Visalia City Council
January 17, 2023

This report is intended
to provide the airport sponsor (City of Visalia), Federal Aviation Administration (FAA), and the California Department of Transportation – Aeronautical Division (CALTRANS) with a docu‐ ment that depicts the most current plans, reflects new policies, and delivers a clear concept for future airport improvements at Visalia Municipal Airport (VIS). This  document focuses primarily on the devel‐ opment direction and facility changes that have taken place since the completion and approval of the previous Airport Master Plan and subsequent Airport Layout Plan (ALP) updates in 2005. This study also includes potential improvements over the next 20 years.

This study was created to guide future development and pr ovide updated justification for projects for
which the airport may request funding participation through federal and state airport improvement pro‐ grams. Coffman Associates, a national airport consulting firm specializing in airport master planning and environmental studies, prepared this plan with input and consultation of the airport sponsor Draft
1 The Airport Layout Plan Update and Narrative Report is being prepared in accordance with the FAA require‐ ments, including Advisory Circular (AC) 150/5300‐13B, Airport Design; AC 150/5070‐6B, Airport Master Plans; FAA ARP Standard Operating Procedure (SOP) 2.00 and 3.00. The following outlines the study background, objectives, elements, and process.

PROCESS

The Airport Layout Plan Update and Narrative Report is prepared in an organized manner pursuant to the scope of services that was coordinated with City of Visalia and the FAA. The study includes the following primary elements:

 Study Initiation – Development of the scope of services, budget, and schedule.

 Inventory – Inventory of facilities, operational data and wind data. This step establishes existing airfield facilities and
environmental conditions at the airport.

 Forecasts – Aviation demand levels at the airport (based aircraft and operations) are projected over a 20‐year timeframe. A determination of the existing and future critical aircraft will be made.

The forecasts will ultimately be submitted to the FAA for review and approval.

 Facility Requirements – Determinations will be made for the airport’s facility requirements for ex‐ isting, short‐term, and long‐term timeframes based upon the critical aircraft and updated forecasts.

 Alternatives – Evaluation of various development alternatives to accommodate current and fore‐ casted facility needs for airside and landside facilities.

 Airport Development Schedules and Cost Estimates – Development schedules will be prepared for the recommended concept, and potential federal and state aid for specific projects will be identified.  A  five‐year  Capital  Improvement  Program  (CIP)  will  be  prepared  to  identify  capital funds required by the airport sponsor to accomplish each proposed stage of improvements for the airport.

 Airport Layout Plan Drawings – Airport layout plans have been developed to depict the recom‐ mended development concept. The drawings are developed to meet the requirements of FAA’s Standard Operating Procedure (SOP) 2.0, Standard Procedure for FAA Review and Approval of Airport Layout Plans (ALPs), effective date October 1,2013. The updated ALP set will be included as an appendix to this report.

 Final Drawings and Reports – Final report documentation will include a technical report (printed and digital formats) and full‐size/full‐color copies of report exhibit, and drawings produced for the study.

Draft
2 AIRPORT BACKGROUND

Visalia  Municipal  Airport  is  located  approximately  four  miles west of the center of the City of Visalia and within city limits at an elevation of 295 feet above mean sea level (MSL). The airport is located adjacent to the intersection of State Highway 99 and 198, two significant roadways serving the area. The airport is a transportation hub for cargo and corporate aircraft activity in Tular
e County and portions of Kings County. Owned and oper‐
ated by the City of Visalia, it is situated on approximately 821 acres. The location is illustrated on Exhibit A.

In 1927, the “Dean of Aviators” in Tulare County (Sole Sweet) and his partner (Edwin Deeds) had a broken waterline in their aircraft and had to make a forced landing in J.F. Putnam’s cow pasture west of Visalia. The site was great for a future airport due to its level land and two grass strips  were established. Since the Visalia Municipal Airport was the first in the county, events there have contributed to local aviation history. The airport was dedicated on April 27, 1927. The army took over the airport in 1942 with the outbreak of World War II. In 1947 the airport wa s transferred back to the City of Visalia for use as a public airport.

In 1946, United Airlines began scheduled flights that carried passengers and airmail. The following year, in 1947, the Southern California Edison Company brought in the first helicopter to land in the county.

The company used helicopters for line patrol and transportation of heavy equipment.

Visalia, a charter City, operates under the council‐
manager form of government. The structure of this
government is comprised of seven departments including Administrative, Administrative Services, Com‐ munity Development, Parks & Recreation, Public Works, and the Fire & Emergency Management De‐ partment. The airport division, which is included in the Administrative Services Department, is responsi‐ ble for all aspects of planning, management, and oversight of the day‐ day operations of Visalia Municipal Airport.  Airport  management  is  also  responsible  for  managing  the  Valley  Oaks  Golf  Course.  Figure  A details Visalia organization structure.

Airport Entry Signage
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/gid00020/gid00028/gid00041/gid00001/gid00003/gid00048/gid00032/gid00041/gid00028/gid00049/gid00032/gid00041/gid00047/gid00048/gid00045/gid00028/gid00020/gid00028/gid00041/gid00001/gid00003/gid00048/gid00032/gid00041/gid00028/gid00049/gid00032/gid00041/gid00047/gid00048/gid00045/gid00028 /gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00003/gid00028/gid00045/gid00029/gid00028/gid00045/gid00028/gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00003/gid00028/gid00045/gid00029/gid00028/gid00045/gid00028 /gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00014/gid00028/gid00045/gid00036/gid00028/gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00014/gid00028/gid00045/gid00036/gid00028 VisaliaVisalia
/gid00004/gid00039/gid00042/gid00049/gid00036/gid00046/gid00004/gid00039/gid00042/gid00049/gid00036/gid00046 /gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00004/gid00045/gid00048/gid00053/gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00004/gid00045/gid00048/gid00053 /gid00014/gid00032/gid00045/gid00030/gid00032/gid00031/gid00014/gid00032/gid00045/gid00030/gid00032/gid00031 /gid00021/gid00048/gid00045/gid00039/gid00042/gid00030/gid00038/gid00021/gid00048/gid00045/gid00039/gid00042/gid00030/gid00038 /gid00013/gid00036/gid00049/gid00032/gid00045/gid00040/gid00042/gid00045/gid00032/gid00013/gid00036/gid00049/gid00032/gid00045/gid00040/gid00042/gid00045/gid00032 /gid00020/gid00028/gid00041/gid00001/gid00014/gid00028/gid00047/gid00032/gid00042/gid00020/gid00028/gid00041/gid00001/gid00014/gid00028/gid00047/gid00032/gid00042 /gid00013/gid00042/gid00031/gid00036/gid00013/gid00042/gid00031/gid00036 /gid00019/gid00032/gid00032/gid00031/gid00039/gid00032/gid00052/gid00019/gid00032/gid00032/gid00031/gid00039/gid00032/gid00052 /gid00020/gid00032/gid00039/gid00040/gid00028/gid00020/gid00032/gid00039/gid00040/gid00028 /gid00017/gid00042/gid00045/gid00047/gid00032/gid00045/gid00049/gid00036/gid00039/gid00039/gid00032/gid00017/gid00042/gid00045/gid00047/gid00032/gid00045/gid00049/gid00036/gid00039/gid00039/gid00032 /gid00021/gid00048/gid00039/gid00028/gid00045/gid00032/gid00021/gid00048/gid00039/gid00028/gid00045/gid00032 /gid00002/gid00049/gid00032/gid00041/gid00028/gid00039/gid00002/gid00049/gid00032/gid00041/gid00028/gid00039 /gid00021/gid00042/gid00045/gid00045/gid00028/gid00041/gid00030/gid00032/gid00021/gid00042/gid00045/gid00045/gid00028/gid00041/gid00030/gid00032 /gid00008/gid00039/gid00032/gid00041/gid00031/gid00028/gid00039/gid00032/gid00008/gid00039/gid00032/gid00041/gid00031/gid00028/gid00039/gid00032/gid00021/gid00035/gid00042/gid00048/gid00046/gid00028/gid00041/gid00031/gid00001/gid00016/gid00028/gid00038/gid00046/gid00021/gid00035/gid00042/gid00048/gid00046/gid00028/gid00041/gid00031/gid00001/gid00016/gid00028/gid00038/gid00046 /gid00016/gid00051/gid00041/gid00028/gid00045/gid00031/gid00016/gid00051/gid00041/gid00028/gid00045/gid00031 /gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00004/gid00039/gid00028/gid00045/gid00036/gid00047/gid00028/gid00020/gid00028/gid00041/gid00047/gid00028/gid00001/gid00004/gid00039/gid00028/gid00045/gid00036/gid00047/gid00028 /gid00013/gid00028/gid00041/gid00030/gid00028/gid00046/gid00047/gid00032/gid00045 /gid00003/gid00028/gid00038/gid00032/gid00045/gid00046/gid00033/gid00036/gid00032/gid00039/gid00031/gid00003/gid00028/gid00038/gid00032/gid00045/gid00046/gid00033/gid00036/gid00032/gid00039/gid00031 /gid00020/gid00028/gid00039/gid00036/gid00041/gid00028/gid00046/gid00020/gid00028/gid00039/gid00036/gid00041/gid00028/gid00046 /gid00020/gid00048/gid00041/gid00041/gid00052/gid00049/gid00028/gid00039/gid00032/gid00020/gid00048/gid00041/gid00041/gid00052/gid00049/gid00028/gid00039/gid00032 /gid00014/gid00042/gid00031/gid00032/gid00046/gid00047/gid00042/gid00014/gid00042/gid00031/gid00032/gid00046/gid00047/gid00042 /gid00007/gid00045/gid00032/gid00040/gid00042/gid00041/gid00047/gid00007/gid00045/gid00032/gid00040/gid00042/gid00041/gid00047 /gid00009/gid00028/gid00052/gid00050/gid00028/gid00045/gid00031/gid00009/gid00028/gid00052/gid00050/gid00028/gid00045/gid00031 /gid00020/gid00047/gid00042/gid00030/gid00038/gid00047/gid00042/gid00041/gid00020/gid00047/gid00042/gid00030/gid00038/gid00047/gid00042/gid00041 /gid00004/gid00042/gid00041/gid00030/gid00042/gid00045/gid00031/gid00004/gid00042/gid00041/gid00030/gid00042/gid00045/gid00031 /gid00023/gid00028/gid00039/gid00039/gid00032/gid00037/gid00042/gid00023/gid00028/gid00039/gid00039/gid00032/gid00037/gid00042 /gid00002/gid00041/gid00028/gid00035/gid00032/gid00036/gid00040/gid00002 FresnoFresno
Los AngelesLos Angeles
/gid00020/gid00028/gid00041/gid00001/gid00011/gid00042/gid00046/gid00032/gid00020/gid00028/gid00041/gid00001/gid00011/gid00042/gid00046/gid00032 San FranciscoSan Francisco
/gid00023/gid00036/gid00046/gid00028/gid00039/gid00036/gid00028 /gid00007/gid00045/gid00032/gid00046/gid00041/gid00042/gid00007/gid00045/gid00032/gid00046/gid00041/gid00042 /gid00013/gid00042/gid00046/gid00001/gid00002/gid00041/gid00034/gid00032/gid00039/gid00032/gid00046/gid00013/gid00042/gid00046/gid00001/gid00002/gid00041/gid00034/gid00032/gid00039/gid00032/gid00046 /gid00020/gid00028/gid00041/gid00001/gid00007/gid00045/gid00028/gid00041/gid00030/gid00036/gid00046/gid00030/gid00042/gid00020/gid00028/gid00041/gid00001/gid00007/gid00045/gid00028/gid00041/gid00030/gid00036/gid00046/gid00030/gid00042 /gid00020/gid00028/gid00030/gid00045/gid00028/gid00040/gid00032/gid00041/gid00047/gid00042/gid00020/gid00028/gid00030/gid00045/gid00028/gid00040/gid00032/gid00041/gid00047/gid00042/gid00020/gid00028/gid00030/gid00045/gid00028/gid00040/gid00032/gid00041/gid00047/gid00042 Exhibit A

LOCATION/VICINITY MAP
ALP Update and Narrative Report
Draft
4 Figure A ‐ Organization Chart

AIRPORT ROLE

Currently, VIS is recognized within the FAA’s National Plan of Integrated Airport Systems (NPIAS) as a General Airport (GA) and, therefore, is qualified for federal funding through the Airport Improvement Program (AIP).  The NPIAS identifies 3,304 airports within the United States that are viewed as important to national air transportation system by the FAA.

GA airports must meet certain minimal criteria to be included in the NPIAS including having a minimum of ten based aircraft.  Within the General Aviation airport classification there are four different airport categories: National, Regional, Local, and Basic. VIS is classified in the Regional category. The NPIAS in‐ dicates generally that Regional airports are in metropolit an areas and serve relatively large populations.

These airports support regional economies with interstate and some long‐distance flying and have high levels of activity, including some jets and multiengine propeller aircraft.

VIS has had commercial passenger service in the past and it is included on the list of airports that are eligible for
the Essential Air Service (EAS) program. EAS airports are eligible to receive federal funds to support com‐ mercial service at the airport. Those funds are provided directly to the carrier that provides the service.

Currently, no commercial carrier is operating at the airport. VIS is not cu rrently  eligible to receive EAS funds due to participation in the Community Flexibility Pilot Program. This program permitted communities re‐ ceiving subsidized Essential Air service (EAS) to obtain a federal grant equal to twice the subsidy that the Department of Transportation paid to the EAS carrier in the most recent 12 ‐month period in exchange for foregoing their subsidized EAS for 10 years. VIS will be eligible to receive EAS grants in 2027.

Draft
5 In addition to its inclusion in the NPIAS, Visalia Municipal Airport is also included within the State of Cali‐ fornia’s Aviation System Plan (CASP) 2020 edition. The state of California categorizes GA airports by airport size, geographic location, services available, and the level of activity taking place at the airport. VIS is catego‐ riz
ed as a Regional GA airport. This classification further identifies the airport as accommodating most of the business, multi‐engine, and jet aircraft; providing most services to pilots and aircraft; having a published in‐ strument approach; and possibly having a tower.

CAPITAL IMPROVEMENT HISTORY

Between 1999 and 2020, the Airport received AIP funding from the FAA for a variety of projects, including acquisition  of  land,  rehabilitation of  runways,  installment of  perimeter fencing,  and  a  wildlife  hazard assessment. Table A summarize
s the AIP grants received by the airport since 1999 which total approxi‐ mately $14.9 million. Most recently, in 2021, VIS received a grant for $144,000 in AIP funding to conduct this current ALP Update Narrative Report.

TABLE A | FAA Grant History ‐ Visalia Municipal Airport Year  Project  Amount  Grant Number
1999  Rehabilitate Apron; Construct Taxiway; Install Airport Beacon  $363,664  14 Reconstruct Terminal Parking Facility; Phase I  $136,336  15 2000  Acquire Land for approaches; Phase I; Acquire Pavement Sweeper; Re‐ habilitate Aircraft Rescue and Fire Fighting  $650,000  16 2001  Rehabilitate Airfield Guidance Signs; Construct Parallel Taxiway  $1,000,000  17 2003  Construct Taxiway; acquire Land for Approach  $1,000,000  20 2004  Construct Taxiway  $1,375,200  21
2005  Construct Taxiway (Parallel), Install Runway Vertical/Visual Guidance System (Runway 30 PAPI)  $250,000  22
2008  Construct taxiway, Install Perimeter Fencing, Install Runway Distance‐ To‐Go Signs‐12/30  $938,771  23
2009
Conduct Miscellaneous Study (PMMP), Update Airport Master Plan Study (Update ALP)  $85,500  24
Install Guidance Signs, Rehabilitate Taxiway Lighting  $478,790  25 2010  Update Airport Master Plan Study  $153,900  26
2010  Improve Airport Drainage (Design)  $35,150  27
2012  Improve Airport Drainage, Install Runways incursion Caution Bars  $834,100  28 2013  Wildlife Hazard Assessment   $60,040  29
2016  Rehabilitate Apron  $1,534,758  30
2019  Install Airfield Guidance Signs; Rehabilitate Runway  $340,414  31 2020  Seal Runway, Apron, Access Road and Taxiway Pavement Surface/ Pavement Joints; Rehabilitate Parking Lot  $999,923  32 2021  Airport Layout Plan Update  $144,000  33
SUBTOTAL   $10,380,546
Source: Airport Grant History

CLIMATE DATA

Weather conditions are a vital consideration in the planning and development of an airport. Temperature is used to determine the length of runways, while wind direction and speed are used to determine the optimal orientation of the runway. The percentage of time that visibility is reduced due to cloud coverage or other
meteorological conditions determines the navigational aids and lighting requirements for airports.

Draft
6 Visalia’s climate is described as hot and humid during the summer, and chilly in the winter, though never reaching an extreme point. Smog buildup is common due to wildfire season and the lack of rain, but air quality typically improves during the winter and spring. Figure B summarizes temperature and precipitation data from the National Oceanic and Atmo
spheric Administration (NOAA) weather station in Visalia, California from the period 1991‐2020.  This data shows an average annual high temperature of 80.2 degrees and an average annual low temperature of 46.6 degrees. July is the hottest month of the year with mean maxi‐ mum temperatures reaching 93.8 degrees, and December is the cool est month of the year with mean minimum temperatures reaching 37.9 degrees. Precipitation is most plentiful during winter months. The region rarely has snowfall.

Figure B ‐ Climate Data for Visalia, California

Wind data has also been collected from the airport’s AWOS, including wind speeds, direction, and gusts.

A total of 169,476 observations of wind direction and other data points were made over a 10‐year period beginning January 1, 2011, through December 31, 2020, which is the most recent data available for this airport
. Visual flight rules (VFR) weather conditions are observed approximately 88.20 percent of the time, while instrument flight rules (IFR) and poor visibility conditions (PVC) constitutes for 6.61 percent and 5.19 percent, respectively. These weather conditions are sourced from the Visalia Municipal Airport automated weather observation system (AWOS).

Exhibit B presents the associated wind coverage for the runway system at Visalia Municipal Airport. In all weather
conditions, Runway 12‐30 provides 99.77 percent coverage at 10.5 knots, 99.89 percent cov‐ erage at 13 knots, and nearly 100 percent coverage at both 16 and 20 knots. The Facility Requirements section, presented later in this report, includes additional infor mation as it pertains to wind coverage and runway orientation.

EXISTING FACILITIES

Airport facilities can be designated into two separate classifications: airside facilities and landside facili‐ ties. The airside facilities are directly associated with aircraft operations. These facilities may include, but

38.4 41.6 45.4 48.6

55.4 61.5

66.7 64.9 60.1

52.3 43.3

37.9 55.3

61.3 66.9

72.7 80.6

88.8 93.8 93.2 88.3

77.8 64.4

55.4 46.9 51.4 56.2 60.2
68 75.1 80.2 79 74.2

65.1 53.9

46.6 0
1 1
2 2
3 0
10 20
30 40
50 60
70 80
90 100
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Precipitation (inches)
Temperature (F)
Precip (in) Average Snowfall (in) Min Tmp (°F)
Max Tmp (°F) Avg Tmp (°F)
Draft
7 360 10 20
30 40
50 60
70 80
90 100
110
120
130
140
150
160170180190
200
210
220
230
240
250
350
340
330
320
310
300
290
280
270
260

10.5 KNOTS
13 KN
OTS
16 KNOT
S
20K N O T S

10. 5K N O T S
13K N O T
S
16 KNOTS
20 KNOTS

0.010.02

0.01 0.040.01

0.02 0.04

0.05 0.03

0.040.070.060.080.10.020.050.020.020.02

0.020.01

0.02 0.02

0.04 0.04

0.06 0.12

0.12 0.12

0.160.10.10.04

0.02 0.01

0.01 0.02

0.01 0.01

0.010.020.010.020.01

0.01 0.02 0.010.010.01

0.01 0.01

0.01 0.01

0.01 0.02

0.01 0.01

0.03 0.01 0.01

0.02 0.01

0.05 0.02

0.01 0.07

0.01 0.01

0.07 0.02

0.02 0.05

0.01 0.02

0.050.01

0.01 0.01
0-6
KNOTS

97.7%
N
E
S
W
NNE
NE
ENE
ESE
SE
SSESSW
SW
WSW
WNW
NW
NNW
12 30
SOURCE:

NOAA National Climatic Center
Asheville, North Carolina
Visalia Municipal Airport
Visalia, California
OBSERVATIONS:
19,733 IFR Observations
Jan. 1, 2011 - Dec, 31 2020
Runways 10.5 Knots 13 Knots 16 Knots 20 Knots
Runway 12-30 99.87% 99.93% 99.98% 99.99%

IFR WIND COVERAGE
Exhibit B

IFR WINDROSE
Exhibit B

IFR WINDROSE
ALP Update and Narrative Report
Draft
8 360 10 20
30 40
50 60
70 80
90 100
110
120
130
140
150
160
170180190
200
210
220
230
240
250
350
340
330
320
310
300
290
280
270
260

10.5 KNOT
S
13K N O T S16 KNOTS
20 KNOTS

10. 5 K
NOT
S
13 KNOT
S
16 KNOTS
20 KNOTS

0.040.030.020.02

0.020.02

0.03 0.04

0.07 0.08

0.08 0.120.150.120.110.080.070.050.060.060.050.04

0.04 0.05

0.06 0.1

0.16 0.29

0.78 1.34

2.03 1.42

0.730.40.21

0.08 0.01

0.01 0.01

0.01 0.01

0.02 0.03

0.050.05

0.040.040.030.030.030.020.020.02

0.02 0.02

0.02 0.02

0.02 0.02

0.03 0.08

0.3 0.01 0.76

0.05 0.66

0.06 0.01

0.31 0.02

0.15 0.01

0.05 0.01
0-6
KNOTS

87.83%
N
E
S
W
NNE
NE
ENE
ESE
SE
SSESSW
SW
WSW
WNW
NW
NNW
SOURCE:

NOAA National Climatic Center
Asheville, North Carolina
Visalia Municipal Airport
Visalia, California
OBSERVATIONS:
169,476 All Weather Observations
Jan. 1, 2011 - Dec, 31 2020
12 30
Runways 10.5 Knots 13 Knots 16 Knots 20 Knots
Runway 12-30 99.77% 99.89% 99.98% 100.00%

ALL WEATHER WIND COVERAGE
Exhibit B (continued)

ALL-WEATHER WINDROSE
ALP Update and Narrative Report
Draft
9 are not limited to, runways, taxiways, airport lighting, and navigational aids. Landside facilities pertains to the facilities necessary to provide safe and efficient transition from surface transportation to air trans‐ portation, as well as support aircraft servicing, storage, maintenance, and safe operation. The existing airport facilities are presented on Exhibit C.

