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HomeMy WebLinkAbout2001-05-10 Airport Commission Packet KENAI AIRPORT COMMISSION MAY 10, 2001. KENAI CITY COUNCIL CHAMBERS 7:00 P.M-'. ***AGENDA*** ITEM 1' CALL TO ORDER AND ROLL CALL. ITEM 2: AGENDA APPROVAL ITEM 3' APPROVAL OF MINUTES -April 12,2001 ITEM 4: PERSONS SCHEDULED TO BE HEARD ' ITEM 5' OLD BUSINESS ao Discussion -- Radar System Letter of Support ITEM 6- NEW BUSINESS ' ao Discussion -- Airport Strategic Planning Approval-- Renewal of Special Use Permit/ATM Machine -- Rearm Pitts ITEM 7: REPORTS a, Commission Chair Airport Manager City Council Liaison ITEM 8' COMMISSIONER COMMENTS AND QUESTIONS ITEM 9' PERSONS NOT SCHEDULED TO BE HEARD ITEM 10' INFORMATION ITEMS a. Kenai City Council Meeting Action Agendas for April 4 and 18,2001. Kenai Municipal Airport Enplanement Report, April 2001. ITEM 11' ADJOURNMENT KENAI AIRPORT COMMISSION APRIL 12, 2001 Kenai City Council Chambers 7:00 P.M. "'AGENDA"' ITEM 1' ITEM 2: ITEM 3' ITEM 4: ITEM 5' ITEM a. ITEM 7: ITEM 8: ITEM 9' ITEM 10: a, ITEM 11: CALL TO ORDER AND ROLL CALL AGENDA APPROVAL APPROVAL OF MINUTES -- March 8, 2001 PERSONS SCHEDULED TO BE HEARD OLD BUSINESS NEW BUSINESS Discussion -- Kenai Municipal Airport Logo REPORTS Commission Chair Airport Manager City Council Liaison COMMISSIONER COMMENTS AND QUESTIONS PERSONS NOT SCHEDULED TO BE HEARD INFO~TION ITEMS Kenai City Council Meeting Action Agendas for March 7 and 21,2001. March 2001 -- Airport Enplanement Report Volunteer Reception Invitation ADJOURNMENT KENAI AIRPORT COMMISSION APRIL 12, 2001 KENAI CITY COUNCIL CHAMBERS 7:00 P.M. CHAIRMAN HENRY KNACKSTEDT, PRESIDING MINUTES ITEM 1' CALL TO ORDER AND ROLL CALL Chairman Knackstedt called the meeting to order at 7'00 p.m. confirmed as follows: The roll was taken and Present' Absent: Others Present: Public: Knackstedt, Bielefeld, Kleidon, Holloway, Van Zee, O'Reilly Haralson Councilwoman Swarner, Airport Manager Cronkhite, and Contract Secretary Shalev Larry Porter ITEM 2' AGENDA APPROVAL MOTION: Commissioner Bielefeld MOVED to approve the agenda as presented. Commissioner Kleidon SECONDED the motion. There were no objections. SO ORDERED. ITEM 3- APPROVAL OF MINUTES -- March 8, 2001 MOTION: Commissioner Holloway MOVED to approve the minutes as presented. Commissioner Kleidon SECONDED the motion. There were no objections. SO ORDERED. ITEM 4: PERSONS SCHEDULED TO BE HEARD- -None ITEM 5: OLD BUSINESS- -None ITEM 6: NEW BUSINESS Discussion -- Kenai Municipal Airport Logo Airport Manager Cronkhite asked the Commission to refer to the sample airport graphics included in the packet. Cronkhite explained a new airport logo is needed for the airport; the logo will be used on letterhead and products such as pens and doormats. Cronkhite a/so explained this logo will be used for many years to come and a progressive look may be desired. A brief discussion took place regarding each sample logo. The Commission agreed logo number two seemed the most pleasing, but several commissioners expressed opinions on how it could be modified to represent a more accurate image both civically and geographically. The modifications to sample number two are: 1) Alter the plane to better represent an aircraft by adding wings and tail. 2) Alter the mountain in background to better represent Mt. Redoubt. 3) Add runway markings along the X'in the logo. The modifications to the logo will be discussed at the next commission meeting. MOTION: Commissioner Holloway MOVED to request the Airport Manager to contact the graphic designers to make changes to the logo as discussed. Co_m_n~ssioner Bielefeld SECONDED the motion. There were no objections. $O ORDERED. ITEM 7: REPORTS 7-a. Commission Chair-- Knackstedt reported on the following: ,Attended an FAA safety program that involved runway incursions. This program traveled to several airpo~s to inspect and report on problems. Kenai Airport had no problems, but did have several potential problems involving gate security. No conclusions were made during this program, but the discussion was open and helpful. 7-b. Airport Manager -- Cronkhite reported on the following: .. * Two man-gates at the ends of the terminals will be changed to magnetic locking mechanisms. · Driver training took place at PRISM. This is only a small portion of a long- term training program. · ':'~ .Cronkhite received the official grant offer for ARF/SRE facility. · The airport bird control program has started. This program will be working in conjunction with a bird study program. A biologist will be on site this summer to conduct this study and to offer advice on the wildlife control program on techniques to dissuade animals from coming onto airport propert7. Such changes include a change in vegetation and other harassment techniques. · The Coilings Foundation has agreed to return to Kenai for an aviation display. The exact dates are still unknown. · Cronkhite answered various questions regarding gate security and the option for different types of security gates and the issue of access. Several commissioners acknowledged the need for something other than the ID card system. Cronkhite responded to general concerns regarding the use of ID card entry gates by stating a new type of gate will be used at the ARF/SRE building and alternative gates are being considered. Commissioner Bielefeld expressed concern over the use of a fence and would appreciate better signage. Cronkhite agreed and stated she would look into it and will report back when more information is known. · Cronkhite and the Commission spoke briefly on the idea of developing an Airport Strategic Plan. The Commission agreed a plan should be discussed to outline AIRPORT COMMISSION MEETING APRIL 12,2001 PAGE 2 airport goals and objectives. Cronkhite said she would gather some general information regarding the basics of developing a strategic plan and will present it to the Commission at the next meeting. 