal grants as well as projects
that are ineligible for federal funding.
13 2:08P 9/1/2022 Gary Baker to John Dickinson Is that correct? We're going to be quadruple the median hangar rent? The final report provides three plans for rate
increases with varying degrees of change to
airport hangar rates based on the proposed
timeframe for implementation. Current
hangar rates at Lake Tahoe Airport do exceed
the median rates identified in the analysis of
peer airports.
380





 
 






 









 


 




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