AIRSIDE FACILITIES

Visalia Municipal Airport is served by Runway 12‐30 which is oriented in a northwest and southeast manner and constructed of asphalt with a porous friction course. The runway is reported by FAA to be in good condition. It is 6,562 feet long by 150 feet wide. There is a 917‐foot displaced landing th reshold on Runway

12. According to www.airnav.com, Runway 12 has non‐precision markings, while Runway 30 has precision markings. Precision instrument markings include the threshold bar, runway designation, centerline, thresh‐ old stripes, aiming point, touchdown zone, and edge markings. Non‐precision markings include the runway designation, threshold stripes, and aimin g point. The runway markings are in good condition.

A compass rose is located on the hold apron adjacent Taxiway D near the Runway 30 threshold. The compass rose, when constructed to applicated FAA standards, is used to determine calibrate aircraft avionics. Currently the compass rose is not calibrated and certified, howev er airport staff are taking steps
to do so.

There are two full‐length parallel taxiways, Taxiway D and N, located on both sides of Runway 12‐30.

Both are 50 ft wide. Taxiway D is separated from the runway, centerline to centerline, by 350 ft, while Taxiway N is separated by 400 feet, except for th e south portion that widens to a separation distance of 520 feet to allow space for the glideslope critical area. There are three taxilanes designated A, B, and C, each measuring 50 feet wide and providing access to hangar and apron areas. Taxiways E, F, G, H, J and K are all right angled taxiway conn
ectors, which provide access to and from Runway 12‐30.

The airport has a designated helipad that is located on the north end of Taxiway D. There is a short, 25‐ foot wide, taxilane stub leading from the helipad to four helicopter parking stands.

Pavement Strength Rating

The strength of the runway pavement is an important cons ideration for the utility of the runway. One
method that measures pavement strength considers the load bearing capacity for repeated use of the runway by aircraft with certain landing gear configurations. The pavement strength rating for Runway 12‐30 and Tax
iways D and N is published as 60,000 pounds single wheel loading (S), 100,000 pounds double wheel loading (D), and 160,000 pounds double tandem wheel (DTWL). The pavement strength rating  for  the  Helipad  is  published  as  18,000  pounds  single  wheel  loading  (s),  45,000  pounds  double wheel loa
ding (D), and 90,000 pounds double tandem wheel loading (DTWL). There are four helicopter parking positions near the helipad, these are restricted to a maximum weight of 20,000 pounds.

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10 ALP Update and Narrative Report

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Runway 12/30 (6,562’ x 150’) Runway 12/30 (6,562’ x 150’) Runway 12/30 (6,562’ x 150’) Runway 12/30 (6,562’ x 150’) Beacon
MALSR
Helicopter
Parking Positions
Apron
Enterprise
Rental Car and
Civil Air Patrol
Self Service Fuel Pump
(Jet A & Avgas)
Terminal/FBO
Apron and Temporary
Aerial Firefighting
Maintenance
Facility
Glide Slope
& AWOS
Wind Cone/
Segmented Circle
Visalia Animal
Care Center
Compass Calibration Pad

FAA NAVAID
Jet A & Avgas
Fuel Tanks
Based Aircraft Ramp
Transient
Aircraft Ramp
Plane Wash
Station
Vacant Managers
House
Electrical Room/Tanks
Supplemental
Wind Cone
Localizer
REILs
PAPI-4
PAPI-4
W Airport DriveW Airport Drive
Aviation WayAviation Way
Hangars WayHangars Way
S Plaza DrS Plaza Dr
Plaza DrivePlaza Drive
S Neevely RdS Neevely Rd
Drive 85Drive 85
99 198
W
Airport Dr
W
AirportDr
D
E
E
N
G
G
C
B
F
A
H J
JH
H
N
K
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Aerial Photo: Martinez Geospatial
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p p
Exhibit C

EXISTING AIRSIDE FACILITIES
350’
400’
550’
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11 This page intentionally left blank
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12 Runway Distance Remaining Signs

Runway distance remaining signs use a single number to indicate the remaining distance of the runway in thousands of feet. VIS has double‐faced runway distance remaining signs located on the northwest of runway.

Pavement Markings

Yellow taxiway centerline and edge markings are provided to as‐ sist pilots in maintaining proper cleara
nce from pavement edges
and objects near the taxiway/taxilane edges. The taxilanes also have a yellow centerline marking and where the taxilanes abut apron  pavement,  either  a  solid  or  dashed  line  yellow  line  is marked to indicate to pilots the taxiway edge.

Each taxiway connecting to the runway has yellow
holding posi‐
tion  markings  and  enhanced  centerline  marking  leading  to  the hold bar. These markings indicate to pilots their position on the airfield, help prevent inadvertent access to the runway, and en‐ sure  proper  separation  between  aircraft  prior  to  entering  the runway. Pilots using non‐towered airports must visually confirm that there is no aircraft
traffic prior to crossing the hold line.

VIS has surface‐painted holding position signs that provide visual cues to:

 Alert  pilots  of  upcoming  holding  position  markings  to help minimize the potential for runway incursions;
 Identify  the  location  of  a  runway,  Instrument  Landing System (ILS)/
Microwave Landing System (MLS), Precision
Obstacle Free Zone (POFZ) holding position; and
 Confirm  the  runway  landing  designator(s)  of  the  run‐ way(s) immediately beyond the surface marking.

Near the north end of Taxiway D, a white letter “H” is painted on the taxiway to indicate where helicop‐ ters should land and
take off. There is a yellow centerline marking leading from the letter “H” to four helicopter parking positions.

Airfield Lighting

Airfield lighting systems extend an airport’s usefulness into periods of darkness and/or poor visibility.

These lighting systems, categorized by function, are summarized as follows:

Runway Distance Remaining Signs
Surface Painted Holding Position Sign
Helipad Landing Area
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13 Identification Lighting: The location of the airport is identified by a rotating beacon. A rotating beacon projects two beams of light, one white and one green, 180 degrees apart. The rotating beacon at VIS is a free‐standing beacon located north of based aircraft ramp.

Runway  and  Taxiway  Lighting:  Runway  lighting  utilizes  fixtures placed  near the  pavement edge  to  define  the  lateral  limits of  the runway. Both runway and  taxiway  lighting  are imperative for  safe and efficient access to and from aircraft parking areas and the run‐ way, especially after dark and during times of low visibility. Runway 12‐30 is equipped with a high int
ensity runway lighting (HIRL) sys‐
tem. Lights are set atop frangible supports, so if one is struck by an object, such as an aircraft wheel, they can easily break away.

Visual Approach Lighting: Visual approaches at many GA airports are aided by lighting systems, such as a precision approach path indicator (PAPI) or visual approach slope indicator (VASI), which provide ap‐ proach slope guidance.   Both ends of Runway 12‐30 are equipped with a four‐light PAPI system, with the standard  3.00‐de gree   glide path. The more sophisticated PAPI lighting system consists of a lat‐ eral configuration of lights that are situated to the side of the runway.

The PAPI lights, when interpreted by pilots, provide an indication of being above, below, or on the correct descent glide path to the run‐ way. Both PAPI sy
stems are on the left‐hand side of the approach end
of the runway. The approach end of Runway 30 is equipped with a Medium Intensity Approach Lighting System with sequenced Flashers (MALSF). A MALSR provides visual guidance to landing aircraft by ra‐ diating light beams in a directional patte rn by which the pilot aligns the aircraft with the extended centerline of the runway.

Runway End Identifier Lights (REILs): REILs provide a visual identifi‐ cation of the runway end for landing aircraft. The REILs consist of two synchronized flashing lights, located laterally on each side of the runway threshold, facing the approaching aircraft. These flash‐ ing lights can be seen day or night for up to 20 miles depending on visibility cond
itions. Runway 12 is equipped with REILs.

Pilot‐Controlled Lighting: With the pilot‐controlled lighting (PCL) system, pilots can turn on the REIL for Runway 12, MALSR, PAPI’s, and HIRL from an aircraft through a series of clicks of their radio transmitter via a frequency of 123.05 MHz.

Weather Facilities

VIS is equipped with a lighted wind cone adjacent to the northwest portion of Taxiway N. The lighted wind cone is co‐located with a segmented circle, which provides traffic pattern information to pilots. A supplemental wind cone is located near the Runway 30 threshold and positioned 250 feet to the south of the runway centerlin
e. Wind cones provide pilots with wind speed and direction information.

MITL Fixture
PAPI‐4
REILs
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14 The airport is equipped with an automated weather observ‐ ing  system  (AWOS),  which  automatically  records  weather conditions,  such  as  wind  speed,  wind  gusts,  wind  direction, temperature,  dew  point,  altimeter  setting,  and  density  alti‐ tude. This information is then transmitted at regular intervals and is accessible to pilots., and weather information can be obtained  via  radio  frequency  119.925  MHz  or  by  calling 559
‐651‐2418.

A Flight Service Station (FSS) is an air traffic facility that pro‐ vides information and services to pilots before, during and af‐ ter flights. The Rancho Murieta Flight Service Station (FSS) is accessible via the on‐airport Remote Communications Outlet which is available on frequency 122.1 MHz.

Area Navigational Aids

Area navigational aids are electronic devices that transmit radio frequencies, which pilots of properly equipped aircraft can translate into point‐to‐point guidance and position information. The types of elec‐ tronic navigational aids available for aircraft operating near VIS include the very high frequency omnidi‐ rectional range (VOR) facility and the global positioning system (GPS).

A VOR, in general, provid
es azimuth readings to pilots of properly equipped aircraft transmitting a radio signal at  every  degree  to  provide  360  individual  navigational  courses.  Frequently,  distance  measuring equipment (DME) is combined with a VOR facility (VOR/DME) to provide distance as well as direction in‐ formation to the pilot. Military tactic al air navigation aids (TACANs) and civil VORs are commonly combined to form a VORTAC. The VORTAC provides distance and direction information to both civil and military pi‐ lots. The Visalia VORTAC is located 5.2 nautical miles (nm) to the east and is available to guide pilots to the general area near the airp
ort.

GPS is an additional navigational aid for pilots. GPS differs from a VOR in that pilots are not required to navigate using a specific ground‐based facility. GPS uses satellites placed in orbit around the Earth that transmit electronic radio signals, which pilots of properly equipped aircraft use to determine altitude, speed, and other navigational information.

Instrument Approach Procedures

Instrument approach procedures are a series of predetermined maneuvers established by the FAA using electronic navigational aids that assist pilots in locating and landing at an airport during low visibility and cloud ceiling conditions. Instrument procedures are defined as either precision approach, approach with vertical  guidance  (APV),  or  non‐precision.  Precision   instrument  approaches  provide  an  exact  course alignment and vertical descent path for an aircraft on final approach to a runway with a height above threshold (HATh) lower than 250 feet and visibility lower than ¾‐mile. APVs also provide course align‐ ment and vertical descent path guidance but have HAThs of 250  feet or more and visibility minimums of ¾‐mile or greater. Non‐precision instrument approach aids provide course deviation information, but no glideslope deviation information.

AWOS & Glide Slope
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15 Instrument approach procedure capabilities are defined by visibility and cloud ceiling minimums. Visibil‐ ity minimums define the horizontal distance the pilot must be able to see to complete the approach.

Cloud ceilings define the lowest level a cloud layer (defined in feet above the ground) can be situated for the pilot to complete th e approach. If the observed visibility or cloud ceilings are below the minimums prescribed for the approach, the pilot cannot complete the instrument approach.

VIS is currently equipped with four instrument approaches: a VOR approach to Runway 12, an instrument landing system (ILS) approach to Runway 30, and an RNAV‐GPS (Area Navigation) approach to Runway 12 and an RNA
V‐GPS approach to Runway 30. The instrument approach plates are shown in Exhibit D.

The ILS approach provides for the lowest visibility minimums of ½‐mile. The RNAV‐GPS‐based approach to  Runway  12  provides  localized  performance  with  vertical  (LPV)  guidance,  with  visibility  minimums down to ¾‐mile. The RNAV‐GPS approach to Runway 30 is overlaid on the ILS approach thus providing visibility minimums of ½‐mile.

LANDSIDE FACILITIE
S

Landside facilities are the ground‐based facilities that support the aircraft and pilot/passenger handling functions. These facilities typically include the airport terminal  building, aircraft storage hangars, aircraft parking aprons, and support facilities, such as fuel storage and roadway access. Landside facilities are identified on Exhibit E.

Airport Terminal

The airport has a terminal building that is approximately 3,600 square feet in size. The building has a lobby, kitchen, conference room, restrooms, and a pilot’s lounge. The terminal is operational from 6:00
a.m. to 3 p.m. Monday through Friday and 8 a.m. through 4 p.m. Saturday through Sunday. The FBO is open to the public from 8:00 a.m. to 6:00 p.m. Monday through Friday and from 8:00 a.m. to 4:00 p.m. on Saturdays and 10:00 a.m. to 4:00 p.m. on Sund
ays. FBO services are provided from the terminal build‐ ing and is owned and operated by the City of Visalia.

Visalia Municipal Airport Terminal & FBO
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16 Exhibit D

INSTRUMENT APPROACH PROCEDURES
ALP Update and Narrative Report
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17 Airport Drive
AirportDrive
1 2
2 3
3 4
4 5
5 6
6 7
7 10
10 11
11 12
12 13
13 14
14 15
15 16
16 17
17 18
18 19
19 20
20 21
21 22
22 23
23 24
24 25
25 26
26 27
27 28
28 29
29 30
30 31
31 32
32 9
9 8
8 198
Hangars WayHangars Way
W
Airport Dr
W
AirportDr
Enterprise Rental Car 6,100
Terminal/FBO 3,600
B T-Hangar (8-units) 8,000
C T-Hangar (8-units) 10,000
D T-Hangar (8-units) 8,800
CM Aviation 1,300
Private Hangar 9,800
AMS Maintenance 6,000
Private Hangar 7,500
FedEx Ship Center 6,800
Fed Ex 2,900
GAF Holdings 9,867
Private Hangar 10,500
Private Hangar 6,200
Private Hangar 4,200
E T-Hangar (8-units) 8,700
F T-Hangar (8-units) 7,700
Shanair 17,540
J T-Hangar (16-units) 18,400
K T-Hangar (8-units) 12,100
I T-Hangar (14-units) 16,200
L T-Hangar (8-units) 14,300
H T-Hangar (12-units) 17,800
G T-Hangar (12-units) 14,100
Private Hangar 3,100
Private Hangar 5,200
Private Hangar 4,500
Old ARFF and
Airport Manager Office 5,500
Optimal Aviation Services 15,600
Optimal Aviation Services 15,600
Hangar (4 units) 18,300
Mack Aviation 50,400
# Building # Building # BuildingSqFt SqFt SqFt 1 Runway 12/30 (6,562’ x 150’) Runway 12/30 (6,562’ x 150’) NORTH
Aerial Photo: Martinez Geospatial
11-25-21
03 00

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Exhibit E

EXISTING LANDSIDE FACILITIES
ALP Update and Narrative Report
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18 Aircraft Parking Apron

The airport is served by three parking aprons. One approximately 9,400‐square‐yard (sy) apron, located north of Runway 12, can accommodate larger aircraft. The  second  apron  is  a  based  air‐ craft ramp, which is approximately 12,100 square yards located east of the helipad. The based aircraft ramp can be accessed via Taxilane B and has 23
marked aircraft tie‐downs including three
marked  tie‐downs  for FedEx.  The  third  apron  is  approximately 18,500 square yards and is temporarily used for aerial firefighting located on the southwest side of the runway. VIS also includes two transient ramp areas located north of th e helipad with a to‐ tal of 12 tie‐downs.

Aircraft Storage

As depicted on Exhibit E and Table B, VIS has several hangar buildings located northwest of the airport.

There are 25 T‐hangar, executive, and conventional structures at VIS, which provide approximately 313,107 sf of aircraft storage and 126 units. These totals do not include hangars used for maintenance/repair.

TABLE B | Hangars ‐ Visalia Municipal Airport
T‐Hangar   Units  Square feet
T‐Hangar (B)  8  8,000
T‐Hangar (C)   8  10,000
T‐Hangar (D)  7  7,500
T‐Hangar (E)  8  8,700
T‐Hangar (F)  8  7,700
T‐Hangar (G)  12  14,100
T‐Hangar (H)  12  17,800
T‐Hangar (I)  14  16,200
T‐Hangar (J)  16  18,400
T‐Hangar (K)  8  12,100
T‐Hangar (L)  8  14,300
Conventional Hangars
Private Hangar  1  10,500
Shanair  1  17,540
Optimal Aviation Services   1  15,600
Optimal Aviation Services   1  15,600
Hangar  4  18,300
Mack Aviation  1  50,400
Executive Hangar
Private Hangar  1  9,800
Private Hangar  1  7,500
GAF Holdings  1  9,867
Private Hangar  1  6,200
Private hangar  1  3,100
Private Hangar  1  5,200
Private Hangar   1  4,500
Private Hangar   1  4,200
Total  126  313,107
Aircraft Parking Apron
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19 Conventional Hangar  T‐Hangar

Fuel Storage Facilities

The airport has a Jet A and an Avgas fuel tank, both of which have the capacity of 12,000 gallons of fuel. Jet A and Avgas fuel is available via a self‐service pump that is operational 24 hours a day. The FBO utilizes two fuel trucks, one Avgas and  one Jet A, which have the capacity to hold  900  and  3,000  gallons  of  fuel,  respectively.  There  are  a  total  of seven privately owned fuel tanks, which include both Avgas and Jet A, located on the airport property.

Aircraft Rescue and Firefighting Facilities (ARFF)

As a general aviation airport, VIS is not required to have on‐site ARFF equipment or facilities. The closest fire department is the Visalia Fire Department Station No. 53, located 3.4 miles from the airport.

Perimeter Fencing

The perimeter of the airfield is protected by six‐foot‐high security fencing with three‐stand barbed wire.

There are a total of five automatic gates, which provide secure access to the airfield with a code required to enter.

Perimeter Fencing with Keypad
Self‐Service Fuel Pump
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20 Rental Car

There is a 6,100 square foot rental car facility, which includes an on‐site car wash station, located west of the Terminal/FBO build‐ ing, that is occupied by Enterprise. Their hours of operation are Monday through Friday from 7:30am‐5pm.

Automobile Access and Parking

The airport’s landside facilities can be accessed via West Airport
Dr. A large, paved vehicle parking area is located in front of the Terminal/FBO with over 140 parking spots including 4 handicap spots and seven covered spaces. There are 28 parking spots in‐ side the fence near the FBO facilities.

AREA LAND USE

Existing and planned land uses surrounding airports can have a significant impact on airport operations and growth. Understanding the land use issues surrounding VIS will assist in making appropriate recom‐ mendations for the future sustainability of the airport for both environmental compatibility and eco‐ nomic development. In 2012, Tulare County completed a Comprehensive Airport Land Use Plan (CALUP) to serve the following public purposes:

 To protect the long
‐term economic viability of public‐use airports in Tulare County by ensuring compatible land uses in the vicinity of each airport to the extent that lands in these vicinity areas are not already devoted to incompatible uses;
 To pr
omote the safety and well‐being of the public by ensuring adoption of land use regulations which minimize exposure of persons to hazards associated with the operation of these airports including aircraft accidents and aircraft noise
 To provide a set of policies  and criteria to assist the ALUC in evaluating  the compatibility and consistency of proposed local actions with respect to the CALUP; and  To provide guidance to local agencies in presenting proposed local actions to the ALUC for review.

EXISTING LAND USE

Land uses surrounding the airport include industrial, commercial, residential, and agricultural. There is
also the Plaza Park (48 acres) and a recreation area located to the east of the airport which includes softball, tennis courts, a racetrack, and the Valley Oaks Golf Course (108 acres). To the north of the air‐ port agricultural, industrial, and highway commercial uses exist. State High way 99 is located immediately to the west, and State Highway 198 is located immediately to the north of the airport. Agricultural uses are also present to the east, south, and west. The existing land use map is illustrated on Exhibit F.

Automobile Parking
Rental Car Facility
Draft
21 PL
PL
PL
PL
PL
PL
0 2,000 4,000
1" = 2,000'
¯
Runway Centerline
PL
Airport Property Line
Visalia City Limits
Parcel Boundaries
Land Use
Residential
Commercial
Industrial
Parks/Recreation
Public/Institutional
Agriculture
Conservation
Reserve
Runway 12/30
Golden State Hwy
UV198
UV198
¬«99
¬«99
Source: ESRI Basemap Imagery (2020), City of Visalia General Plan; Coffman Associates Analysis ALP Update and Narrative Report
Exhibit F

EXISTING LAND USE
Draft
22 ZONING

The City of Visalia has developed land use controls in the vicinity of the airport based upon the City of Visalia  General  Plan  and  the  Zoning  Ordinance,  which  provides  a  listing  of  permitted  and  specifically restricted land uses. Most of the Zones around the airport are agriculture and undeveloped county land; however, there is also land with
public, industrial, commercial, and research use. Northeast of the airport there is a small section of land with light industrial use and single‐family residences. Zoning map is illus‐ trated on Exhibit G.

SAFETY ZONING

Safety zones are needed to define the nature of risk and to minimize the number of persons wh o may
be exposed to air crash hazards. This is done by restricting a property’s owner’s ability to develop or use land depending on height and the proximity to the airport’s safety zones. The six safety zones are illus‐ trated on Exhibit H.

AIRSPACE CHARACTERISTICS

The airspace within the National Air Transportation System (NAS) is divided into six different categories or classes. The airspace classifications that make up the NAS are presented on Exhibit J. These categories of airspace are made up of Classes A, B, C, D, E, and G airspace. Each class of airspace contains its own criteri a that must be met in terms of required aircraft equipment, operating flight rules (visual or instrument flight rules), and procedures. Classes A, B, C, D, and E are considered controlled airspace, which requires pilot communication with the controlling agency prior to airspace entry and throughout operation within the designate
d airspace. Pilot communication procedures, required pilot ratings, and required minimum air‐ craft equipment vary depending upon the class of airspace, as well as the type of flight rules in use.