7-c. City Council Liaison -- Councilwoman Swamer reported on the following: .An airport terminal tenants meeting will be held on April 20, 2001 at 3:00 p.m. at Wings Cafd to discuss the upcoming renovations and carpeting. *Requested the Commission to provide information on the issue of the Float Plane Basin. The Float Plane Basin is estimated to earn approximately $1,000.00 per year. Swarner asked the Commission for possible reasons the basin is not used more. A discussion took place regarding this topic and it was generally concluded that the Float Plane Basin is too short for many aircraft landings. Cronkhite stated in the basin's defense that because the Kenai Airport is a multi-use airport, the Float Plane Basin is a valuable asset and she would like to continue to make as many improvements to the basin as funding will allow. ITEM 8' COMMISSIONER COMMENTS AND (~UESTIONS Bielefeld: Supports the Float Plane Basin and briefly commented on the options and ideas the Master Plan has for its improvement. Van Zee: Stated the basin is not something that may ever show a high profit and commented on projects and areas that have a higher priority in terms of improvements. ITEM 9: PERSONS NOT SCHEDULED TO BE HEARD Larry Porter of Kenai expressed concern regarding the length and use of the Float Plane Basin; he feels 3,500 feet is too short for many landings. Porter reported he frequently uses the basin and would like to see minor changes and improvements take place. Porter also made a general complaint over the gate system/security system at the basin by stating the present gate mechanism is very difficult for one person to open/close. Cronkhite addressed his concerns and stated a user-friendly device for the gate can be investigated. ITEM 10: INFORMATION ITEMS 10-a. 10-b. lO-c. Kenai City Council Meeting Action Agendas for March 7 and 21,2001. March 2001 -- Airport Enplanement Report Volunteer Reception Invitation ITEM 11: ADJOURNMENT Commissioner Holloway MOVED to adjourn. Commissioner Van Zee SECONDED the motion. There were no objections. SO ORDERED. AIRPORT COMMISSION MEETING APRIL 12,2001 PAGE 3 The meeting adjourned at 8' 15 p.m. Minutes transcribed and prepared by: Sharon Gaudet Shalev, Contract secretary AIRPORT COMMISSION MEETING APRIL 12,2001 PAGE 4 January 5, 2001 DRAFT ~Z, tft. ,D~~-- KENAi MUNICIPAL AIRP( 305 N. WILLOW ST. SUITE 200 KENAI, ALASKA 99611 TELEPHONE 907-283-7951 FAX 907-283-3737 Patrick Poe Regional Administrator Alaska Region - Federal Aviation Administration 222 W. 7th Avenue, Box 14 Anchorage, AK 99513 Dear Mr. Poe' We write this letter to seek your support in acquiring and installing a radar system for the Kenai FCT in the near future. The Kenai Municipal Airport provides aviation services for the entire Kenai Peninsula. Numerous air carrier, air taxi, military, business, and general aviation aircraft operate into and through the Class D airspace on a daily basis. Daily scheduled operations provide passenger and freight traffic to and from Homer and Anchorage on an hourly basis. Air carrier, military, and air taxi operators conduct training on instrument as well as visual arrival and departure procedures. Locally based helicopter operations provide regular transportation to and from the oil platforms and ships in the Cook Inlet. Flight schools located at Kenai, Stevens International, Merrill-Field, Birchwood, and Palmer use the Kenai area for training. Air taxi operators provide a multitude of flights from numerous bases in the local area to locations throughout the Kenai Peninsula, northward to Anchorage, and westward across the Cook Inlet. This mix of aircraft within the local airspace, varying types of operations, intersecting flight routes, and coastal weather patterns can and do create situations resulting in potential conflicts. We strongly believe a radar system will help prevent those conflicts and provide a safer aviation environment. The "Wendell H. Ford Aviation Investment and Reform Act for the 21~t Century", was signed by President Clinton (Public Law 106-181) on April 5, 2000. Section 756 of the Act states: Draft "The Administrator shall develop a national policy and related procedures concerning the Terminal Automated Radar Display and Information System and sequencing for visual flight rule air traffic control towers." More recently, the National Transportation Safety Board (NTSB) issued Safety Recommendation A-01-09 stating that