As shown on Exhibit K, VIS is located within Class E airspace extending from the surface up to 18,000 feet mean se
a level (MSL). Class E airspace is controlled airspace, but aircraft conducting visual flights are not required to be in radio communications with air traffic control facilities.

Exhibit K also depicts other airspace features within the vicinity of VIS, including Victor Airways, Military Operations Areas (MOAs), Military Training Routes (MTRs ), and Wilderness Area.

AIRPORT TRAFFIC CONTROL

There is no airport traffic control tower at VIS; therefore, no formal terminal air traffic control services are available for aircraft landing or departing the airport. Aircraft operating in the airport vicinity are not required to file any type of flight plan or contact any air traffic control facility unless they are ent ering airspace where contact is mandatory. The common traffic advisory frequency (CTAF) is used by pilots to obtain airport information and to advise other aircraft of their position in the traffic pattern and their intentions. Pilots can utilize the CTAF on the frequency 123.05 MHZ to announce their intentions.

Draft
23 PL
PL
PL
PL
PL
PL
0 2,000 4,000
1" = 2,000'
¯
Runway Centerline
PL
Airport Property Line
Visalia City Limits
Parcel Boundaries
Zoning
Single-Family Residential
Commercial
Light Industrial
Industrial
Airport
Quasi-Public
Business Research Park
Agriculture
County Land
Road Right-Of-Way/No Data
Runway 12/30
Golden State Hw
y
UV198
UV198
¬«99
¬«99
Source: ESRI Basemap Imagery (2020), City of Visalia.

Exhibit G
ZONING
ALP Update and Narrative Report
Draft
24 EXISTING AIRPORT

PROPERTY LINE

FUTURE AIRPORT

PROPERTY LINE
STATE HIGHWAY 99
STATE HIGHWAY 198

W CALDWELL AVENUE

W WALNUT AVENUE
S PLAZA STREET ROAD 92
5 6
4 3
3 2
1 5
30 12
6 6
6 4
1 3
3 PROPOSED AIRPORT INFLUENCE AREA
2 LEGEND

TEXTSSYMBOLS

FUTURE SAFETY ZONE

EXISTING PROPERTY LINE

FUTURE PROPERTY LINE

CITY LIMITS BOUNDARY

GOSHEN COMMUNITY PLAN
FIGURE
NOTE:

GRAPHIC SCALE IN FEET
0 TRUE NORTH MAGNETIC NORTH
15°E(2003)
2,000
1,000
3,000
4,000

VISALIA

MUNICIPAL AIRPORT

SAFETY ZONES

VISALIA MUNICIPAL AIRPORT

TRAFFIC PATTERN ZONE

SIDELINE SAFETY ZONE

OUTER APPROACH/DEPARTURE ZONE

INNER TURNING ZONE

INNER APPROACH/DEPARTURE ZONE

RUNWAY PROTECTION ZONE
LEGEND
1 2
3 4
5 6
Source: Tulare County 9-27-12
Exhibit H

SAFETY ZONES
ALP Update and Narrative Report
Draft
25 This page intentionally left blank
Draft
26 Think A - Altitude. Airspace above 18,000 feet MSL up to and including FL 600. Instrument Flight Rule (IFR) flights only, ADS-B 1090 ES transponder required, ATC clearance required.

Think B - Busy. Multi-layered airspace from the surface up to 10,000 feet MSL surrounding the nation's busiest airports. ADS-B 1090 ES transponder required, ATC clearance required.

Think C - Mode C. Mode C transponder required. ATC communication required. Generally airspace from the surface to 4,000 feet AGL surrounding towered airports with service by radar approach control.

Think D - Dialogue. Pilot must establish dialogue with tower. Generally airspace from the surface to minimum 2,500 feet AGL surrounding towered airports.

Think E - Everywhere. Controlled airspace that is not designated as any other Class of airspace.

Think G - Ground. Uncontrolled airspace. From surface to a 1,200 AGL (in mountainous areas 2,500 AGL) Exceptions: near airports it lowers to 700’ AGL; some airports have Class E to the surface. Visual Flight Rules (VFR) minimums apply.

Nontowered
Airport
(Class G 700’)
Class G up to
14,500 MSL
10,000’ MSL
Nontowered
Airport
(Class E
to surface)700 AGL
1,200 AGL
18,000 MSL
FL 600
10 n.m.
40 n.m.
30 n.m.
20 n.m.
12 n.m.
20 n.m.
10 n.m.

CLASS A

CLASS A

CLASS B

CLASS C

CLASS D

CLASS E

CLASS G

CLASS E

CLASS E

CLASS E

CLASS GCLASS GCLASS G

CLASS C

CLASS D
- Above Ground Level
- Flight Level (in hundreds of feet)
- Mean Sea Level
AGL
FL
MSL
KEY
Source: www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/15_phak_ch15.pdf Mode C

CLASS B

CLASS G
2,500’
AGL

DEFINITION OF AIRSPACE CLASSIFICATIONS
MSMSLL
2,52,500’00’
AGLAGL

NOT TO SCALE
SS
CLAS
CLAS
SS
S
CLAS
CLAS
ALP Update and Narrative Report
Exhibit J

AIRSPACE CLASSIFICATION
Draft
27 44
SFC
44 25

LEMOORE C MOA

LEMOORE B
MOA

LEMOORE D
MOA

LEMOORE D
MOA
MOA

LEMOORE E
MOA

PORTERVILLE
MOA

PORTERVILLE
MOA
FOOTHILL 1
MOA
FOOTHILL 1
MOA
FOOTHILL 2
MOA
FOOTHILL 2
MOA
V 165-459V 165-459
V 165
V 23V 23
V 23V 23
T 331
IR203IR203

MOORE B

EMOORE B
LEMOOR
LEMOOR
44 44
25 25
333
333333
3 33
TT T3T3TT3T3T
TT3T3T3T3T3T3
TT
TTTT
TTT
TTTTT
T3T3TTT3T3T3T3T3T3T3T3T
333
SFC
SFC
V 1V1V1V1
6566666
V1V1V1VVVVVV1V1V116566
V 1V1V1V1V1VV1VV1V1V11165666
OORE E
OORE E

FRESNO YOSEMITE

INTERNATIONAL

FRESNO YOSEMITE

INTERNATIONAL

FRESNO CHANDLER

EXECUTIVE

FRESNO CHANDLER

EXECUTIVE
SIERRA

SKY PARK
SIERRA

SKY PARK

REEDLEYREEDLEY

SELMASELMA

SEQUOIA FIELDSEQUOIA FIELD

WOODLAKEWOODLAKE

ECKERT FIELDECKERT FIELDMEFFORD FIELDMEFFORD FIELD

PORTERVILLEPORTERVILLE

HANFORDHANFORD

LEMOORE NAS
(REEVES FLD)

LEMOORE NAS
(REEVES FLD) VISALIAVISALIA
Monarch
Wilderness Area
Monarch
Wilderness Area
Jenne Lakes
Wilderness Area
Jenne Lakes
Wilderness Area
Blue Ridge
National Wildlife Refuge
Blue Ridge
National Wildlife Refuge
Sequoia
National Park
Sequoia
National Park
Sequoia
National Park
Pixley National
Wildlife Refuge
Pixley National
Wildlife Refuge
Visalia

VOR/DME
Visalia

VOR/DME
Tule

VOR/DME
Tule

VOR/DME
LEGEND

NOT TO SCALE
NORTH
Class C Airspace
Class D Airspace
Class E Airspace
Class E Airspace with floor
700 ft. above surface
Victor Airways
Military Training Routes
Airport with hard-surfaced runways
1,500' to 8,069' in length
Airports with hard-surfaced runways
greater than 8,069' or some multiple
runways less than 8,069'

VOR-DME
Compass Rose
Wilderness Area
Source: San Francisco-Los Angeles Sectional Charts, US Department of Commerce, National Oceanic and Atmospheric Administration 6/17/21 - 8/12/21
Exhibit K

VICINITY AIRSPACE
ALP Update and Narrative Report
Draft
28 LOCAL OPERATING PROCEDURES

VIS is situated at 295 feet MSL. The standard traffic pattern altitude is 1,000 feet above the elevation of the airport surface (1,295 feet MSL). An altitude of 1,295 ft MSL should be maintained for standard light aircraft (most common type of aircraft at a GA airport). The traffic pattern for heavy and turbine aircraft is 1,795 ft MSL above the airfie
ld elevation, while rotorcraft and ultralight aircraft should maintain an altitude of 795 ft MSL. A standard left‐hand traffic pattern turn is published for Runway 12‐30. As such, when aircraft within the local traffic is conducting a landing, a series of left turns will be made.

REGIONAL AIRPORTS

A review of other public‐use airports within 30‐nm of VIS had been made to identify and distinguish the types of air service provided in the region. It is important to consider the capabilities and limitations of these  airports  when  planning  for  future  changes  or  improvements  at  the  airport.  Public‐use  airports within the 30+ nautical miles of the airport are illustrated in Exhibit L. Information pertaining to each
airport was obtained from FAA Form 5010‐1, Airport Master Record. Of all the airports in the region, Visalia provides the most sophisticated instrument approach as it is the only one with an ILS.

SOCIOECONOMIC CHARACTERISTICS

The socioeconomic characteristics of a region play an important role in the master planning process by providing an understanding of the growth dynamic within the study area. Socioeconomic data, including historic population, employment, income, and earnings, is collected and analyzed and will ultimately be used to determine aviation service level requirements. This data will also be used to develop aviation
forecasts for VIS. Aviation forecasts are typically related to the population base, economic strength of the region, and the ability of the region to sustain a strong economic base over an extended period.

Historic and forecast socioeconomic data for Tulare County and Kings County was obtained from Woods & Poole Economics
‐ Complete Economic and Demographic Data Source, 2021. Woods & Poole utilizes information from the U.S. Census Bureau, as well as other national and state organizations for historic data to project future conditions. The information is presented on Exhibit M.

ENVIRONMENTAL FEATURES

Research has been done on 14 environmental impact categories outlined within FAA’s Order 1050.1F, Environmental Impacts: Policies and Procedures (July 2015). Available information regarding the existing conditions at Visalia Municipal Airport was derived from internet resources, agency maps, and existing literature. The intent of this task is to catalog potential environmental sensitivities that might affe ct fu‐
ture improvements at the airport. Environmental sensitivities on and near the airport are depicted in Exhibit N.

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29 This page intentionally left blank
Draft
30 MEFFORD FIELD AIRPORT (TLR)SEQUOIA FIELD AIRPORT (D86) WOODLAKE AIRPORT (O42)HANFORD MUNICIPAL AIRPORT (HJO) ECKERT FIELD AIRPORT (1Q1) SELMA AIRPORT (0Q4) REEDLEY MUNICIPAL AIRPORT (O32) PORTERVILLE MUNICIPAL AIRPORT (PTV) KEY
Runways 12/30
Length 5,960
Width 150
Pavement Strength
SWL 30,000
DWL 70,000
2DWL 110,000
Lighting HIRL
Marking Nonprecision
Approach Aids VASI-4
Instrument Approach Procedures GPS/VOR
Services Provided: 100LL fuel, hangars and tiedowns,
aircraft maintenance
ATC T | Airport Traffic Control Tower
AWOS | Automated Weather Observation System
DWL | Dual Wheel Loading
FAA | Federal Aviation Administration
GPS | Global Positioning System
HIRL | High Intensity Runway Lights
LIRL | Low Intensity Runway Lights
MIRL | Medium Intensity Runway Lights
NA | Not Applicable
SWL | Single Wheel Loading
VASI | Visual Approach Slope Indicator
VOR | Very High Frequency Omni-Directional Range
nm | Nautical Mile
NPIAS | National Plan of Integrated Airport Systems
PAPI | Precision Approach Path Indicator
Distance from VIS . . . . . . 10.2nm SSE
Airport NPIAS Classification . . . . . GA
FAA Asset Study Classification . Local
Elevation . . . . . . . . . . . . . . . . . . . . . . 265 Weather Reporting . . . . . . . . . . AWOS
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . . 25,090
Based Aircraft . . . . . . . . . . . . . . . . . . 27
Enplaned Passengers . . . . . . . . None
Distance from VIS . . . . . 20.3nm NW
Airport NPIAS Classification . . . . NA
FAA Asset Study Classification . . NA
Elevation . . . . . . . . . . . . . . . . . . . . . 305 Weather Reporting. . . . . . . . . . . None
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . . 9,600
Based Aircraft . . . . . . . . . . . . . . . . . . 44
Enplaned Passengers . . . . . . . . None
Distance from VIS . . . . . . . . 21.3nm N
Airport NPIAS Classification . . . . . GA
FAA Asset Study Classification . Local
Elevation . . . . . . . . . . . . . . . . . . . . . . 386 Weather Reporting . . . . . . . . . . AWOS
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . 33,000
Based Aircraft . . . . . . . . . . . . . . . . . . 21
Enplaned Passengers . . . . . . . . None
Distance from VIS . . . . . . . . 11.4nm W
Airport NPIAS Classification . . . . . GA
FAA Asset Study Classification . Local
Elevation . . . . . . . . . . . . . . . . . . . . . . 240 Weather Reporting . . . . . . . . . . ASOS
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . 28,700
Based Aircraft . . . . . . . . . . . . . . . . . . 49
Enplaned Passengers . . . . . . . . . . . 25
Distance from VIS . . . . . . . 19nm ESE
Airport NPIAS Classification . . . . NA
FAA Asset Study Classification . . NA
Elevation . . . . . . . . . . . . . . . . . . . . . . 426 Weather Reporting . . . . . . . . . . None
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . . 3,850
Based Aircraft . . . . . . . . . . . . . . . . . . 25
Enplaned Passengers . . . . . . . . None
Runways 13/31
Length 3,901
Width 75
Pavement Strength
SWL 12,500

DWL NA
Lighting MIRL
Marking Nonprecision
Approach Aids PAPI-2
Instrument Approach Procedures GPS,VOR
Services provided: Jet A & 100LL fuel and tiedowns
Runways 14/32
Length 5,179
Width 75
Pavement Strength
SWL 30,000
DWL 45,000
Lighting MIRL
Marking Basic
Approach Aids PAPI-4
Instrument Approach Procedures GPS, VOR-A
Services provided: 100LL fuel, tiedowns, and maintenance Runways 13/31
Length 2,000
Width 50
Pavement Strength
SWL NA

DWL NA
Lighting None
Marking Basic
Approach Aids None
Instrument Approach Procedures None
Services Provided: Tiedowns
Distance from VIS . . . . . . 8.5nm NNE
Airport NPIAS Classification . . . . GA
FAA Asset Study Classification . . NA
Elevation . . . . . . . . . . . . . . . . . . . . . . 313 Weather Reporting . . . . . . . . . . None
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . 12,000
Based Aircraft . . . . . . . . . . . . . . . . . . . 5
Enplaned Passengers . . . . . . . . None
Runways 13/31
Length 3,012
Width 60
Pavement Strength
SWL 30,000
DWL 50,000
Lighting LIRL
Marking Basic
Approach Aids None
Instrument Approach Procedures None
Services Provided: Tiedowns and maintenance
Runways 10/28
Length 2,206
Width 50
Pavement Strength
SWL 12,000

DWL NA
Lighting NSTD
Marking NSTD
Approach Aids None
Instrument Approach Procedures None
Services Provided: 100LL fuel and tiedowns
Runways 16/34
Length 3,300
Width 60
Pavement Strength
SWL 12,000

DWL NA
Lighting MIRL
Marking Nonprecision
Approach Aids PAPI-2
Instrument Approach Procedures GPS

Services Provided: Jet A & 100LL fuel, tiedowns, and maintenance Distance from VIS . . . . . . . 23.6nm SE
Airport NPIAS Classification . . . . GA
FAA Asset Study Classification Local
Elevation . . . . . . . . . . . . . . . . . . . . . . 443 Weather Reporting . . . . . . . . . AWOS
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . 43,550
Based Aircraft . . . . . . . . . . . . . . . . . . 47
Enplaned Passengers . . . . . . . . . . . 18
Distance from VIS . . . . . . 14.6nm ENE
Airport NPIAS Classification . . . . . GA
FAA Asset Study Classification . Basic
Elevation . . . . . . . . . . . . . . . . . . . . . . 425 Weather Reporting . . . . . . . . . . None
ATCT . . . . . . . . . . . . . . . . . . . . . . . . None Annual Operations . . . . . . . . . 12,000
Based Aircraft . . . . . . . . . . . . . . . . . . 12
Enplaned Passengers . . . . . . . . None
Runways 07/25
Length 2,203
Width 50
Pavement Strength
SWL NA

DWL NA
Lighting None
Marking Basic
Approach Aids None
Instrument Approach Procedures None
Services Provided: 100LL fuel and tiedowns
Exhibit L

VICINITY AIRPORTS
ALP Update and Narrative Report
Draft
31 /gid00132/gid00131/gid00131
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/gid00020/gid00021/gid00002/gid00021/gid00006/gid00001/gid00016/gid00007/gid00001/gid00004/gid00002/gid00013/gid00010/gid00007/gid00016/gid00019/gid00015/gid00010/gid00002/gid00001/gid00187/gid00036/gid00041/gid00001/gid00040/gid00036/gid00039/gid00039/gid00036/gid00042/gid00041/gid00046/gid00188 /gid00017/gid00016/gid00017/gid00022/gid00013/gid00002/gid00021/gid00010/gid00016/gid00015/gid00010/gid00015/gid00005/gid00022/gid00020/gid00021/gid00019/gid00010/gid00006/gid00020 /gid00021/gid00022/gid00013/gid00002/gid00019/gid00006/gid00001/gid00004/gid00016/gid00022/gid00015/gid00021/gid00026/gid00001/gid00187/gid00036/gid00041/gid00001/gid00047/gid00035/gid00042/gid00048/gid00046/gid00028/gid00041/gid00031/gid00046/gid00188 /gid00014/gid00002/gid00011/gid00016/gid00019/gid00001/gid00006/gid00014/gid00017/gid00013/gid00016/gid00026/gid00006/gid00019/gid00020 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/gid00009/gid00032/gid00028/gid00039/gid00047/gid00035/gid00001/gid00004/gid00028/gid00045/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00020/gid00042/gid00030/gid00036/gid00028/gid00039/gid00001/gid00002/gid00046/gid00046/gid00036/gid00046/gid00047/gid00028/gid00041/gid00030/gid00032/gid00001 /gid00019/gid00032/gid00047/gid00028/gid00036/gid00039/gid00001/gid00021/gid00045/gid00028/gid00031/gid00032/gid00001 /gid00007/gid00042/gid00045/gid00032/gid00046/gid00047/gid00036/gid00041/gid00034/gid00164/gid00001/gid00007/gid00036/gid00046/gid00035/gid00036/gid00041/gid00034/gid00164/gid00001/gid00028/gid00041/gid00031/gid00001/gid00019/gid00032/gid00039/gid00028/gid00047/gid00032/gid00031/gid00001/gid00002/gid00030/gid00047/gid00036/gid00049/gid00036/gid00047/gid00036/gid00032/gid00046 /gid00020/gid00047/gid00028/gid00047/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00013/gid00042/gid00030/gid00028/gid00039/gid00001/gid00008/gid00042/gid00049/gid00032/gid00045/gid00041/gid00040/gid00032/gid00041/gid00047/gid00001 /gid00132/gid00136/gid00163/gid00133/gid00332
/gid00132/gid00133/gid00163/gid00138/gid00332
/gid00140/gid00163/gid00135/gid00332
/gid00140/gid00163/gid00133/gid00332
/gid00137/gid00163/gid00139/gid00332
/gid00137/gid00163/gid00135/gid00332
/gid00136/gid00163/gid00140/gid00332
/gid00136/gid00163/gid00137/gid00332
/gid00136/gid00163/gid00134/gid00332
/gid00135/gid00163/gid00135/gid00332
/gid00135/gid00163/gid00132/gid00332
/gid00134/gid00163/gid00133/gid00332
/gid00133/gid00163/gid00140/gid00332
/gid00133/gid00163/gid00138/gid00332
/gid00133/gid00163/gid00136/gid00332
/gid00132/gid00163/gid00132/gid00332
/gid00131/gid00163/gid00139/gid00332
/gid00131/gid00163/gid00136/gid00332
/gid00131/gid00163/gid00136/gid00332
/gid00131/gid00163/gid00134/gid00332
/gid00131/gid00163/gid00134/gid00332
/gid00131/gid00163/gid00134/gid00332
/gid00131/gid00163/gid00131/gid00332
/gid00020/gid00047/gid00028/gid00047/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00013/gid00042/gid00030/gid00028/gid00039 /gid00008/gid00042/gid00049/gid00032/gid00045/gid00041/gid00040/gid00032/gid00041/gid00047 /gid00007/gid00042/gid00045/gid00032/gid00046/gid00047/gid00036/gid00041/gid00034/gid00164/gid00001/gid00007/gid00036/gid00046/gid00035/gid00036/gid00041/gid00034/gid00164 /gid00129/gid00001/gid00019/gid00032/gid00039/gid00028/gid00047/gid00032/gid00031 /gid00001/gid00002/gid00030/gid00047/gid00036/gid00049/gid00036/gid00047/gid00036/gid00032/gid00046 /gid00019/gid00032/gid00047/gid00028/gid00036/gid00039
/gid00021/gid00045/gid00028/gid00031/gid00032
/gid00007/gid00028/gid00045/gid00040
/gid00009/gid00032/gid00028/gid00039/gid00047/gid00035
/gid00004/gid00028/gid00045/gid00032
/gid00010/gid00015/gid00004/gid00016/gid00014/gid00006/gid00001/gid00187/gid00036/gid00041/gid00001/gid00047/gid00035/gid00042/gid00048/gid00046/gid00028/gid00041/gid00031/gid00046/gid00188 /gid00136/gid00131
/gid00132/gid00131/gid00131
/gid00132/gid00136/gid00131
/gid00133/gid00131/gid00131
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/gid00133/gid00131/gid00135/gid00132/gid00133/gid00131/gid00134/gid00137/gid00133/gid00131/gid00134/gid00132/gid00133/gid00131/gid00133/gid00137/gid00133/gid00131/gid00133/gid00132/gid00133/gid00131/gid00132/gid00131/gid00133/gid00131/gid00131/gid00131/gid00132/gid00140/gid00140/gid00131 /gid00133/gid00131/gid00135/gid00132/gid00133/gid00131/gid00134/gid00137/gid00133/gid00131/gid00134/gid00132/gid00133/gid00131/gid00133/gid00137/gid00133/gid00131/gid00133/gid00132/gid00133/gid00131/gid00132/gid00131/gid00133/gid00131/gid00131/gid00131/gid00132/gid00140/gid00140/gid00131 /gid00133/gid00131/gid00135/gid00132/gid00133/gid00131/gid00134/gid00137/gid00133/gid00131/gid00134/gid00132/gid00133/gid00131/gid00133/gid00137/gid00133/gid00131/gid00133/gid00132/gid00133/gid00131/gid00132/gid00131/gid00133/gid00131/gid00131/gid00131/gid00132/gid00140/gid00140/gid00131 /gid00136/gid00131
/gid00132/gid00131/gid00131
/gid00132/gid00136/gid00131
/gid00133/gid00131/gid00131
/gid00133/gid00136/gid00131
/gid00134/gid00131/gid00131
/gid00134/gid00136/gid00131
/gid00136
/gid00132/gid00131
/gid00132/gid00136
/gid00133/gid00131
/gid00133/gid00136
/gid00134/gid00131
/gid00134/gid00136
/gid00006/gid00014/gid00017/gid00013/gid00016/gid00026/gid00014/gid00006/gid00015/gid00021 /gid00020/gid00021/gid00002/gid00021/gid00006/gid00001/gid00016/gid00007/gid00001/gid00004/gid00002/gid00013/gid00010/gid00007/gid00016/gid00019/gid00015/gid00010/gid00002/gid00001/gid00187/gid00036/gid00041/gid00001/gid00040/gid00036/gid00039/gid00039/gid00036/gid00042/gid00041/gid00046/gid00188 /gid00021/gid00022/gid00013/gid00002/gid00019/gid00006/gid00001/gid00004/gid00016/gid00022/gid00015/gid00021/gid00026/gid00001/gid00187/gid00036/gid00041/gid00001/gid00047/gid00035/gid00042/gid00048/gid00046/gid00028/gid00041/gid00031/gid00046/gid00188 /gid00021/gid00048/gid00039/gid00028/gid00045/gid00032/gid00001/gid00004/gid00042/gid00048/gid00041/gid00047/gid00052 /gid00004/gid00028/gid00039/gid00036/gid00033/gid00042/gid00045/gid00041/gid00036/gid00028 /gid00013/gid00006/gid00008/gid00006/gid00015/gid00005
Sources: Woods & Poole Complete Economic and Demographic Data Source (CEDDS) 2021 ALP Update and Narrative Report
Exhibit M

TULARE COUNTY SOCIOECONOMIC CHARACTERISTICS
Draft
32 /gid00132/gid00131/gid00131
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/gid00002/gid00030/gid00030/gid00042/gid00040/gid00040/gid00042/gid00031/gid00028/gid00047/gid00036/gid00042/gid00041 /gid00129/gid00001/gid00007/gid00042/gid00042/gid00031/gid00001/gid00020/gid00032/gid00045/gid00049/gid00036/gid00030/gid00032/gid00046/gid00001 /gid00014/gid00036/gid00041/gid00036/gid00041/gid00034
/gid00012/gid00036/gid00041/gid00034/gid00046/gid00001/gid00004/gid00042/gid00048/gid00041/gid00047/gid00052 /gid00004/gid00028/gid00039/gid00036/gid00033/gid00042/gid00045/gid00041/gid00036/gid00028 /gid00013/gid00006/gid00008/gid00006/gid00015/gid00005
/gid00010/gid00015/gid00004/gid00016/gid00014/gid00006/gid00001/gid00187/gid00036/gid00041/gid00001/gid00047/gid00035/gid00042/gid00048/gid00046/gid00028/gid00041/gid00031/gid00046/gid00188 /gid00136/gid00131
/gid00132/gid00131/gid00131
/gid00132/gid00136/gid00131
/gid00133/gid00131/gid00131
/gid00133/gid00136/gid00131
/gid00134/gid00131/gid00131
/gid00012/gid00036/gid00041/gid00034/gid00046/gid00001/gid00004/gid00042/gid00048/gid00041/gid00047/gid00052 /gid00004/gid00028/gid00039/gid00036/gid00033/gid00042/gid00045/gid00041/gid00036/gid00028 /gid00013/gid00006/gid00008/gid00006/gid00015/gid00005
/gid00133/gid00131/gid00135/gid00132/gid00133/gid00131/gid00134/gid00137/gid00133/gid00131/gid00134/gid00132/gid00133/gid00131/gid00133/gid00137/gid00133/gid00131/gid00133/gid00132/gid00133/gid00131/gid00132/gid00131/gid00133/gid00131/gid00131/gid00131/gid00132/gid00140/gid00140/gid00131 /gid00007/gid00032/gid00031/gid00032/gid00045/gid00028/gid00039/gid00001/gid00014/gid00036/gid00039/gid00036/gid00047/gid00028/gid00045/gid00052/gid00001 /gid00006/gid00031/gid00048/gid00030/gid00028/gid00047/gid00036/gid00042/gid00041/gid00028/gid00039/gid00001/gid00020/gid00032/gid00045/gid00049/gid00036/gid00030/gid00032/gid00046/gid00001 /gid00010/gid00041/gid00033/gid00042/gid00045/gid00040/gid00028/gid00047/gid00036/gid00042/gid00041 /gid00022/gid00047/gid00036/gid00039/gid00036/gid00047/gid00036/gid00032/gid00046/gid00001 /gid00002/gid00045/gid00047/gid00046/gid00164/gid00001/gid00006/gid00041/gid00047/gid00032/gid00045/gid00047/gid00028/gid00036/gid00041/gid00040/gid00032/gid00041/gid00047/gid00164/gid00001/gid00028/gid00041/gid00031/gid00001/gid00019/gid00032/gid00030/gid00045/gid00032/gid00028/gid00047/gid00036/gid00042/gid00041/gid00001 /gid00014/gid00028/gid00041/gid00048/gid00033/gid00028/gid00030/gid00047/gid00048/gid00045/gid00036/gid00041/gid00034 /gid00024/gid00035/gid00042/gid00039/gid00032/gid00046/gid00028/gid00039/gid00032/gid00001/gid00021/gid00045/gid00028/gid00031/gid00032 /gid00014/gid00028/gid00041/gid00028/gid00034/gid00032/gid00040/gid00032/gid00041/gid00047/gid00001/gid00042/gid00033/gid00001/gid00004/gid00042/gid00040/gid00043/gid00028/gid00041/gid00036/gid00032/gid00046/gid00001/gid00028/gid00041/gid00031/gid00001/gid00006/gid00041/gid00047/gid00032/gid00045/gid00043/gid00045/gid00036/gid00046/gid00032/gid00046 /gid00007/gid00036/gid00041/gid00028/gid00041/gid00030/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00010/gid00041/gid00046/gid00048/gid00045/gid00028/gid00041/gid00030/gid00032/gid00001 /gid00017/gid00045/gid00042/gid00033/gid00032/gid00046/gid00046/gid00036/gid00042/gid00041/gid00028/gid00039/gid00001/gid00028/gid00041/gid00031/gid00001/gid00021/gid00032/gid00030/gid00035/gid00041/gid00036/gid00030/gid00028/gid00039/gid00001/gid00020/gid00032/gid00045/gid00049/gid00036/gid00030/gid00032/gid00046 /gid00007/gid00042/gid00045/gid00032/gid00046/gid00047/gid00036/gid00041/gid00034/gid00164/gid00001/gid00007/gid00036/gid00046/gid00035/gid00036/gid00041/gid00034/gid00164/gid00001/gid00028/gid00041/gid00031/gid00001/gid00019/gid00032/gid00039/gid00028/gid00047/gid00032/gid00031/gid00001/gid00002/gid00030/gid00047/gid00036/gid00049/gid00036/gid00047/gid00036/gid00032/gid00046/gid00001/gid00028/gid00041/gid00031/gid00001/gid00042/gid00047/gid00035/gid00032/gid00045/gid00001 /gid00019/gid00032/gid00028/gid00039/gid00001/gid00006/gid00046/gid00047/gid00028/gid00047/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00019/gid00032/gid00041/gid00047/gid00028/gid00039/gid00001/gid00028/gid00041/gid00031/gid00001/gid00013/gid00032/gid00028/gid00046/gid00032/gid00001 /gid00007/gid00032/gid00031/gid00032/gid00045/gid00028/gid00039/gid00001/gid00004/gid00036/gid00049/gid00036/gid00039/gid00036/gid00028/gid00041/gid00001/gid00008/gid00042/gid00049/gid00032/gid00045/gid00041/gid00040/gid00032/gid00041/gid00047/gid00001 /gid00009/gid00032/gid00028/gid00039/gid00047/gid00035/gid00001/gid00004/gid00028/gid00045/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00020/gid00042/gid00030/gid00036/gid00028/gid00039/gid00001/gid00002/gid00046/gid00046/gid00036/gid00046/gid00047/gid00028/gid00041/gid00030/gid00032/gid00001 /gid00002/gid00031/gid00040/gid00036/gid00041/gid00036/gid00046/gid00047/gid00045/gid00028/gid00047/gid00036/gid00049/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00024/gid00028/gid00046/gid00047/gid00032/gid00001/gid00020/gid00032/gid00045/gid00049/gid00036/gid00030/gid00032/gid00046 /gid00019/gid00032/gid00047/gid00028/gid00036/gid00039/gid00001/gid00021/gid00045/gid00028/gid00031/gid00032/gid00001 /gid00004/gid00042/gid00041/gid00046/gid00047/gid00045/gid00048/gid00030/gid00047/gid00036/gid00042/gid00041 /gid00016/gid00047/gid00035/gid00032/gid00045/gid00001/gid00020/gid00032/gid00045/gid00049/gid00036/gid00030/gid00032/gid00046/gid00164/gid00001/gid00006/gid00051/gid00030/gid00032/gid00043/gid00047/gid00001/gid00017/gid00048/gid00029/gid00039/gid00036/gid00030/gid00001/gid00002/gid00031/gid00040/gid00036/gid00041/gid00036/gid00046/gid00047/gid00045/gid00028/gid00047/gid00036/gid00042/gid00041/gid00001 /gid00021/gid00045/gid00028/gid00041/gid00046/gid00043/gid00042/gid00045/gid00047/gid00028/gid00047/gid00036/gid00042/gid00041/gid00001/gid00028/gid00041/gid00031/gid00001/gid00024/gid00028/gid00045/gid00032/gid00035/gid00042/gid00048/gid00046/gid00036/gid00041/gid00034 /gid00002/gid00030/gid00030/gid00042/gid00040/gid00040/gid00042/gid00031/gid00028/gid00047/gid00036/gid00042/gid00041/gid00001/gid00028/gid00041/gid00031/gid00001/gid00007/gid00042/gid00042/gid00031/gid00001/gid00020/gid00032/gid00045/gid00049/gid00036/gid00030/gid00032/gid00046/gid00001 /gid00007/gid00028/gid00045/gid00040
/gid00020/gid00047/gid00028/gid00047/gid00032/gid00001/gid00028/gid00041/gid00031/gid00001/gid00013/gid00042/gid00030/gid00028/gid00039/gid00001/gid00008/gid00042/gid00049/gid00032/gid00045/gid00041/gid00040/gid00032/gid00041/gid00047/gid00001 /gid00014/gid00036/gid00041/gid00036/gid00041/gid00034/gid00133/gid00136/gid00163/gid00137/gid00332 /gid00132/gid00137/gid00163/gid00131/gid00332
/gid00132/gid00131/gid00163/gid00133/gid00332
/gid00139/gid00163/gid00139/gid00332
/gid00136/gid00163/gid00134/gid00332
/gid00136/gid00163/gid00131/gid00332
/gid00135/gid00163/gid00139/gid00332
/gid00135/gid00163/gid00139/gid00332
/gid00134/gid00163/gid00137/gid00332
/gid00133/gid00163/gid00140/gid00332
/gid00133/gid00163/gid00132/gid00332
/gid00132/gid00163/gid00140/gid00332
/gid00132/gid00163/gid00137/gid00332
/gid00132/gid00163/gid00137/gid00332
/gid00132/gid00163/gid00136/gid00332
/gid00132/gid00163/gid00133/gid00332
/gid00132/gid00163/gid00131/gid00332
/gid00131/gid00163/gid00138/gid00332
/gid00131/gid00163/gid00135/gid00332
/gid00131/gid00163/gid00134/gid00332
/gid00131/gid00163/gid00133/gid00332
/gid00131/gid00163/gid00133/gid00332
/gid00131/gid00163/gid00133/gid00332
/gid00133/gid00131/gid00135/gid00132/gid00133/gid00131/gid00134/gid00137/gid00133/gid00131/gid00134/gid00132/gid00133/gid00131/gid00133/gid00137/gid00133/gid00131/gid00133/gid00132/gid00133/gid00131/gid00132/gid00131/gid00133/gid00131/gid00131/gid00131/gid00132/gid00140/gid00140/gid00131 /gid00133/gid00131/gid00135/gid00132/gid00133/gid00131/gid00134/gid00137/gid00133/gid00131/gid00134/gid00132/gid00133/gid00131/gid00133/gid00137/gid00133/gid00131/gid00133/gid00132/gid00133/gid00131/gid00132/gid00131/gid00133/gid00131/gid00131/gid00131/gid00132/gid00140/gid00140/gid00131 /gid00136/gid00131
/gid00132/gid00131/gid00131
/gid00132/gid00136/gid00131
/gid00133/gid00131/gid00131
/gid00133/gid00136/gid00131
/gid00134/gid00131/gid00131
/gid00134/gid00136/gid00131
/gid00136
/gid00132/gid00131
/gid00132/gid00136
/gid00133/gid00131
/gid00133/gid00136
/gid00134/gid00131
/gid00134/gid00136
/gid00006/gid00014/gid00017/gid00013/gid00016/gid00026/gid00014/gid00006/gid00015/gid00021 /gid00020/gid00021/gid00002/gid00021/gid00006/gid00001/gid00016/gid00007/gid00001/gid00004/gid00002/gid00013/gid00010/gid00007/gid00016/gid00019/gid00015/gid00010/gid00002/gid00001/gid00187/gid00036/gid00041/gid00001/gid00040/gid00036/gid00039/gid00039/gid00036/gid00042/gid00041/gid00046/gid00188 /gid00012/gid00010/gid00015/gid00008/gid00020/gid00001/gid00004/gid00016/gid00022/gid00015/gid00021/gid00026/gid00001/gid00187/gid00036/gid00041/gid00001/gid00047/gid00035/gid00042/gid00048/gid00046/gid00028/gid00041/gid00031/gid00046/gid00188 /gid00012/gid00036/gid00041/gid00034/gid00046/gid00001/gid00004/gid00042/gid00048/gid00041/gid00047/gid00052 /gid00004/gid00028/gid00039/gid00036/gid00033/gid00042/gid00045/gid00041/gid00036/gid00028 /gid00013/gid00006/gid00008/gid00006/gid00015/gid00005
Sources: Woods & Poole Complete Economic and Demographic Data Source (CEDDS) 2021 ALP Update and Narrative Report
Exhibit M (continued)

KINGS COUNTY SOCIOECONOMIC CHARACTERISTICS
Draft
33 This page intentionally left blank
Draft
34 n
n
Persian Ditch
W atson Ditch
SJVC
Visalia
Hurley Elementary
School
Mill Creek Ditch
Persian Ditch
Evans Ditch
South Fork Pe rsian Ditc h
North Fork Persian Ditch
Mill Creek Ditch
ROAD 88
AVENUE 28 0

S SHIRK RD

AVIATI ON WAY
AVENUE 28 8 W WALNUT AVE

SP L A Z AD R

NK E L S E YD R

PLAZA DR

WN I C H O L A SCT
AVENUE 28 0

S SHIRK RD
UV99
UV
198
A
AE
AE
AE
AE
AE
AE
AE
AE
AE
AE
AE
AE
AE
12 30
Vall ey Oak s
Golf Course
Plaza
Park
Airport Property Line
P r i m eF a r m l a n di fI r r i g a t e d
n Schools
Wetlands
Parks
Residential Land Use
100-Year Floodplain
River & Streams
Above Ground
Underground ¯
0 2,000 4,000
1" = 2,000'
Exhibit N

ENVIRONMENTAL SENSITIVITIES
ALP Update And Narrative Report
Draft
35  Air Quality. According to the U.S. Environmental Protection Agency’s (EPA) Green Book National Area and County‐Level Multi‐Pollutant Information, both Tulare County and Kings County Ozone are non‐attainment areas for fine particulate matter (PM2.5) and ozone (O2). Tulare County and Kings County are attainment areas for all other federal criteria pollutants regulated by the EPA under the Clean Air Act.1

 Biological Resources. Per the U.S. Fish and Wildlife Service (USFWS) Information for Planning and Consultation Report (IPaC), ten endangered and/or threatened species with the potential to oc‐ cur in the vicinity of the airport have been identified and listed in Table C below.

According to the USFWS critical habitat mapper, the nearest critical ha bitat is the California Tiger Salamander, Vernal Pool Fairy Shrimp, & Vernal Pool Tadpole Shrimp located 5.4 miles northwest of the airport.2

The Migratory Bird Treaty Act (MBTA) prohibits activities that would harm migratory birds, their eggs, or nests. Birds protected under the MBTA may nest, winter, or migrate through a region, including those species protected by the ESA. The IPaC report determined four migratory birds: the Black Tern (Childonias niger), the Clark’s Greb
e (Aechmophorus clarkii), the Nuttall’s Woodpecker
(Picoides nuttallii) and the Oak Titmouse (Baeolophus inornatus) may be present at the airport.

TABLE C | Federally Listed Endangered Species ‐ Visalia Municipal Airport, CA Common Name
(Scientific Name)  Federal Status  Habitat
Mammals
Fresno Kangaroo Rat
(Dipodomsy nitratoides exilis)  Endangered
Fresno Kangaroo Rat encompasses an area of grassland and cheno‐ pod scrub communities on the San Joaquin Valley floor, from about the Merced River, Merced County, on the south, to the northern edge of the marsh surrounding Tulare Lake, Kings County, on the south, and  extending  from  the  edge  of  the  vall
ey  floor  near  Livingston,
Madera,  Fresno,  and  Selma,  westward  to  the  wetlands  of  Fresno Slough and the San Joaquin River.1
San Joaquin Kit Fox
(Vulpes macrotis mutica)  Endangered
The Kit Fox is primarily found in association with Valley Sink Scrub, interior Coast Range Saltbush Scrub, Upper Sonoran Subshrub Scrub, Annual Grassland, and other grassland vegetation communities.2 Tipton Kangaroo Rat
(Dipodomys nitratoides nitratoides)  Endangered   Tipton Kangaroo Rat are desert‐adapted species and prefer open hab‐ itats with a little shrub cover.3
Reptiles
Blunt‐nose Leopard Lizard
(Gambelia Silus)  Endangered
Leopard Lizard use small rodent burrows for shelter from predators and temperature extremes. Burrows are usually abandoned ground squirrel tunnels or occupied or abandoned kangaroo rat tunnels. In areas of low mammal burrow density, lizards will construct shallow, simple tunnels in earth berms or under rocks.4
Giant Garter Snake
(Thamnophis gigas)  Threatened
The giant garter snake inhabits agricultural wetlands and other wa‐ terways such as irrigation and drainage canals, sloughs, ponds, small lakes, low gradient streams, and adjacent uplands in the Central Val‐ ley. Riceland fields also provides hundreds of thousands of acres of habitat for the species.5

1   https://www3.epa.gov/airquality/greenbook/anayo_ca.html 2   U.S. Fish and Wildlife Service Critical Habitat Mapper (https://fws.maps.arcgis.com/home/webmap/viewer.html?web‐ map=9d8de5e265ad4fe09893cf75b8dbfb77)
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36 TABLE C | Federally Listed Endangered Species (continued) Visalia Municipal Airport, CA
Common Name
(Scientific Name)  Federal Status  Habitat
Amphibians
California Red‐Legged Frog
(Rana draytonii)  Threatened
The California Red‐Legged Frog habitat includes nearly 1‐2 miles of a breeding site that stays moist and cool through the summer; this includes  non‐breeding  aquatic  habitat  in  pools  of  slow‐moving streams, perennial or ephemeral ponds, and upland sheltering hab‐ itat such as rocks, small mammal burrows, logs, densely vegetated areas, and even man‐made structures.6
California Tiger Salamander
(Ambystoma californiense)  Threatened   California Tiger Salamander spends most of its life underground, us‐ ing burrows made by squirrels and other burrowing mammals.7 Fish
Delta Smelt
(Hypomesus transpacificus)  Threatened
Delta Smelts are found only from the Suisun Bay upstream through the Delta in Contra Costa, Sacramento, San Joaquin, Solano and Yolo counties.8
Crustaceans
Vernal Pool Fairy Shrimp
(Branchinecta lynchi)  Threatened
Vernal Pool Fairy Shrimp occur primarily in vernal pools, seasonal wetlands, and stagnant ditches that fill with water during fall and winter rains and dry up in spring and summer.9
Vernal Pool Tadpole Shrimp
(Lepidurus packardi)  Endangered
The Vernal Pool Tadpole Shrimp is found only in ephemeral fresh‐ water habitats, including alkaline pools, clay flats, vernal lakes, ver‐ nal pools, vernal swales, and other seasonal wetlands in California.10 1   U.S. Fish and Wildlife Service – Fresno Kangaroo Rat (https://www.fws.gov/sacramento/es species/Accounts/Mammals/Documents/fresno_kangaroo_rat.pdf) 2   U.S. Fish and Wildlife Service – San Joaquin Kit Fox (https://ecos.fws.gov/ServCat/DownloadFile/185116)
3   U.S. Fish and Wildlife Service – Tipton Kangaroo Rat (https://www.fws.gov/cno/newsroom/highlights/2018/tipton_kangaroo_rat/) 4   U.S. Fish and Wildlife Service – Blunt‐nose Leopard Lizard (https://www.fws.gov/sacramento/es_species/Accounts/Amphibians‐Reptiles/blunt_nosed_leopad_lizard/) 5  U.S. Fish and Wildlife Service – Giant Garter Snake
(https://www.fws.gov/sacramento/es_species/Accounts/Amphibians‐Reptiles/giant_garter_snake/) 6  U.S. Fish and Wildlife Service – California Red‐Legged Frog (https://www.fws.gov/sacramento/es_species/Accounts/Amphibians‐Reptiles/ca_red_legged_frog/) 7  U.S. Fish and Wildlife Service – California Tiger Salamander (https://www.fws.gov/sacramento/es_species/Accounts/Amphibians‐Reptiles/ca_tiger_salamander/) 8  U.S. Fish and Wildlife Service – Delta Smelt
(https://www.fws.gov/sfbaydelta/EndangeredSpecies/Species/Accounts/DeltaSmelt/delta_smelt.pdf) 9  U.S. Fish and Wildlife Service – Vernal Pool Fairy Shrimp (https://fws.gov/oregonfwo/articles.cfm?id=149489448)
10  U.S. Fish and Wildlife Service – Vernal Pool Tadpole Shrimp (https://www.fws.gov/cno/es/images/Graphics/VPTadpoleShrimp.pdf) Source:  U.S. Fish and Wildlife Service: Information for Planning and Consulting (https://ecos.fws.gov/ipac/)

 Coastal Resources (Coastal Barriers and Coastal Zones). The airport is inland and not subject to coastal restrictions.

 Department of Transportation (DOT) Act: Section 4(f). Section 4(f) of the DOT Act, which was recodified and renumbered as Section 303(c) of Title 49 U.S. Code, states that the Secretary of Transportati
on shall not approve any program or project that requires the use of any publicly or privately owned land from a historic site, public park, recreation area, or waterfowl or wildlife refuge of national, state, regional, or local importance unless there is no feasible and prudent alternative to the use of such land, and the project includes all possible planning to minimize harm resulti
ng from the use.

Draft
37 The closest Section 4(f) properties to the airport are three sites listed on the National Register of Historic Places (NRHP): The pioneer (3.68 miles southeast), the Hyde House (4.67 miles east), and the Sequoia Field‐ Visalia‐Dinuba School of Aeronautics (8.75 miles northeast).

 Farmland. A review of the U.S. Department of Agriculture (USDA),  Natural Resources Conserva‐ tion Services (NRCS) Web Soil Survey (WSS), indicates soil classified only as “prime farmland if irrigated and either protected from flooding or not frequently flooded during the growing sea‐ son” are present on airport property, and are indicated on Exhibit N.

 Hazardous Materials, Solid Waste, and Pollution Prevention. According to the EPA’s Environ ‐ mental Justice Screening (EJSCREEN) and Mapping Tool, the closest Brownfield site is the Shan‐ non Ranch Proposed School located 4.3 miles northeast of the airport.3  The closest landfill is the Visalia Landfill, located approximately 5 miles north of the airport.

 Historic, Architectural, Archaeological, and Cultural Resources. The closest NRHP‐listed sites in‐ clude  The  Pioneer  (3.68  miles  southeast),  the  Hyde  House  (4.67  miles  east),  and  the  Sequoia Field‐ Visalia‐Dinuba School of Aeronautics (8.75 miles northe ast).

The closest Native American tribal land is the Santa Rosa Rancheria, approximately 20 miles west of the airport.

 Land Use, and Noise and Compatible Land Use. The airport is bordered by industrial, commer‐ cial, residential, and agricultural.

Noise‐sensitive land uses in the vicinity of the airport are generally residential, places of worship, hospitals and healthcare facilities, and educational institutions. Places of worship are defined as
permanently established facilities intended solely for use as places of worship and not meant to be converted to other potential uses. For a hospital or healthcare facility to be considered a noise‐ sensitive medical facilit
y, it must provide for overnight stays or provide for longer recovery peri‐ ods, where rest and relaxation are key considerations for use of the facility. Schools are facilities that provide full time use for student instruction and training. The nearest noise‐sensitive land uses within the vicinity of the airport include:

o
Places of Worship:
 Trinity United Reformed Church – 1.9 miles east
 Rise Church – 3.3 miles east
o Schools:
 San Joaquin Valley College – 1.5 miles north
 Willow Glen Elementary School – 3.3 miles north
 Visalia‐Dinuba School of Aeronautics – 8.75 ‐mile northeast o Hospitals:
 Kaweah Delta Hospital – 3.1 miles north
 Kings Medical Center – 3.2 miles north
 Valley Children’s Medic – 3.0 miles north

3   U.S. Environmental Protection Agency EJSCREEN (https://ejscreen.epa.gov/mapper/) Draft
38 A voluntary Part 150 study has not been conducted for Visalia Municipal Airport. Updated airport noise exposure contours are not being prepared as part of this study.

 Socioeconomic Impacts, Environmental Justice, and Children’s Environmental Health and Safety Risks. The EPA’s EJSCREEN online tool was consulted regarding the presence of minority and low‐ income populations. With a population of approximately 1,704 within two miles of the airport, 30 percent of that population is considered minority, while 33 percent is considered low income. Like‐ wise, according to EJSCR
EEN, eight percent of the population is under the age of five.

 Visual Effects. As previously discussed, the airport is surrounded by industrial, commercial, resi‐ dential, and agricultural.

 Water Resources (Wetlands, Floodplains, Surface Waters, Groundwater, Wild and Scenic Rivers)

o Wetlands.  According  to  USFWS  National  Wetlands  Inventory,  there  is  one  freshwater emergent, one freshwater pond and three riverines identified as a wetland present on airport property based on a review of aerial photography from 1984. Other wetland fea‐ tures, such as ponds and riverines are in
the vicinity of the airport. See Exhibit N.

The NRCS WSS identified the presence of hydric soils (soils that are saturated enough to develop anaerobic conditions during the growing season) on airport property, which are indicative of wetlands.

o Floodplains.  Per  the  Federal  Emergency  Management  Agency  (FEMA)  Flood  Insurance Rate Map (FIRM) Community Panel  Number 909 map number 06107C0909E (effective June 16, 2009), the airport is within Zone AE, or a special flood hazard area with a base flood elevation. Portions of the airport are in Zone X, which is identified as areas of 0.2 percent annual chance flood; ar
eas of 1 percent annual chance flood with average depths of less than 1 foot or with drainage areas less than 1 square mile; and areas protected by levees from 1 percent annual chance flood.4

o Surface Waters. There is no natural surface water feature on or in the vicinity of the airport.

o Groundwater. According to the United States Geological Service (USGS), the closest sole source aquifer is the Fresno County Aquifer SSA located 15 miles northwest of the air‐ port.5 The geologic make‐up of the area is comprised of unconsolidated sand and gravel aquifers of the Central Valley aquifer system. Unconsolidated sand and gravel aquifers are characterized by intergranular porosity, and all contain water primarily unconfined, or water‐table, conditions.5

o Wild and Scenic Rivers. According to U.S. National Wild and Scenic Rivers, the Kings River is located approximately 43 miles northeast of the airport.6 The Kaweah River, Middle Fork is listed on the Nationwide Rivers Inventory, located approximately 32 miles northeast.

4   Federal Emergency Management Agency Flood Map Service Center (https://ejscreen.epa.gov/mapper/) 5   U.S. Environmental Protection Agency Sole Source Aquifer Mapping (https://epa.maps.arcgis.com/apps/webappviewer/in‐ dex.html?id=9ebb047ba3ec41ada1877155fe31356b)
6   Unconsolidated sand and gravel aquifers (https://www.usgs.gov/mission‐areas/water‐resources/science/unconsolidated‐and‐semicon‐ solidated‐sand‐and‐gravel‐aquifers?qt‐science_center_objects=0#qt‐science_center_objects) Draft
39 This page intentionally left blank
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40 FORECASTS OF AVIATION DEMAND

Facility planning requires a definition of demand that may be expected to occur during the useful life of the  facility’s  crucial  components.  For  VIS,  this  involves  projecting  aviation  demand  for  a  20‐year timeframe. In this report, forecasts of county registered aircraft, based aircraft, based aircraft fleet mix, annual airport operations, and forecasts of airport peaking characte ristics are projected.

The forecasts generated may be used for a multitude of purposes, including facility needs assessments and environmental evaluations. The forecasts will be submitted to the FAA for review and approval to ensure accuracy and  reasonable  projections  of  aviation  activity.  The  intent  of  the  projections  is  to  enable  the airport to make facility improvements to meet demand in the most efficient and cost‐effectiv e manner
possible. In this report, forecasts of county registered aircraft, based aircraft, based aircraft fleet mix, and annual airport operations are forecasted to establish the existing and ultimate critical aircraft.

It  should  be  noted  that  aviation  activity  can  be  affected  by  numerous  outside  influences  on  a  local, regional
, and national level. As a result, forecasts of aviation demand should be used only for advisory purposes.  It  is  recommended  that  planning  strategies  remain  flexible  enough  to  accommodate  any unforeseen facility needs.

FORECASTING APPROACH

Typically,  the  most  accurate  and  reliable  forecasting  approach  is  derived from  employing  multiple
analytical  forecasting  techniques.  Analytical  forecasting  methodologies  typically  consist  of  regression analysis, trend analysis and extrapolation, market share or ratio analysis, and smoothing. Through the use  of  multiple  forecasting  techniques  based  upon  each  aviation  demand  indicator,  an  envelope  of aviation demand projections can be generated.

Regression Analysis
can be described as a forecasting technique that correlates certain aviation demand variables  (such  as  passenger  enplanements  or  operations)  with  economic  measures.  When  using regression analysis, the technique should be limited to relatively simple models containing independent variables for which reliable forecasts are available (such as population or income forecasts).

Trend  Analysis  and  Extrapolation  is  a  forecas
ting  technique  that  records  historical  activity  (such  as airport operations) and projects this pattern into the future. Oftentimes, this technique can be beneficial when local conditions of the study area are differentiated from the region or other airports.

Market Share or Ratio Analysis can be described as a forecasting technique that assumes the existence of  a  top‐down  relationship  between  national,  regional,  and  local  forecasts.  The  local  fore casts  are
presented  as  a  market  share  of  regional  forecasts,  and  regional  forecasts  are  presented  as  a  market share  of  national  forecasts.  Typically,  historical  market  shares  are  calculated  and   used  as  a  base  to project future market shares.

Draft
41 Smoothing  is  a  statistical  forecasting  technique  that  can  be  applied  to  historical  data,  giving  greater weight  to  the  most  recent  trends  and  conditions.  Generally,  this  technique  is  most  effective  when generating short‐term forecasts.

NATIONAL GENERAL AVIATION TRENDS

General  aviation  encompasses  all  portions  of  civil  aviation,  except  commercial  service  and  military operations.  To  d
etermine  the  types  and  sizes  of  facilities  that  should  be  planned  to  accommodate general aviation activity at VIS, certain elements of this activity must be forecast. These indicators of general aviation demand include based aircraft, aircraft fleet mix, and annual operations.

The current edition of the FAA Aerospace Forecasts, Fiscal Years 2021‐2041 forecasts the fleet mi x and
hours  flown  for  single  engine  piston  aircraft,  multi‐engine  piston  aircraft,  turboprops,  business  jets, piston  and  turbine  helicopters,  light  sport,  experimental,  and  others  (gliders  and  balloons).  The  FAA forecasts “active aircraft,” not total aircraft. An active aircraft is one that is flown at least one hour during the year
. From 2010 through 2013, the FAA undertook an effort to have all aircraft owners re‐register their aircraft. This effort resulted in a 10.5 percent decrease in the number of active general aviation aircraft, mostly in the piston category.

The  COVID‐19  pandemic  has  affected  the  general  aviation  market  in  the  short  term  as  ord ers  and
deliveries witnessed a decline in 2019‐2020, which has led to a ‐15.08 percent decrease in fuel sales from 2019‐2020.  However,  due  to  the  increased  operations  of  the  helicopters  and  business  jets,  charter operations,  and  VIP  transportation  among  others,  the  plans  for  fleet  modern ization  have  been unaffected in the long term. This is expected to enhance the growth of the general aviation market in the coming years. With the peak of those operations, fuel sales have already increased back up 14.3 percent from 2020‐2021 and will be keeping a consistent gro wth of 2.2 percent through 2021‐2041.

The long‐term outlook for general aviation is promising, as growth at the high end offsets continuing retirements at the traditional low end of the segment. The active general aviation fleet is forecast to remain relatively stable between 2021 and 2041. While steady growth in both GDP and corporat e profits
results in continued growth of the turbine and rotorcraft fleets, the largest segment of the fleet – fixed‐ wing piston aircraft – continues to shrink over the forecast period. Table D details the primary general aviation demand indicators as forecast by the FAA.

In 2021, the FAA estimated there were 139,065 pist
on‐powered, fixed‐wing aircraft in the national fleet.

The total number of piston‐powered aircraft in the fleet is forecast to decline by ‐0.9 percent from 2021‐ 2041,  resulting  in  116,905  by  2041.  This  reflects  a  decline  of ‐ 0.9  percent  annually  for  single  engine pistons and ‐0.4 percent for multi‐engine pistons.

Draft
42 TABLE D | FAA General Aviation Forecast
Demand Indicator  2021  2041  CAGR
General Aviation (GA) Fleet
Total Fixed Wing Piston  139,065  116,905 ‐ 0.86%
Total Fixed Wing Turbine  25,790  35,780  1.65%
Total Helicopters  10,215  13,390  1.36%
Total Other (experimental, light sport, etc.)  30,800  42,715  1.65% Total GA Fleet  205,870  208,790  0.07%
General Aviation Operations
Local  12,743,768  14,392,959  0.61%
Itinerant  13,199,029  15,737,728  0.88%
Total GA Operations  25,942,797  30,130,687  0.75%
CAGR: compound annual growth rate (2021‐2041)
Source:  FAA Aerospace Forecast – Fiscal Years 2021‐2041

Total turbine aircraft are forecast to grow at an annual growth rate of 1.7 percent through 2041. The FAA estimates there were 25,790 turbine‐powered aircraft in the national fleet in 2021, and there will be  35,780  by  2041.  This  includes  annual  growth  rates  of  0.6  percent  for  turboprops,  2.3  percent  for business jets, and 1.4 percent for
turbine helicopters. Exhibit P presents the historical and forecast U.S. active general aviation aircraft.

The FAA also forecasts total operations based upon activity at control towers across the U.S. Operations are  categorized  as  air  carrier,  air  taxi/commuter,  general  aviation,  and  military.  General  aviation operations,
both local and itinerant, declined significantly with the 2008‐2009 recession and subsequent slow recovery. Through 2041, total general aviation operations are forecast to grow 0.8 percent annually.

General Aviation Aircraft Shipments and Revenue

The 2007‐2009 economic recession had a negative impact on general aviation aircraft production, and the industry was slow to recover. Aircraft manu
facturing declined for three straight years from 2008
through 2010. Since this time, aircraft manufacturing has stabilized and returned to growth. According to General Aviation Manufactures Association (GAMA), there is an expected rebound in aircraft demand once the impact of the COVID pandemic has passed and a belief that innovations in electric  propulsion and supersonic technologies will increase the sector’s global reach. Despite the industry’s fourth quarter rebound, the pandemic took its toll on 2020 shipments and billings. The least affected segment, piston airplanes (including both single engine and multi‐engine aircraft), saw deliveries drop just 0.9 percent year over year to 1,312 units, but turboprop shipments declined 15.6 percent to 443, and business jet deliveries fell 20.4 percent to 644 aircraft. Table E presents currently available historical data related to
general aviation aircraft shipments.

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43 TABLE E | Annual General Aviation Airplane Shipments – Manufactured Worldwide and Factory Net Billings Year  Total  SEP  MEP  TP  J  Net Billings ($millions)
1994  1,132  544  77  233  278  3,749
1995  1,251  605  61  285  300  4,294
1996  1,437  731  70  320  316  4,936
1997  1,840  1043  80  279  438  7,170
1998  2,457  1508  98  336  515  8,604
1999  2,808  1689  112  340  667  11,560
2000  3,147  1,877  103  415  752  13,496
2001  2,998  1,645  147  422  784  13,868
2002  2,677  1,591  130  280  676  11,778
2003  2,686  1,825  71  272  518  9,998
2004  2,962  1,999  52  319  592  12,093
2005  3,590  2,326  139  375  750  15,156
2006  4,054  2,513  242  412  887  18,815
2007  4,277  2,417  258  465  1,137  21,837
2008  3,974  1,943  176  538  1,317  24,846
2009  2,283  893  70  446  874  19,474
2010  2,024  781  108  368  767  19,715
2011  2,120  761  137  526  696  19,042
2012  2,164  817  91  584  672  18,895
2013  2,353  908  122  645  678  23,450
2014  2,454  986  143  603  722  24,499
2015  2,331  946  110  557  718  24,129
2016  2,268  890  129  582  667  21,092
2017  2,324  936  149  563  676  20,197
2018  2,441  952  185  601  703  20,515
2019  2,658  1,111  213  525  809  23,515
2020  2,399  1,155  157  443  644  20,029
SEP ‐ Single‐Engine Piston; MEP ‐ Multi‐Engine Piston; TP ‐ Turboprop; J ‐ Turbofan/Turbojet Source: General Aviation Manufacturers Association, 2020 Annual Report

Worldwide shipments of general aviation airplanes declined in the year 2020 with a total of 2,399 units delivered around the globe, compared to 2,658 units in 2019, but still surpassed the 2,325 units in 2017.

Worldwide general aviation billings were the highest in 2014. In 2020, there was a decline of new aircraft shipments with a total of $20,029 billion compar
ed to the previous year of $23,515 billion. North America continues to be the largest market for general aviation aircraft and leads the way in the manufacturing of piston, turboprop, and jet aircraft. The Asia‐Pacific region is the second largest market for piston‐ powered,
while Europe is the second leading in the turboprop and business jets.

Business Jets: Business jet deliveries decreased from 809 units in 2019 to 644 units in 2020, the second largest  drop  since  the  2008‐2009  economic  recession.  The  North  American  market  accounted  for  66 percent of business jet deliveries, which is a 1.1 percent decrease in market share compared to 2019.

Turboprops: Turboprop shipments were down from 525 in 2019 to 443 in 2020. North America’s market share of turboprop aircraft, however, increased by 4.6 percent in the last year. The European market also  increased,  while  Latin  Ameri ca,  Middle  East  Africana,  and  Asia‐Pacific  markets  decreased  their market share.

Draft
44 2021 2026 2031 2041
CAGR
2021-2041
U.S. GENERAL AVIATION OPERATIONS
Itinerant
13,199,000 15,139,000 15,333,000 15,738,000 0.9%
Local
12,744,000 13,632,000 13,877,000 14,393,000 0.6%
Total GA Operations 25,943,000 28,770,000 29,210,000 30,131,000 0.8% 2021 2026 2031 2041
CAGR
2021-2041
U.S. AIR TAXI
Air Taxi/Commuter Operations
Itinerant 5,013,000 5,336,000 5,646,000 6,287,000 1.1%
Operations (in millions) Air Taxi (in millions)
2021 2026 2031 2041
CAGR*
2021-2041
U.S. ACTIVE GENERAL AVIATION AIRCRAFT
Fixed Wing
Piston
Single Engine 126,745 120,595 114,990 105,540 -0.9%
Multi-Engine 12,320 11,970 11,720 11,365 -0.4%
Turbine
Turboprop 10,170 10,165 10,390 11,385 0.6%
Turbojet 15,620 17,770 20,065 24,395 2.3%
Rotorcraft
Piston 3,070 3,165 3,300 3,640 0.9%
Turbine 7,145 7,650 8,280 9,750 1.6%
Experimental
25,250 28,075 29,965 33,050 1.4%
Sport Aircraft
2,465 3,525 4,180 5,415 4.0%
Other
3,085 4,160 4,180 4,250 1.6%
Total Pistons 142,135 135,730 130,010 120,545 -0.8%
Total Turbines 32,935 35,585 38,735 45,530 1.6%
Total Fleet 205,870 207,075 207,070 208,790 0.1%
Notes: An active aircraft is one that has a current registration and was flown at least one hour during the calendar year.

Source: FAA Aerospace Forecast - Fiscal Years 2021-2041 Aircraft (in thousands)
Forecast
50 100
150
200
250
300
2040203520302025202020152010
‘41‘31‘26‘21
5 10
15 20
25 30
35 Historical Forecast
Forecast
2 4
6 8
10 Historical
Historical
Total Operations
Local Operations
Itinerant Operations
LEGEND
2040203520302025202020152010
‘41‘31‘26‘21
2040203520302025202020152010
‘41‘31‘26‘21
Forecast
‘41
‘31
‘26
‘21
Historical
FForecast
‘41
‘31
‘26
‘21
Historical
Historical
Forecast
Total Operations
Local Operations
Itinerant Operations
LEGEND
LEGEND
LEGEND
‘41
‘31
‘26
‘21
*CAGR - Compound Annual Growth Rate
Exhibit P

NATIONAL GENERAL AVIATION/AIR TAXI FORECAST
ALP Update and Narrative Report
Draft
45 This page intentionally left blank
Draft
46 Pistons: In 2020, piston airplane shipments fell to 1,312 units compared to 1,324 units in the prior year.

North America’s market share of piston aircraft deliveries dropped 1.5 percent from the year 2019. The Asia‐Pacific market experienced a positive rate in market share during the past year, while Europe, Latin‐ Americ
a, and Middle East saw a decline.

U.S. Pilot Population

There were 469,062 active pilots certificated by the FAA at the end of 2020. All pilot categories, except private, rotorcraft‐, and recreational‐only certificates, continued to increase. Except for student pilots and airline transport pilots (ATP), the number of active general aviation pilots is projected to decrease about
2,654  (down  0.04  percent  annually)  between  2020  and  2041.  The  ATP  category  is  forecast  to increase  by  27,407  (up  0.7  percent  annually).  Sport  pilots  are  predicted  to  increase  by  2.7  percent annually over the forecast period, while both private and commercial pilot certificates are projected to decrease at an average annual rate of 0.4 and 0.1 percent, resp ectively, until 2041. The FAA has currently
suspended the student pilot forecast.

AIRPORT SERVICE AREA

The service area for an airport is a generalized geographical area where a potential market for airport services,  including  based  aircraft,  exists.  Seve
ral  factors  help  determine  the  airport  service  area, including a well‐connected infrastructure, accessibility to other GA airports, quality of aviation facilities, hangar space availability, and distance and travel time between users and facilities.

The service area for a Regional GA airport typically extends up to a 30‐nm radius around the airport but can stretch beyond
. The proximity to home or business and the level of GA services offered are largely the driving factors when aircraft owners are choosing an airport to base their aircraft. As shown in the previous chapter on Exhibit L, within 30 nm of VIS, there are six other  National Plan of Integrated Airport Systems  (NPIAS)  airports  offering  GA  services,  including  Sequoia  Field  Airport,  Mefford  Field  Airport, Hanford  Municipal  Airport,  and  Woodlake  Airport,  which  are  located  nine  nm  northeast,  10  nm southeast,  11  nm  west,  and  15nm  northeast,  respectively.  Even  though  there  are  several  competing airports nearby, none have runways capable of accommod
ating regular use by business jets.

There are two primary demand components that must be addressed in order to further define the GA service area. The first is the airport’s ability to attract based aircraft. Convenience is typically the primary factor in an aircraft owne r’s decision to base at a particular airport, with proximity to their residence or business being the driving force. The second demand segment to consider is itinerant aircraft operations.

In most instances, pilots will choose to utilize airports nearer their intended destination; however, this is also contingent on the airp ort’s  capabilities to accommodate the aircraft operator. As a result, airports offering quality services and facilities are more likely to attract itinerant operators in the region.

The CASP 2020 edition detailed the service area for VIS. The Central Coast and San Joaquin Valley East‐ West Connections corridor provides connectivity between two major agricultural  regions within central California.  The  corridor  also  supports  connectivity  for  national  defense  and  ensures  the  efficient movement of troops and equipment for Vandenberg Air Force Base, as well as four additional military Draft
47 bases  along  the  coast.  The  17  airports,  one  of  which  was  VIS,  are  within  two  miles  of  the  corridor’s principal highways. Visalia Municipal Airport is one of the greatest contributors for air cargo, reporting 2,583,878 pounds in 2018, is within two miles of State Routes 99 and 198, and is a transportation hub for all cargo
and corporate aircraft activity in the Tulare and Kings Counties area. VIS’s variety of services and available facilities (6,562‐foot‐long runway and instrument approach capabilities) also make it an attractive destination for itinerant operations. For these reasons, VIS primary service areas are Tulare and Kings Counties.

FORECASTS OF AVIATION DEMAND

Now that the airport service area has been established, current trends in aviation have been identified, and  the  approach  to  aviation  demand  forecasting  has  been  presented,  the  necessary  forecasts  of aviation  demand  for  the  airport  can  be  developed.  The  following  are  the  demand  indicators  to  be forecast for the airport:

 Based Aircraft

Based Aircraft Fleet Mix
 Operations (Local and Itinerant)
 Peaking Operations Periods
 Critical Aircraft

EXISTING FORCASTS

2022 Terminal Area Forecast (TAF)

The TAF is the official FAA forecast of aviation activity for U.S. airports. It contains active airports in the NPIAS including FAA‐towered airports, federal contract to wered airports, non‐federal towered airports,
and non‐towered airports. The TAF includes forecasts in categories such as air carrier, air‐taxi/commuter, general aviation, and military. While the TAF can and does provide a point of reference for comparison, its purpose is much broader in defining FAA national workload measures. Howe ver, due to the ongoing COVID‐19 pandemic and its effect on aviation activity, the FAA is not currently requiring forecasts to be compared to the TAF.

Table F details the TAF operations forecast for VIS.

Draft
48 TABLE F | Total Operations forecast
Year  Air Carrier  Itinerant GA  Itinerant Military  Itinerant Air Taxi  Local GA  Local Military  Total 2021  2,200  25,000  500  11,000  6,000  0  44,700
2026  2,200  25,000  500  11,000  6,000  0  44,700
2031  2,200  25,000  500  11,000  6,000  0  44,700
2041  2,200  25,000  500  11,000  6,000  0  44,700
Source: Coffman Associates Analysis

REGISTERED AIRCRAFT FORECAST

Prior  to  developing  a  forecast  of  based  aircraft,  it  is  helpful  to  have  an  understanding  of  aircraft ownership in the airport service area. Aircraft owners are required to register their aircraft with the FAA and receive an N‐number. Most aircraft owners will register their aircraft in the county in which they have a home or business and
in proximity to the airport that they base at. A small percent of aircraft will be registered out of the county or state. By analyzing registered aircraft in Tulare and Kings Counties and projecting  into  the  future,  we  will  have  an  understanding  of  future  aircraft  owne rship  in  the  airport service area. From this we can derive a based aircraft projection for the airport.

Historical registered aircraft counts for Tulare and Kings Counties from 1993 to 2021 are presented in Table G. Aircraft registrations have fluctuated from a low of 420 aircraft to a peak of 699. Over the last 10 years, registrations in both counties have declined from 632 registrations in 2011 to 420 in 2021. A contributing factor to this decline, initially, was a change in the aircraft registration process. The FAA
required all aircraft owners to re‐register their aircraft between 2010 and 2013. As a result, the number of general aviatio
n aircraft in the national fleet declined by 10.5 percent. Since 2013, registered aircraft nationally and locally have declined by 2.7 percent annually.

As detailed in the table, total registered aircraft in the county was 420 in 2021. Historically th e single engine
piston category accounted for almost all aircraft registrations in the county. Multi‐engines comprise the second largest category and are slowly declining over the years, while both the turboprop and helicopter categories are moving in a positive trend. This trend is comparable to what has been seen nationally.

New regist
ered aircraft forecasts have been prepared for Tulare and Kings Counties (bi‐county), which will ultimately be used to determine projections for based aircraft at VIS over the next 20 years. There are  different  forecasting  methods  to  use  when  developing  these  projections.  The  first  considers  a comparison of the service area re gistered aircraft against the number of active general aviation aircraft nationally, as forecast by FAA.

In 2021, the 420 registered aircraft in the bi‐county service area represented 0.2040 percent of national active aircraft. By maintaining this percent as a constant through the plan years, a forecast of service area registered aircraft
emerges. This forecast is essentially flat with only 426 registered aircraft within the  next  20‐years.  A  second  forecast  utilizing  the  national  forecast  of  active  general  aviation  aircraft considers the possibility that the downward trend will ultimately reverse, and growth will return in local aircraft ownership. In this increasing market share forecast, the registered aircraft in the local service area is projected to grow to capture 0.2395 percent of national aircraft. By 2041, th ere would be 500
aircraft in the airport service area for an annual growth rate of 0.88 percent.

Draft
49 TABLE G | Service Area Registered Aircraft (Tulare & Kings Counties) Year  Single‐Engine
Piston
Multi‐Engine
Piston  Turbojet  Turboprop  Helicopter  UAV  Other*  Total 1993  536  70  5  13  60  0  15  699
1994  517  64  5  14  62  0  15  677
1995  505  60  11  17  61  0  16  670
1996  482  59  11  15  61  0  16  644
1997  480  57  12  16  57  0  16  638
1998  453  56  9  19  57  0  16  610
1999  437  51  6  21  56  0  16  587
2000  478  48  5  18  57  0  20  626
2001  465  42  11  36  54  0  19  627
2002  466  42  11  36  53  0  20  628
2003  435  38  10  57  61  0  21  622
2004  446  39  11  53  65  0  21  635
2005  455  38  12  54  67  0  22  648
2006  483  40  6  21  65  0  21  636
2007  481  33  4  21  71  0  20  630
2008  467  39  7  30  71  0  20  634
2009  460  40  9  32  75  0  20  636
2010  453  40  7  34  76  0  18  628
2011  461  37  7  33  73  0  21  632
2012  435  30  6  36  62  0  18  587
2013  396  26  6  34  46  0  14  522
2014  386  25  4  36  45  0  14  510
2015  381  28  3  36  42  2  14  506
2016  383  28  4  41  46  4  13  519
2017  365  26  3  42  45  4  15  500
2018  341  24  2  46  37  4  11  465
2019  329  19  4  48  36  2  12  450
2020  316  17  4  46  31  1  13  428
2021  311  15  6  47  31  1  9  420
*The “Other” aircraft category refers to aircraft such as gliders, electric aircraft, balloons, and dirigibles.

Source: FAA Registered Aircraft

Two more forecasts of registered aircraft have been developed based on population trends. For these projections, service area registrations were compared to the population in the bi‐county area, resulting in a ratio of registered aircraft per 1,000 residents. The analysis showed a low of 0.67 aircraft per 1,000 residents and a high of 1.05 since 2010. Two scenarios were evaluated: a constant ratio projection and an increasin
g ratio projection. Keeping the ratio constant at 0.67 throughout the plan years results in a continued increasing trend reaching 491 aircraft registrations by 2041. An increasing ratio projection evaluated a return to the average five‐year average ratio of 0.73, resulting in 535 aircraft registrations by 2041 for
a CAGR of 1.22 percent.

The registered aircraft projections resulted in a range between 426 and 535 registered aircraft in the bi‐ county area by 2041. Historic aircraft registrations have been declining since 2012, but the bi‐county are a is projected to have continued growth in the next 20 years, and the FAA projects aircraft registrations nationwide to return to growth. With the introduction of a new generation of general aviation aircraft including electric  aircraft,  unmanned  aircraft  systems  (UAS),  and  the  largest  growth  market  of  more Draft
50 sophisticated  aircraft (jets,  turboprops,  and  helicopters),  it  is  reasonable  to  consider  a  modest  growth scenario in which the bi‐county area returns to its 5‐year high of registered aircraft. For this reason, the increasing ratio of U.S. active aircraft projection will be carried forward as the selected forecast.

Table H presents all four forecasts of registered aircraft in tabular form. Eleven years of historical data are also provi
ded allowing the reader to see the recent trends and to make a visual assessment as to the reasonableness of each forecast. Figure 2A presents the four registered aircraft in graph form with the selected forecast highlighted.

TABLE H | Registered Aircraft Forecast ‐ Tulare & Kings Counties, CA Year  Bi‐County Service
Area Registrations
U.S. Active
Aircraft
Market Share of U.S.

Active Aircraft
Service Area
Population
Aircraft Per 1,000
Population
2010  628  223,370  0.2811%  595,339  1.05
2011  632  220,453  0.2867%  598,652  1.06
2012  587  209,034  0.2808%  600,770  0.98
2013  522  199,927  0.2611%  602,797  0.87
2014  510  204,408  0.2495%  604,633  0.84
2015  506  210,031  0.2409%  607,246  0.83
2016  519  211,794  0.2450%  608,617  0.85
2017  500  211,757  0.2361%  611,973  0.82
2018  465  211,749  0.2196%  615,971  0.75
2019  450  210,981  0.2133%  619,135  0.73
2020  428  204,980  0.2088%  623,344  0.69
2021  420  205,870  0.2040%  628,578  0.67
Constant Market Share of U.S. Active Aircraft (CAGR 0.07%) 2026  422  207,075  0.2040%  655,097  0.64
2031  422  207,070  0.2040%  681,460  0.62
2041  426  208,790  0.2040%  732,332  0.58
Increasing Market Share of U.S. Active Aircraft (CAGR 0.88%) – Selected Forecast 2026  435  207,075  0.2100%  655,097  0.66
2031  456  207,070  0.2200%  681,460  0.67
2041  500  208,790  0.2395%  732,332  0.68
Constant Ratio Projection per 1,000 County Residents (CAGR 0.78%) 2026  438  207,075  0.2115%  655,097  0.67
2031  455  207,070  0.2197%  681,460  0.67
2041  491  208,790  0.2352%  732,332  0.67
Increasing Ratio Projection per 1,000 County Residents – Average 5‐Year High (CAGR 1.22%) 2026  452  207,075  0.2183%  655,097  0.69
2031  477  207,070  0.2304%  681,460  0.70
2041  535  208,790  0.2562%  732,332  0.73
CAGR: Compound Annual Growth Rate
Source: FAA Aircraft Registration Database; FAA Aerospace Forecasts – Fiscal Years 2021‐2041; Woods and Poole (2021).

Draft
51 BASED AIRCRAFT FORECAST

Based aircraft records for individual airports have been historically inconsistent because airports were not required to report their based aircraft totals to the FAA. Recently, the FAA has begun requiring general aviation airports to report their based aircraft to a national database. Any aircraft that is claimed by only one airport is considered val
idated. If an aircraft is claimed by more than one airport that discrepancy must be resolved by identifying where the aircraft is based for the majority of the year. The FAA requires airport planning  studies  to  utilize  the  validated  based  aircraft number  as  the  ba seline.   The  most  recent  FAA‐ validated based aircraft count for VIS is 160 aircraft, which was recorded on (www.basedaircraft.com) in August 2022.

Two based aircraft forecasts utilize the registered aircraft projections developed in the previous section.

Like those forecasts, market share and ratio analyses were performed to produce a range of projections for based aircraft at VIS. These forecasts are detailed in Table J and Figure 2B.

Draft
52 TABLE J | Based Aircraft Forecast ‐ Visalia Municipal Airport (VIS) Year  Based
Aircraft
Bi‐County
Registered Aircraft
Market Share of Bi‐County
Registered Aircraft
Bi‐County
Population
Aircraft per
1,000 Residents
2021  160  420  38.10%  628,578  0.25
Constant Market Share of Registered Aircraft (CAGR 0.88%) 2026  166  435  38.10%  655,097  0.25
2031  174  456  38.10%  681,460  0.25
2041  190  500  38.10%  732,332  0.26
Increasing Market Share of Registered Aircraft (CAGR 2.26%) 2026  179  435  41.07%  655,097  0.27
2031  201  456  44.05%  681,460  0.29
2041  250  500  50.00%  732,332  0.34
Constant Ratio per 1,000 Residents (CAGR 0.76%)
2026  167  435  38.39%  655,097  0.25
2031  173  456  37.94%  681,460  0.25
2041  186  500  37.20%  732,332  0.25
Increasing Ratio per 1,000 Residents (CAGR 1.49%) – Selected Forecast 2026  173  435  39.77%  655,097  0.26
2031  187  456  41.01%  681,460  0.27
2041  215  500  43.00%  732,332  0.29
CAGR: Compound annual growth rate
Sources: FAA TAF; National Based Aircraft Inventory; Coffman Associates Analysis; Woods & Poole (2021)

Draft
53 Two market shares of registered aircraft projections for based aircraft have been developed. The first considers a constant market share of registered aircraft being retained over the planning period, and the second evaluates an increasing market share of registered aircraft. In 2021, the airport held 38.1 percent of  the  registered  aircraft  in  the  bi‐county  service   area.  Keeping  this  percentage  constant  over  the planning period produced a CAGR of 0.88 percent, and 190 based aircraft by 2041. An increasing market share of registered aircraft was also evaluated which considers the airport capturing up to 50.0 percent of the registered aircraft in the service area by 2041. This results in 179 by 2026, 201 by 2031, and 250 by 2041, with a 2.26
percent CAGR.

The next two forecasts considered the ratio of based aircraft to the service area population. There were

0.25 based aircraft per 1,000 residents in 2021. This ratio carried through as a constant resulted in  a slight growth with 186 based aircraft at VIS by 2041. A second population related forecast considers an increasing  ratio  of  based  aircraft  to  population.  By  2041,  0.29  based  aircraft  per  1,000  service  area residents is projected. This results in 215 based aircraft and a CAGR of 1.49 percent by 2041.

Over the next 20 years a total
of 55 new based aircraft are considered in the planning forecast. Currently there is a hangar wait list of 13 aircraft owners, and a new conventional hangar was recently constructed.

Plans are in place for additional hangar development in the near  term. This level of construction activity supports planning for more based aircraft at the airport, especially since VIS is the most capable of all the airports in the service area.

Based Aircraft Fleet Mix

The type of aircraft based at an airport is another important consideration when planning for the future.

Currently
, the fleet mix at VIS consists of 120 single engine piston aircraft, 36 multi‐engine piston aircraft, two jets, and two helicopters. Given that the total number of based aircraft is projected to increase over the planning period, it is necessary to project how the fleet mix will chan ge over this time. A forecast of the evolving fleet mix will ensure that adequate facilities are planned to accommodate these aircraft in the future.

The fleet mix projection for VIS was determined by comparing the airport’s existing fleet mix to national general aviation fleet mix trends. The forecast for the active U.S. GA fl eet shows that in the long‐term
single engines and multi‐engines will start to decline. Growth is expected in the sophisticated aircraft segments including business jets, turboprops, and helicopters. There will be a significant rising trend in experimental and light sport aircraft as well. General Aviati on Manufactures Association (GAMA) has high  optimism  that  innovations  in  electric  propulsion  and  supersonic  technologies  will  increase  the sector’s global reach, which is resulted in the growth of experimental and light sport aircraft.

Table K details the fleet mix projection prepared for VIS. While these forecasts take into account national trends,  the  fleet  mix  at  VIS  is  anticipated  to  continue  to  co nsist  primarily  of  piston  aircraft  over  the
planning period, which will account for 160 based aircraft by 2041. Multi‐engine pistons are projected to  decline  over  time,  consistent  with  national  trends,  accounting  for  34  based  aircraft  in  2041.  The growth segments (turboprops, jets, helicopters, other) will account for four, eight, six, and three based aircraft,
respectively, by 2041.

Draft
54 TABLE K | Based Aircraft Fleet Mix ‐ Visalia Municipal Airport (VIS) Aircraft Type  2021  %  2026  %  2031  %  2041  %
Single‐Engine Piston  120  75.00%  129  74.57%  140  74.87%  160  74.42% Multi‐Engine Piston  36  22.50%  36  20.81%  35  18.72%  34  15.81% Turboprop  0  0.00%  1  0.58%  2  1.07%  4  1.89%
Jet  2  1.25%  3  1.73%  5  2.67%  8  3.72%
Helicopters  2  1.25%  3  1.73%  4  2.14%  6  2.79%
Other*  0  0.00%  1  0.58%  1  1.53%  3  1.40%
Total  160  100.00%  173  100.00%  187  100.00%  215  100.00% *The “Other” aircraft category refers to aircraft such as gliders, electric aircraft, balloons, and dirigibles.

Source: Airport Records; Coffman Associates Analysis

OPERATIONS

Operations are classified as either local or itinerant. A local operation is a takeoff or landing performed by an aircraft that operates within sight of the airport, or which executes simulated approaches or touch‐ and‐go operations at the airport. Generally, local operations are characterized by training operations or operations  that  remain  in  local  airspace  that  originat e  and  conclude  at  the  same  airport.  Itinerant operations  are  those  performed  by  aircraft  originating  or  concluding  at  another  airport.  Typically, itinerant operations increase with business and commercial use, since business aircraft are not generally used for large scale training activities.

As a non‐towered airport,
operational estimates for VIS are derived from several sources, including the FAA TAF and the FAA Form 5010 (Airport Master Record). Both the TAF and the current version of VIS’s Airport Master Record reports a total of 44,700 operations. For planning purposes there is no current or anticipated commercial service, th erefore the scope of this study excludes air carrier from the forecasts.

A further evaluation was also made for air taxi operations and determined there were 3,000 operations.

A total of 34,500 operations has been selected for use as the base year total operations count from which new operational forecast s will be developed.

Itinerant GA Operations Forecast

Several new forecasts for itinerant general aviation (GA) operations have been prepared, as presented in  Table L and on Figure 2C. Most operations occurring at VIS are itinerant in nature, accounting for approximately  81  percent  of  total  operations.  In  2021,  VIS  is  estimated  to  have  experien ced  25,000
itinerant  GA  operations.  Like  the  previous  projections,  market  share  and  ratio  comparisons  have been prepared.

For the market share projections, VIS’s annual itinerant GA operations have been compared to total U.S. itinerant GA operations occurring at towered airports. The first projection evaluates a constant market share  scenario,  where  the  airp
ort’s  2021  market  share  of  0.1894  percent  is  maintained  through  the planning period. Keeping this figure at a constant resulted in 29,810 operations projected by 2041.

Two  increasing  market  share  forecasts  were  also  prepared.  The  first  evaluated  a  low‐range  growth scenario, which derived a modest growth rate of 1.0 percent CAGR with 30,510 operations by 2041. The
second  increasing  market  share  considered  a  high‐range  scenario,  which  took  a  more  aggressive approach and produced a 2.0 percent CAGR with 37,150 operations by 2041.

Draft
55 TABLE L | Itinerant General Aviation Operations Forecasts ‐ Visalia Municipal Airport (VIS) Year  VIS Itinerant GA
Operations
U.S. Itinerant GA
Operations
VIS Market Share
%
VIS Based
Aircraft
Itinerant GA Ops per
Based Aircraft
2021  25,000  13,199,029  0.1894%  160  156
Constant Market Share of U.S. Itinerant GA Operations (CAGR 0.88%) 2026  28,670  15,138,635  0.1894%  173  166
2031  29,040  15,333,205  0.1894%  187  155
2041  29,810  15,738,728  0.1894%  215  139
Increasing Market Share of U.S. Itinerant GA Operations ‐ Low Range (1.00%) 2026  26,280  15,138,635  0.1736%  173  152
2031  27,620  15,333,205  0.1801%  187  148
2041  30,510  15,738,728  0.19392%  215  142
Increasing Market Share of U.S. Itinerant GA Operations ‐ High Range (2.00%) 2026  27,600  15,138,635  0.1823%  173  160
2031  30,480  15,333,205  0.1988%  187  163
2041  37,150  15,738,728  0.2360%  215  173
Constant Ratio of Itinerant Operations per Based Aircraft (CAGR 1.48%) – Selected Forecast 2026  26,990  15,138,635  0.1783%  173  156
2031  29,170  15,333,205  0.1902%  187  156
2041  33,540  15,738,728  0.2131%  215  156
VIS FAA TAF (CAGR 0.00%)
2026  25,000  15,138,635  0.1651%  173  145
2031  25,000  15,333,205  0.1630%  187  134
2041  25,000  15,738,728  0.1588%  215  116
Source: Airport Records; FAA Aerospace Forecast 2021‐2041; FAA Form 5010 Airport Master Record; Woods & Poole (2021)

Draft
56 Another forecasting methodology utilized considers the number of itinerant operations occurring at VIS compared to the number of based aircraft at the airport. In 2021, with 25,000 itinerant GA operations and 160 based aircraft, there were 156 itinerant operations per based aircraft (OPBA). When this figure is carried through the planning period, the result is 33,540 annual itinerant operati ons by 2041.

The VIS TAF was also included for comparison purposes. The TAF has projected no growth in the itinerant GA operations, with 25,000 operations projected during each forecast year.

The forecasts prepared resulted in a range between 25,000 and 37,150 annual itinerant GA oper ations
at VIS. The constant operations per based aircraft forecast, reflective of 1.48 percent CAGR, has been selected  as  the  most  reasonable  projection.  While  the  growth  rate  is  slightly  higher  than  what  is predicted nationally for itinerant operations over the next 20 years, this projection is justified with the current  level  of  itineran
t  activity  at  the  airport.  VIS  is  a  modest  hub  for  air  cargo  operations  and  is acceptable to assume that FedEx operations will increase at a higher frequency. The airport is also the only facility in the region to offer a 6,562‐foot‐long runway, making it attractive to itiner ant operators who require a longer runway.

Local GA Operations Forecast

Like the forecasts prepared for itinerant GA operations, new projections for local GA operations have been prepared. These forecasts are detailed in Table M and on Figure 2D. Local operations account for approximately 19 percent of operations at VIS. As mention ed previously, a local operation is one that
stays within the airport’s traffic pattern, such as training operations or touch‐and‐goes. There are an estimated 6,000 annual local GA operations at VIS, which translated to a market share of 0.0471 percent and 38 OPBA.

Market share and ratio forecasts have been prepared. The fir st forecast considers a constant market
share, with the airport’s 2021 market share of 0.0471 percent maintained through 2041. This produces 6,780 local GA operations by the end of the planning period, for a CAGR of 0.61 percent. Low‐range and high‐range increasing mark et share forecasts were also prepared. The low‐range projection considered a growth scenario based on a CAGR of 1.00 percent and resulted in 7,320 operations by 2041. The second increasing market share assessed more aggressive growth scenario of 2.00 percent, which equates to 8,920 by 2041.

The  next  forecast  considered  a  constant  ratio  of  38 local  operations  per  based  aircraft.  When  this
figure is maintained through the plan years, local operations increase to 8,170 by 2041, reflective of a

1.56 percent CAGR.

The  VIS  TAF  projection  was  also  included  for  comparison  purposes,  with  6,000  local  GA  operations forecast for each of the plan
years.

With  a  range  of  forecasts  resulting  in  outcomes  between  6,000  and  8,920  local  GA  operations, a moderate growth rate has been determined to be the most reasonable. The constant OPBA projection is the selected forecast as it reflects a realistic expectation of growth in this operational category.

Draft
57 TABLE M | General Aviation Local Operations Forecast ‐ Visalia Municipal Airport (VIS) Year  VIS Local GA
Operations  U.S. GA Local Operations  VIS Market
Share %
VIS Based
Aircraft
Local GA Ops per
Based Aircraft
2021  6,000  12,744,768  0.0471%  160  38
Constant Market Share of U.S. Local GA Operations (CAGR 0.61%) 2026  6,420  13,631,535  0.0471%  173  37
2031  6,530  13,876,976  0.0471%  187  35
2041  6,780  14,392,959  0.0471%  215  32
Increasing Market Share of U.S. Local GA Operations – Low Range (1.00%) 2026  6,310  13,631,535  0.0463%  173  36
2031  6,630  13,876,976  0.0478%  187  35
2041  7,320  14,392,959  0.0509%  215  34
Increasing Market Share of U.S. Local GA Operations – High Range (2.00%) 2026  6,620  13,631,535  0.0486%  173  38
2031  7,310  13,876,976  0.0527%  187  39
2041  8,920  14,392,959  0.0620%  215  41
Constant Ratio of Local Operations per Based Aircraft (CAGR 1.56%) – Selected Forecast 2026  6,570  13,631,535  0.0482%  173  38
2031  7,110  13,876,976  0.0512%  187  38
2041  8,170  14,392,959  0.0568%  215  38
VIS FAA TAF (CAGR 0.00%)
2026  6,000  13,631,535  0.0440%  173  35
2031  6,000  13,876,976  0.0432%  187  32
2041  6,000  14,392,959  0.0417%  215  28
Source: Airport Records; FAA Aerospace Forecast 2021‐2041 FAA Form 5010 Airport Master Record; Woods & Poole (2021)

Draft
58 AIR TAXI OPERATIONS FORECAST

The  air  taxi  category  can  be  classified  as  a  sub‐set  of  the  itinerant  operations  category  and  includes aircraft involved in on‐demand passenger charter, fractional ownership aircraft operations, small parcel transport, and air ambulance activity. While not typically a large percentage of total airport operations, air taxi operations can be condu cted via more sophisticated aircraft, ranging from multi‐engine piston aircraft up to large business jet aircraft. As a result, it is important to factor these types of operations at airports that experience substantial amounts of air taxi operations.

The  FAA  national  air  taxi  forecast  projects  a  1.0  percent  CAGR  in crease  in  air  taxi  operations  2021
through 2041. The primary reason for this increase is the technological advancements of the electric vertical  takeoff  and  landing  aircraft  (eVTOL)  and  the  continued  national  growth  in  the  business  jet segment of the air taxi category. The facilities and FBO services available at VIS are  accommodating to operators of business jets. Therefore, it is reasonable to expect the business jet component of air taxi activity to increase moderately over time at VIS.

Based  upon  the  5010  Airport  Master  Record  and  the  TAF,  VIS  experiences  11,000  annual  air  taxi operations. The 11,000 air taxi operations that were report ed were determined to be significantly higher
than what the airport currently reports, this is likely due to when the airport had commercial service, and the FAA forecast that the air taxi category would have a higher growth rate. Annual operations for 2021  were  estimated  to  be  3,000  based  on  data  obtained   from  AirportIQ,  which  is  a  data  collection service that contains archived aviation data on U.S. airports. The information obtained from AirportIQ was  cross‐referenced  with  the  FAA’s  Traffic  Flow  Management  System  Counts  (TFMSC),  a  database maintained by the FAA to monitor the type of aircraft and  frequency of usage at airports. This provided a better insight into the air taxi operations, and therefore, has been selected for use as the base year operational count from which new operational forecasts will be developed.

Table N presents one new forecast for air taxi operations at VIS along with two FAA TAF projectio ns. The
first method examines a constant rate of air taxi operations per based turbine aircraft. Carrying the existing level  of  1,500  air  taxi  operations  per  based  turbine  aircraft  forward  through  the  long‐term  planning horizon, a forecast of 18,000 air taxi operations emerges and a CAGR of 9.37 percent by year 2041.

TABLE N | Air Taxi Operations Forecast
Year  VIS Air Taxi
Operations
VIS Based
Turbine Aircraft
Air Taxi Operations
per Based Aircraft
Weekly Air Taxi
Departures
2021  3,000  2  1,500  58
Constant Operations per Based Aircraft (CAGR 9.37%)
2026  6,000  4  1,500  115
2031  10,500  7  1,500  202
2041  18,000  12  1,500  346
Statewide TAF (CAGR 0.84%) ‐ Selected Forecast
2026  3,128  4  782  60
2031  3,262  7  466  63
2041  3,546  12  296  68
VIS TAF (CAGR 6.71%)
2026  11,000  4  2,750  212
2031  11,000  7  1,571  212
2041  11,000  12  917  212
Sources: FAA Terminal Area Forecast; Coffman Associates analysis.

Draft
59 The statewide TAF is viewed as the most reasonable as it accounts for the subtle growth associated with the introduction of new turbine aircraft in the based aircraft fleet mix, along with an assumption that new air taxi operators would conduct more frequent weekly departures (growing from 58 weekly in 2021 to 68 weekly by 2041). As mentione
d previously, VIS TAF is significantly higher than the current count of air taxi operations, which results in a 6.71 percent CAGR.

MILITARY OPERATIONS FORECAST

It is not uncommon for military aircraft to utilize civilian airports for training or other purposes. However, forecasting  military  operations  is  challenging  due  to  their  national  security  nature  and  the  fact  that missions can change daily,
making it difficult to project future operations based on historical data. Thus, it is not unusual for the FAA to flatline military operation projections. The 5010 Airport Master Record currently reflects 500 itinerant military operations for  2021. VIS is within two miles of the Central Coast and  San  Joaquin  Valley  East‐West  Connections  Corridor’s  principal  highways.  The  corridor  supports connectivity  for  national  defense  and  ensures  the  efficient  movement  of  troops  and  equipment  for Vandenberg Air Force Base, as well as four additional military bases along the coast. The FAA  TAF for VIS projects itinerant military operations at VIS are to remain static at 500 for the duration of the forecast period. This plan will reflect the TAF’s projection of military operations as its selected forecast.

Table P summarizes the total itinerant and local operations.

TABLE P | Total Operations forecast
Year  Itinerant GA  Itinerant Military  Itinerant Air Taxi  Local GA  Local Military  Total 2021  25,000  500  3,000  6,000  0  34,500
2026  26,990  500  3,128  6,570  0  37,200
2031  29,170  500  3,262  7,110  0  40,000
2041  33,540  500  3,546  8,170  0  45,800
CAGR 2021‐2041  1.48%   0.00%   0.84%   1.56%   0.00%   1.43% Source: Coffman Associates Analysis

ANNUAL INSTRUMENT APPROACHES

An annual instrument approach (AIA) is defined by the FAA as “an approach to an airport with intent to land by an aircraft in accordance with IFR flight plan, when visibility is less than three miles and/or when the ceiling is at or below the minimum approach altitude.” An aircraft must follow one of the published instrument approach procedu
res at an airport in order to qualify as an instrument approach. Practice or training approaches do not count as AIAs, nor do instrument approaches that occur in visual conditions.

In low visibility conditions or poor weather conditions, pilots can only complete flight training ope rations
under instrument flight rules (IFR). Local operations are not typically performed during IFR conditions.

Rather, most operations that occur in these conditions are by itinerant aircraft, which may include more sophisticated aircraft, such as turboprops and jets. As the fleet mix at the airport evolves to include more of  these  aircraft  type
s,  there  may  be  an  increase  in  AIAs.  Forecasts  of  AIAs  provide  guidance  in determining an airport’s requirements for navigational aids. As a result, an estimate of the total number AIAs can be made based on a percentage of itinerant operations regardless of poor weather conditions.

Draft
60 An estimate of 2.5 percent of total itinerant (general aviation, air taxi and military) operations is utilized to forecast  AIAs  at  Visalia  Municipal  Airport,  as
presented in Table Q.

PEAK PERIOD FORECASTS

Forecasts of peak activity at an airport are important in determining facility requirements for the future.

The peaking periods used to develop the capacity analysis an d facility requirements are as follows: peak
month, design day, busy day, and design hour. Peak month refers to the calendar month in which traffic activity is highest. The design day is the average day in the peak month, while the busy day is reflective of the busiest day of a typical w
eek during the peak month. Finally, design hour refers to the peak hour within the design day.

Because VIS is not equipped with an airport traffic
control  tower,  precise  operational  data  is  not
available  for  establishing  true  peaking
characteristics. For this reason, estimated peaking
characte
ristics  have  been  developed  based  on
knowledge of other general aviation airports with
control towers. For this study, the peak month was
estimated at 10 percent of the annual operations, which results in 3,450 operations during the peak month of the base year. By the end of the planning period, 4, 580  operations are projected to occur during the peak month. The design day is estimated by dividing the peak month by the average number of days in a month, and the busy day is calculated at 1.25 times the design day. The design hour is estimated at 15 percent of the de sign  day. Peak period forecasts are presented in Table R.

FORECAST COMPARISON TO THE TERMINAL AREA FORECAST

The forecasts prepared for this study are one of two elements that must be approved by the FAA. Once the selected forecasts are submitted to the FAA, they are reviewed for consistency with the TAF by the local
Airport  District  Office  (ADO)  or  Regional Airports  Division  (RO),  who  is  responsible  for  not  only reviewing and approving the forecasts, but also ensuring the projections are based on reasonable planning assumptions,  use  current  data,  and  are  developed using  appropriate  forecast  methods.  Forecasts  are considered consistent with th e TAF if they differ by less than 10 percent in the five‐year period and 15 percent in the 10‐year period. If the forecast is outside these tolerances, justification must be provided before the FAA will approve the forecast. The FAA allows this differential because the TAF projections are not meant to replace forecasts devel
oped locally, such as the projections presented in this study.

Table S presents the 2022 TAF comparison to the based aircraft and operations forecast in this study. The TAF shows 80 based aircraft in the base year of 2021; however, the official FAA based aircraft in ventory
from  www.basedaircraft.com  shows  that  there  are  160  based  aircraft.  Therefore,  the  based  aircraft forecast is not consistent to the TAF, and the FAA should update the TAF. The base year operations forecast TABLE Q | Annual Instrument Approaches
Year  Annual Instrument
Approaches
Itinerant
Operations*  Ratio
2021  713  28,500  2.5%
2026  765  30,618  2.5%
2031  823  32,932  2.5%
2041  940  37,586  2.5%
*Includes itinerant military operations
Source: Coffman Associates analysis
TABLE R | Peaking Characteristics
Peak Period  2021  2026  2031  2041
Annual Operations  34,500  37,200  40,000  45,800
Peak Month (10.0%)  3,450  3,720  4,000  4,580
Busy Day (1.25%)  141  153  165  189
Design Day   113  122  132  151
Design Hour (15%)  17  18  20  23
Source: Coffman Associates
Draft
61 in this study resulted in 34,500 annual operations as compared to the 44,700 shown in the TAF. The TAF does not have an operations projection and instead carries the 44,700 annual operations for every year into  the  future.  By  the  long‐term  planning  period,  it  is  projected  that  operations  will  increase  to approximat
ely 45,800, which is consistent with the TAF.

TABLE S | Forecast Comparison to the Terminal Area Forecast

BASE YEAR
2021
FORECAST  CAGR
2021‐2041 2026  2031  2041
TOTAL OPERATIONS
Selected Forecast  34,500  37,200  40,000  45,800  1.43% FAA TAF  44,700  44,700  44,700  44,700  0.00%
% Difference  25.76%  18.32%  11.10%  2.43%
BASED AIRCRAFT
Selected Forecast  160  173  187  215  1.49%
FAA TAF  80  87  94  108  1.51%
% Difference  66.67%  66.15%  66.19%  66.25%
CAGR ‐ Compound annual growth rate
Source:  Coffman Associates analysis

A summary of the selected forecasts is presented on Exhibit Q.

CRITICAL AIRCRAFT

The critical aircraft is defined as an aircraft conducting at least 500 annual operations, excluding touch‐ and‐go operations at an airport or the most regularly scheduled aircraft in commercial service. When planning for future airport facilities, it is important to consider the demands of aircraft operating at the airport currently or anticipated to operate in the future. Cautio n must be exercised to ensure that short‐
term development does not preclude the long‐term needs of the airport. Thus, a balance must be struck between the facility needs of aircraft currently operating at an airport versus those projected to operate.

AIRCRAFT CLASSIFICATION

The selection of appropriate FAA design standards for the development and location of airport facilities is based primarily upon the charac
teristics of the aircraft which are currently using, or are expected to use, an airport. The critical aircraft is used to define the design parameters for an airport. The design aircraft may be a single aircraft typ
e or, more commonly, a composite aircraft representing a collection of  aircraft  with  similar  characteristics.  The  critical  aircraft  is  defined  by  three  parameters:  Aircraft Approach  Category  (AAC),  Airplane  Design  Group  (ADG),  and  Taxiway  Design  Group  (TDG).  FAA  AC 150/5300‐13B, Airport Design, describes the following airplane classification systems, the param eters of which are presented on Exhibit R.

Aircraft Approach Category (AAC) | A grouping of aircraft based on a reference landing speed (V REF), if
specified,  or  if  VREF  is  not  specified,  1.3  times  stall  speed  (VSO)  at  the  maximum  certificated  landing weight. VREF, VSO, and the maximum certificated landing weight are those values as established for the aircraft by the certification authority of the country of registry. In addition, the Operational Specifications Draft
62 Single Engine 120 129 140 160
Multi-Engine 36 36 35 34
Turboprop 0 1 2 4
Jet 2 3 5 8
Helicopter 2 3 4 6
Other 0 1 1 3
TOTAL BASED AIRCRAFT 160 173 187 215

Itinerant
Other Air Taxi 3,000 3,128 3,262 3,546
General Aviation 25,000 26,990 29,170 33,540
Military 500 500 500 500
Total Itinerant 28,500 30,618 32,932 37,586
Local
General Aviation 6,000 6,570 7,110 8,170
Military 0 0 0 0
Total Local 6,000 6,570 7,110 8,170
TOTAL ANNUAL OPERATIONS 34,500 37,200 40,000 45,800
713 765 823 940

Total Annual Operations 34,500 37,200 40,000 45,800
Peak Month 3,450 3,720 4,000 4,580
Design Day 141 153 165 189
Busy Day 113 122 132 151
Design Hour 17 18 20 23

ANNUAL OPERATIONS

BASED AIRCRAFT
Helicopter
Other
Jet
Turboprop
Multi-Engine Piston
Single Engine

BASED AIRCRAFT FLEET MIX
2021
2041

ANNUAL OPERATIONS
10 20
30 40
50 Total Annual
Operations
Total Local
Operations
Total Itinerant
Operations
2041
2031
2026
2021
BASE YEAR 2026 2031 2041
OPERATIONS (in thousands)

PEAKING
ANNUAL INSTRUMENT APPROACHES (AIAs)
2 1.3%

1.4%

1.9%

3.7%

2.8%
75%

22.5%

74.4%

15.8%
Exhibit Q

FORECAST SUMMARY
ALP Update and Narrative Report
Draft
63 ALP Update and Narrative Report

TAXIWAY DESIGN GROUP (TDG)
0 0 1 02 0 3 0 4 05 06 0
20 40
60 80
100
120
140
TDG-1A
TDG-1B
TDG-2
TDG-4
TDG-6
TDG-5
TDG-7
TDG-3

MAIN GEAR WIDTH (FEET)

COCKPIT TO MAIN GEAR (FEET)
Category Approach Speed
A less than 91 knots
B 91 knots or more but less than 121 knots
C 121 knots or more but less than 141 knots
D 141 knots or more but less than 166 knots
E 166 knots or more
Group # Tail Height (ft) Wingspan (ft)
I <20 <49
II 20-<30 49-<79
III 30-<45 79-<118
IV 45-<60 118-<171
V 60-<66 171-<214
VI 66-<80 214-<262
RVR* (ft) Flight Visibility Category (statute miles)
VIS 3-mile or greater visibility minimums
5,000 Not lower than 1-mile
4,000 Lower than 1-mile but not lower than ¾-mile
2,400 Lower than ¾-mile but not lower than ½-mile
1,600 Lower than ½-mile but not lower than ¼-mile
1,200 Lower than ¼-mile

AIRCRAFT APPROACH CATEGORY (AAC)

AIRPLANE DESIGN GROUP (ADG)

VISIBILITY MINIMUMS
*RVR: Runway Visual Range
Source: FAA AC 150/5300-13A, Airport Design
Exhibit R

AIRCRAFT CLASSIFICATION PARAMETERS
Draft
64 under Part 121, Part 129, or Part 135 for a specific operator and aircraft type may specify a minimum approach speed that is the AAC, rather than VREF. The AAC generally refers to the approach speed of an aircraft  in  landing  configuration.  The  higher  the  approach  speed,  the  more  restrictive  the  applicable design standards. The AAC, depicted by a letter A through E, is the aircraft approach category and relates to  aircraft  approach  speed  (operational  characteristic).  The  AAC  generally  applies  to  runways  and runway‐related  facilities,  such  as  runway  width,  runway  safety  area  (RSA),  runway  object  free  area (ROFA),
runway protection zone (RPZ), and separation standards.

Aircraft  in  AAC  A  and  B  are  further  distinguished  between  those  weighing  more  or  less  than  12,500 pounds. Those under 12,500 pounds are classified as “small” or (s). The applicable design standards for the airport are different based on the “small” cla
ssification.

Airplane Design Group (ADG) | The ADG, depicted by a Roman numeral I through VI, is a classification of aircraft which relates to aircraft wingspan or tail height (physical characteristic). When the aircraft wingspan
and tail height fall in different groups, the higher group applies. The ADG influences design standards for taxiway safety area (TSA), taxiway object free area (TOFA), apron wingtip clearance, and various separation distances.

Taxiway Design Group (TDG) | A classification of airplanes based on outer‐to‐outer Main Gear Width (MGW) and Cockpit to Main Gear (CMG) distance. The TDG relates to the undercarriage dimensions of the design aircraft
. The taxiway design elements determined by the application of the TDG include the taxiway width, taxiway edge safety margin, taxiway shoulder width, taxiway fillet dimensions, and, in some cases, the separation distance between parallel taxiwa ys/taxilanes. Other taxiway elements, such as the TSA, TOFA, taxiway/taxilane separation to parallel taxiway/taxilanes or fixed or movable objects, and  taxiway/taxilane  wingtip  clearances,  are  determined  solely  based  on  the  wingspan  (ADG)  of  the design aircraft utilizing those surfaces. It is appropriate for taxiways to be planned and built to different TDG standards based on expected use.

Exhibit S presents the a
ircraft classification of the most common aircraft in operation today.

AIRPORT AND RUNWAY CLASSIFICATION

Airport and runway classifications, along with the aircraft classifications defined previously, are used to determine the appropriate FAA design standards to which the airfield fac ilities are to be designed and built.

Airport Reference Code (ARC) | An airport designation that signifies the airport’s highest Runway Design Code (RDC) minus the third (visibility) component of the RDC. The ARC is used for planning and design only and does not limit the aircraft that may be able to oper ate safely on the airport.

Runway Design Code (RDC) | A code signifying the design standards to which the runway is to be built.

The RDC is based upon planned development and has no operational component. The AAC, ADG, and runway visual range (RVR) are combined to form the RDC of a particular runway. The RDC provides the information needed to determine certain design standards that apply. The first component, depicted by
a  letter,  is  the  AAC  and  relates  to  aircraft  approach  speed  (operational  characteristics).  The  second component, depicted by a Roman numeral, is the ADG and relates to either the aircraft wingspan or tail height  (physical  characteristics),  whic
hever  is  most  restrictive.  The  third  component  relates  to  the Draft
65 ALP Update and Narrative Report
Exhibit S

AIRCRAFT DESIGN CHARACTERISTICS

A/B-III
12,500 lbs.
or less
,
over 12,500 lbs.

Aircraft TDG Aircraft TDGA-I
B-I
A/B-II
B-II
less than
150,000 lbs.

C/D-I

C/D-III
C/D-IV
D-V
C/D-II
 Beech Baron 55 1A
 Beech Bonanza 1A
 Cessna 150, 172 1A
 Eclipse 500 1A
 Piper Archer, Seneca 1A
 Falcon 10, 20, 50 1B
 Hawker 800, 800XP ,
850XP , 4000 1B
 Cessna Citation CJ4 (525C) 1B
 Beech Super King Air 350 2
 Beech 1900 2
 Falcon 900, 2000 2
 Cessna Citation CJ3(525B),
Bravo (550), V (560) 2
 Beech Baron 58 1A
 Beech King Air 90 1A
 Cessna 421 1A
 Cessna Citation CJ1 (525) 1A
 Cessna Citation 1(500) 2
 Piper Cheyenne III 2
 Bombardier Dash 7 (A-III) 3
 Bombardier Dash 8 3
 Bombardier Global 5000,
6000, 7000, 8000 2
 Falcon 6X, 7X, 8X 2
 ATR 72 2
 Cessna Caravan 208 (A-II) 1A
 Pilates PC-12 (A-II) 1A
 Cessna 441 Conquest 1A
 Beech Super King Air 200 2
 Cessna Citation CJ2 (525A) 2
 Gulfstream V 2
 CRJ-900, 1000 2
 Boeing 737-700, BBJ 3
 ERJ-170, 175, 190, 195 3
 Gulfstream G500, 550,
600, 650 (D-III) 2
 MD-81, 82, 87 (D-III) 4
over
150,000 lbs.C/D-III
 Airbus A319-100, 200 3
 Boeing 737 -800, 900,
BBJ2 (D-III) 3
 MD-83, 88 (D-III) 4
 Airbus A300-100, 200, 600 5
 Boeing 757-200 4
 Boeing 767-300, 400 5
 MD-11 6
 Airbus A330-200, 300 5
 Boeing 787-8, 9 5
 Airbus A340-500, 600 6
 Boeing 747-100 - 400 5
 Boeing 777-300 6
 Lear 25, 31, 45, 55, 60 1B
 Israeli Westwind 1B
 Learjet 35, 36 (D-I) 1B
 Piaggio Avanti II 2
 Cessna Citation VII, X+ 1B
 Lear 70, 75 1B
 Gulfstream II 1B
 CRJ-200 1B
 Gulfstream III 2
 ERJ-135, 140, 145 2
 CRJ-700 2
 Gulfstream IV, 350, 450 (D-II) 2
Note: Aircraft pictured is identified in bold type.

Draft
66 visibility minimums expressed by RVR values in feet of 1,200 (⅛‐mile); 1,600 (¼‐mile); 2,400 (½‐mile); 4,000  (¾‐mile);  and  5,000  (1‐mile).  The  RVR  values  approximate  standard  visibility  minimums  for instrument approaches to the runways. The third component should read “VIS” for runways designed for visual approach use only.

Approach  Referen
ce  Code  (APRC)  |  A  code  signifying  the  current  operational  capabilities,  within standards, of a runway and associated parallel taxiway with regard to landing operations. Like the RDC, the APRC is composed of the same three components: the AAC, ADG, and RVR. The APRC describes the current operational capabilities of a runway under particular meteor ological conditions where no special operating procedures are necessary, as opposed to the RDC, which is based upon planned development with no operational component.

Currently, the runway‐taxiway centerline separation for Runway 12‐30 is 350 feet at its closest point.

Given that Runway 12 is served by a VOR approach and a GPS approach with ¾‐mile visibility minimums, and Runway 30 is served by an ILS approach and a GPS approach with the lowest visibility minimums of
½‐mile, this runway way is within APRC B/III/2400.

Departure Reference Code (DPRC) | A code signifying the current op erational capabilities, within current standards,  of  a  runway  and  associated  parallel  taxiway  with  regard  to  takeoff  operations.  The  DPRC represents  those  aircraft  that  can  take  off  from  a  runway  while  any  aircraft  are present  on adjacent taxiways, under particular meteorological conditions with no special operating conditions. The DPRC is similar to the APRC but is composed of two components: AAC and ADG. A runway may have more than one DPRC depending on the parallel taxiway separation distance.

The current runway/taxiway centerline separation for
Taxiway D is 350 feet, which results in a DPRC
of B/III for Runway 12‐30. Taxiway N has a separation of 400 feet, which results in a DPRC of C‐II for Runway 12‐30.

CRITICAL AIRCRAFT

As stated previously, it is critical to have an accurate understanding of the type of aircraft that operat e
at  the  airport  currently  and  are  expected  to  use  the  airport  in  the  futu re.  Aircraft  type  can  have  a significant  impact  on  airport  design  criteria  and  the  type  of  facilities  necessary  to  accommodate  the aircraft that are utilizing the airport most frequently.

The most recent annual data was obtained from the FAA’s TFMSC, a database maintained by the FAA to monitor the type of aircraft and
frequency of usage at airports. Typically, information is added to the database when pilots file flight plans and/or when flights are detected by the National Airspace System (NAS) on radar. Although the program can identify the aircraft operating under IFR‐filed flight plans and on  radar,  it  does  not  account  for  aircraft  operating  under  visual  conditions  without  a  flight  plan.

Howev
er, FAA indicates that it does capture more than 95 percent of turboprop and jet operations as operators of these types of aircraft almost always file a flight plan. The TFMSC report for VIS is displayed on Exhibit T
.

Draft
67 Existing and Ultimate Critical Aircraft

A TFMSC report was prepared to identify the primary aircraft types operating at VIS. The data is limited as  the  TFMSC  reports  only  5,434  operations  in  2021,  which  is  approximately  16  percent  of  the  total operations. Most of the operations (46 percent) reported in the TFMSC are by aircraft in  A‐II, which is largely conducted by the Cessna Caravan. VIS is a modest hub for air cargo operations and currently has FedEx Ship Center based there, which correlates to the usage of the Cessna Caravans. B‐II category of aircraft is the second most physically demanding aircraft conducting more than 500 operations , which includes representative aircraft such as the Citation CJ2 and the King Air 200/300/350 series. The CASP classifies VIS as a Regional‐Business Corporate GA airport and a major transportation hub for all cargo and corporate aircraft activity. Therefore, the existing critical aircraft for VIS is set within ARC‐B‐II, with the repr
esentative aircraft being the Beechcraft King Air 200/300/350 series, which are the most active B‐II aircraft at VIS according to the TFMSC data.

For the future critical aircraft, it is crucial to consider the potential impact of additional based jets and the increased future operati
ons. Manufacturing trends are moving towards larger/faster jets, and VIS already accommodates moderate operations by AAC C jets and even some that are in the AAC D. As can be seen on Exhibit T, approach category C aircraft, including the Gulfstream G100 and the Challenger 600/604 have more than regained the operatio nal count that it once had in 2019 (before pandemic), a 75  percent  and  86  percent  increase  respectively  from  the  prior  year.  AAC  D  aircraft,  such  as  the Gulfstream 450 and Gulfstream 500/600, have also had growth conducting 56 operations combined in 2021 according to the TFMSC data. It is reasona ble to consider with the continuation of national and airport trends in the next 20 years and new hangar development with current 13 aircraft owners on the waiting  list,  6  of  which  are  corporate  aircraft,  that  combined  annual  operations  by  that  grouping  of aircraft could meet the 500 operations.

In addition, VIS has historically been planned to meet ARC C‐III standards with the airport’s role in the
states system plan including business jets, which are primarily within the ARC C‐II category. For these reasons, the ultimate critical aircraft is a C‐II aircraft, represented by the Gulfstream G100/150, which  is the most active C‐II aircraft at VIS currently.

TAXIWAY DESIGN GROUP (TDG)

The  existing  critical  aircraft  at  VIS  is  the  King  Air  200/300/350  series,  operating  over  500  annual operations, which falls into the TDG 2A. Currently the airport is designed to meet TDG 3 standards, due to when it had air carri
er activity operated by Boeing 737‐200. Since that time there has been minimal activity in the TFMSC by TDG 3 aircraft, therefore there is no justification that the airport should remain a TDG 3. Furthermore, the King Air aircraft are the most frequent oper ators at VIS; therefore, taxiway design should meet TDG 2A standards.

The most active C‐II operating at VIS is the Gulfstream 100/150 (TDG 1B). Establishing the ultimate critical aircraft to TDG also must consider aircraft within the B‐II category, such as the Beechcraft King Air series of turboprops. While th
ese aircraft have slower approach speeds than the business jets, they have a higher TDG rating of 2A. It is anticipated that the fleet mix of aircraft at VIS will continue to include a Draft
68 A36 Bonanza (Turbine) 18 10 22 4 0 2 2 0 0 0 34
Cirrus Vision Jet 0 0 0 0 0 0 0 4 10 2 4
Eclipse 400/500 66 62 62 66 64 32 32 24 36 54 22
Epic Dynasty 6 0 8 2 4 8 4 2 0 6 2
Kodiak Quest 0 0 2 0 0 0 0 0 0 0 2
Lancair 4 28 28 32 12 2 0 0 0 0 0 0
Lancair Evolution/Legacy 0 0 0 0 0 0 0 0 0 2 0
Piper Malibu/Meridian 66 46 38 24 22 16 14 28 16 14 40
Socata TBM 7/850/900 18 30 18 44 58 54 46 98 136 104 112 Total 202 176 182 152 150 112 98 156 198 182 216
Cessna Caravan 1,860 1,782 1,934 1,946 3,714 2,048 1,984 2,014 2,094 2,286 2,254 Pilatus PC-12 34 48 82 108 124 162 140 234 192 220 220
Total 1,894 1,830 2,016 2,054 3,838 2,210 2,124 2,248 2,286 2,506 2,474 Beech 99 Airliner 0 0 2 0 0 0 0 0 0 0 0
Beechjet 400 8 10 10 4 6 4 8 6 10 4 30
Cessna 425 Corsair 4 6 6 30 46 92 106 62 54 48 6
Citation CJ1 50 48 126 202 192 236 114 32 74 56 124
Citation I/SP 6 8 8 4 6 2 2 6 8 2 0
Citation M2 0 0 0 0 0 0 6 6 8 10 12
Citation Mustang 16 24 42 42 20 22 12 10 12 10 2
Falcon 10 2 0 0 0 0 4 2 0 0 0 0
Hawker 1000 2 0 0 0 0 2 0 0 0 0 0
Honda Jet 0 0 0 0 0 2 0 0 8 6 2
King Air 90/100 464 492 610 676 754 526 496 532 456 240 272 Mitsubishi MU-2 4 4 0 8 0 0 0 0 2 2 0
Phenom 100 40 20 10 16 8 32 12 18 16 2 12
Piaggio Avanti 64 94 34 0 4 2 2 0 2 0 0
Piper Cheyenne 12 12 14 6 22 6 8 4 0 4 4
Premier 1 30 14 36 36 50 30 16 14 24 4 14
Rockwell Sabre 40/60 0 4 2 2 0 2 0 0 0 0 0
T-6 Texan 2 0 2 0 0 0 0 0 0 0 2
Total 704 736 902 1,026 1,108 962 784 690 674 388 480
Aero Commander 690 14 24 6 10 8 4 4 0 4 0 2
Beech 1900 1,926 2,704 1,586 1,160 96 4 4 10 0 0 0
Cessna Conquest 100 50 84 80 104 50 26 30 38 8 10
Challenger 300 8 4 2 20 36 62 32 74 82 52 68
Citation CJ2/CJ3/CJ4 18 24 32 42 58 80 66 92 118 140 194 Citation II/SP/Latitude 86 68 68 104 104 82 68 82 94 56 96 Citation Longitude 0 0 0 0 0 0 0 0 0 2 0
ARC Aircraft 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 ARC Aircraft 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 A-I
A-II
B-II
B-II
B-I
B-III
C-I
C-II
Source: Similar aircraft grouped by ARC Code. Data normalized annually. Source: FAA TFMSC Report 2011-2021 Citation V/Sovereign 90 36 26 32 64 30 38 40 58 48 46
Citation X 16 4 10 2 8 8 10 16 2 10 16
Citation XLS 112 90 70 82 78 76 54 50 46 40 78
Embraer EMB-110/120 0 0 0 0 0 2 0 0 0 2 0
Falcon 20/50 6 2 12 14 12 4 16 4 0 4 12
Falcon 2000 10 16 4 14 8 30 12 10 6 0 8
Falcon 900 14 0 4 2 8 12 8 10 20 34 32
Hawker 4000 0 0 0 0 0 0 2 0 0 0 0
King Air 200/300/350 604 704 994 1,134 1,204 1,046 1,020 1,158 1,248 722 1,190 King Air F90 2 16 6 10 0 8 8 12 14 24 24
Phenom 300 4 6 2 16 8 14 14 26 24 16 40
Pilatus PC-24 0 0 0 0 0 0 0 0 2 0 2
Shorts 330/360 6 0 2 0 0 0 0 0 0 0 0
Swearingen Merlin 10 2 2 4 8 2 2 2 4 4 0
Total 3,026 3,750 2,910 2,726 1,804 1,514 1,384 1,616 1,760 1,162 1,818 Aerospatiale ATR 42/72 0 0 28 12 42 48 46 44 40 40 58
Bombardier Global 5000 0 0 0 0 0 2 6 4 10 6 18
Bombardier Global Express 8 6 2 2 14 14 16 16 42 14 32
De Havilland Dash 8 Series 2 0 0 0 0 0 0 0 0 0 0
Falcon 7X/8X 0 0 4 6 6 2 0 2 4 4 16
Total 10 6 34 20 62 66 68 66 96 64 124
Learjet 20 Series 38 14 26 22 24 2 10 0 0 0 0
Learjet 31 0 2 4 2 6 0 4 6 2 0 0
Learjet 40 Series 18 20 24 20 14 30 32 18 4 10 24
Learjet 50 Series 4 0 0 2 0 0 0 4 2 0 0
Learjet 60 Series 14 4 6 10 18 24 14 14 16 6 14
Westwind II 20 26 30 10 8 2 18 2 2 2 2
Total 94 66 90 66 70 58 78 44 26 18 40
Bombardier CRJ 100/200/700 0 0 0 0 2 0 0 0 0 0 0
Challenger 600/604 14 10 8 8 12 6 4 6 16 8 48
Citation III/VI 14 6 16 8 2 6 2 8 4 2 0
Embraer 500/450 Legacy 0 0 0 0 0 0 0 6 4 0 4
Embraer ERJ-135/140/145 0 2 0 4 2 0 0 2 2 0 2
Gulfstream 100/150 4 6 4 4 4 2 6 0 4 36 108
Gulfstream 280 0 0 0 2 0 0 0 2 10 8 12
Gulfstream G-III 28 32 18 30 2 2 4 0 0 0 2
Hawker 800 ( Bae-125-800) 20 20 16 14 6 18 20 18 16 28 24 Learjet 70 Series 0 0 0 0 2 2 0 2 0 0 8
Total 80 76 62 70 32 36 36 44 56 82 208
Exhibit T

HISTORIC TURBOPROP AND JET OPERATIONS
ALP Update and Narrative Report
Draft
69 BAe 146 2 0 0 2 4 0 0 0 0 0 0
Boeing 737 (200 - 700 series) 0 0 0 4 0 0 0 0 0 0 0
C-27J Spartan 0 0 0 0 0 8 16 10 8 2 10
Embraer EMB 170/175/190 2 0 0 0 0 0 0 0 0 0 0
Total 4 0 0 6 4 8 16 10 8 2 10
Boeing 767-200/300 0 0 0 0 2 0 0 0 0 0 0
C-130 Hercules 12 2 2 4 4 0 0 0 0 2 0
Total 12 2 2 4 6 0 0 0 0 2 0
Airbus A350/360 2 0 2 0 0 0 0 0 0 0 0
Total 2 0 2 0 0 0 0 0 0 0 0
C-5 Galaxy 0 0 0 0 0 0 0 0 0 2 0
Total 0 0 0 0 0 0 0 0 0 2 0
F/A-18 Hornet 2 2 2 0 0 0 0 0 0 0 0
F-22 Raptor 0 0 0 0 0 2 0 0 0 2 2
Learjet 35/36 6 24 8 10 8 10 2 4 6 4 6
T-38 Talon 0 2 0 2 0 0 0 0 0 0 0
Total 8 28 10 12 8 12 2 4 6 6 8
Gulfstream 200 8 10 4 4 4 4 6 4 10 0 2
Gulfstream 450 28 28 22 14 14 18 26 34 30 26 28
Total 36 38 26 18 18 22 32 38 40 26 30
Gulfstream 500/600 12 8 12 8 4 16 20 18 34 10 26
Total 12 8 12 8 4 16 20 18 34 10 26
F-16 Falcon/Viper 0 2 2 2 0 0 0 0 0 0 0
Total 0 2 2 2 0 0 0 0 0 0 0
ARC Aircraft 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 D-I
E-I
D-II
C-III
C-IV
C-V
C-VI
A-I 202 176 182 152 150 112 98 156 198 182 216
A-II 1,894 1,830 2,016 2,054 3,838 2,210 2,124 2,248 2,286 2,506 2,474 B-I 704 736 902 1,026 1,108 962 784 690 674 388 480
B-II 3,026 3,750 2,910 2,726 1,804 1,514 1,384 1,616 1,760 1,162 1,818 B-III 10 6 34 20 62 66 68 66 96 64 124
C-I 94 66 90 66 70 58 78 44 26 18 40
C-II 80 76 62 70 32 36 36 44 56 82 208
C-III 4 0 0 6 4 8 16 10 8 2 10
C-IV 12 2 2 4 6 0 0 0 0 2 0
C-V 2 0 2 0 0 0 0 0 0 0 0
C-VI 0 0 0 0 0 0 0 0 0 2 0
D-I 8 28 10 12 8 12 2 4 6 6 8
D-II 36 38 26 18 18 22 32 38 40 26 30
D-III 12 8 12 8 4 16 20 18 34 10 26
E-I 0 2 2 2 0 0 0 0 0 0 0
Total 6,084 6,718 6,250 6,164 7,104 5,016 4,642 4,934 5,184 4,450 5,434

AIRPORT REFERENCE CODE (ARC) SUMMARY
ARC 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

APPROACH CATEGORY

DESIGN GROUP
D-III
A 2,096 2,006 2,198 2,206 3,988 2,322 2,222 2,404 2,484 2,688 2,690 B 3,740 4,492 3,846 3,772 2,974 2,542 2,236 2,372 2,530 1,614 2,422 C 192 144 156 146 112 102 130 98 90 106 258
D 56 74 48 38 30 50 54 60 80 42 64
E 0 2 2 2 0 0 0 0 0 0 0
Total 6,084 6,718 6,250 6,164 7,104 5,016 4,642 4,934 5,184 4,450 5,434 AC 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 I 1,008 1,008 1,186 1,258 1,336 1,144 962 894 904 594 744 II 5,036 5,694 5,014 4,868 5,692 3,782 3,576 3,946 4,142 3,776 4,530 III 26 14 46 34 70 90 104 94 138 76 160
IV 12 2 2 4 6 0 0 0 0 2 0
V 2 0 2 0 0 0 0 0 0 0 0
VI 0 0 0 0 0 0 0 0 0 2 0
Total 6,084 6,718 6,250 6,164 7,104 5,016 4,642 4,934 5,184 4,450 5,434 DG 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Exhibit T

HISTORIC TURBOPROP AND JET OPERATIONS
ALP Update and Narrative Report
Draft
70 growing number of business jets within the AAC C/D and ADG II categories, represented by a Gulfstream 450 (TDG 2A). For these reasons and the purpose of this study, the ultimate taxiway design standard should also remain within the TDG 2A category.

Existing and Ultimate Airfield Design

The RDC relates to specific design criteria set forth by the FAA that an airport should meet. The RDC is determined  by  the  aircraft
or  category  of  aircraft  expected  to  use  each  runway.  Runway  12‐30,  the airport’s only runway, measures 6,562 feet long by 150 feet wide with an APRC and DPRC capable of accommodating up to ARC B‐II aircraft. Runway 12 is equipped with a VOR approach and a GPS approach with  visibility  minimums  down  to  ¾‐mile,  and  Runway  30  is  served  by  an  ILS  approach  and  a  GPS approach with
the lowest visibility minimums down to ½‐mile. The existing ARC  for VIS is B‐II, and the resulting RDC for Runway 12‐30 is B‐II‐2400; the existing TDG is 2A.

Based on the ultimate critical aircraft (C‐II), planning should reflect RDC C‐II‐2400 design standards. Most of  the  existing  airfield  facilities  already  meet  RDC  C‐II‐2400  design  standards,  exc ept  the  separation between Taxiway D and Runway 12‐30. The current distance measures 350 feet, which will need to be extended by an additional 50 feet to meet the 400 feet design standard of an RDC C‐II‐2400. The current taxiway design for the entire airfield should be TDG 2A. As such, the taxiways supporting each runway should be at least 35 feet wide. The taxiways at VIS are currently 50 feet wide, exceeding the design standard. While the greater widths provide an added safety margin for aircraft operating at the airport, the FAA may elect not to fund regular pavement maintenance for the portions of taxiway pavement that exceed the standard. If the airport chooses to maintain the taxiways at their current widths, the costs may need to come from a local funding source rather than federal or state grants.

Draft
71