the FAA should: "Install terminal radar displays at all towered airports where radar coverage exists at traffic pattern altitude." Our research indicates the FAA Alaska Region has identified the Kenai FCT for installation of a BRITE radar system. The FAA National Headquarters has validated the requirement. However, we understand no funding has been identified for this project. We ask your help in generating this funding at the earliest possibility. We believe installation of a BRITE radar display in the Kenai FCT would provide a greater"bang for the buck", than most other locations. This is due to the close location of the Anchorage ARTCC radar site, the low cost of providing the radar signal to FCT, and the local Airway Facilities office being located in Kenai. We look forward to your reply and support for this project. Sincerely, KENAI MUNICIPAL AIRPORT /l'C J:\Memos & Letters\Letters to FAA\Draft Itr FAA Regional Admin Poe.doc National Transportation Safety Board ~ ~ ~. Washington, D.C. 20594 ~-~o~ Safety Recommendation Date: April 27, 2001 In reply refer to: A-O 1-09 Honorable Jane F. Garvey Administrator Federal Aviation Administration Washington, D.C. 20591 Backt[round According to Federal Aviation Administration (FAA) Order 7110.65, "Air Tra~c Control," tower controllers must "establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation, as necessary, to achieve proper spacing." To establish a sequence, controllers must determine aircrat~ positions primarily by tracking them visually and using position reports by pilots. Terminal radar displays (TRD)~ may also be used to aid controllers in determining and confuming aircraft positions. However, not all towers are equipped with TRDs. The National Transportation Safety Board has investigated several recent midair collisions involving airplanes that were all in communication with tower controllers who did not have an operational TRD. As fimher discussed below, these controllers might have been able to prevent the collisions if they had had the benefit of an operational TRD. Waukegan, Hlinois On February 8, 2000, about 1504 central standard time (CST), a MoraVan Z242L, N5ZA, and a Cessna 172P, N99063, collided in flight over a residential area of Zion, Illinois, approximately 2 miles from the approach end of runway 23 at the Waukegan Regional Airport, Waukegan, Illinois. NSZA impacted the roof of a hospital, and N99063 came to rest on a residential street. Both airplanes were destroyed on impact. The pilot and passenger on board NSZA were killed. The student pilot ofN99063 was also killed. Both flights were operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91 without flight plans. Daytime z For the purposes of this letter, a TRD refers to any device that displays radar data directly to controllers in a tower cab. These devices include, but are not limited to, Digital Bright Radar Indicator Tower Equipment (D-BRITE), Remote Automated Radar Terminal System (ARTS) Color Displays, Terminal Automated Radar Display and Information Systems (TARDIS), and Standard Terminal Arrival Route System (STARS) Tower Display Workstations (TDW). 7332 visual meteorological conditions (VMC) prevailed at the time of the accidem. Reported visibility was lO miles; however, controllers reported that.conditions were hazy with much lower visibility to the northeast, toward Lake Michigan.2 At 1455:25 CST, the pilot of N5ZA made his initial call to the Waukegan tower, and, 6 seconds later, he reported that he was 15 miles northeast of the airport. The local controller (LC) acknowledged the call and asked the pilot, "are you coming down the shoreline?''3 The pilot responded, "that's affmnative." The LC insmacted the pilot to "report turning final at the shoreline for the straight in [to] runway two three." The pilot acknowledged. At 1457:42, the pilot of N99063 (who was performing practice takeoff and landings and remaining in the tTaffiC pattern) indicated that she was holding short of runway 23 and was "ready for departure." At 1458:07 CST, the LC cleared N99063 for takeoff. At 1459:48 CST, the LC asked the pilot of NSZA for his position. The pilot replied that he was "just about a mile or two off the lake...off the shoreline.''4 The LC subsequently asked the pilot ~f N99063 to advise him when she saw "a red~s] low wing aircraf~ [NSZA]." At 1501:16 CST, the pilot of N99063 stated, "negative traffic," and asked the LC to advise her when to mm for her base leg.~ At 1501:41 CST, the LC asked the pilot of NSZA how far out he was; the pilot responded that he was "just crossing the shoreline.''7 At 1502:09, the LC asked the pilot of N99063 if she saw NSZA yet. The pilot responded, "negative." At 1502:12 CST, the LC asked the pilot of N99063, "have you passed the shoreline?" The pilot replied, "gettin there.''a The LC then instructed N99063 to "start your base leg now," intending to line up N99063 behind NSZA.9 At 1502:18, the pilot acknowledged; radar data showed that NSZA crossed the shoreline about the same time, 4 miles from the approach end of the runway 23. As the pilot ofN99063 turned onto base leg, then final approach, the airplane was slightly in front of NSZA.l° At 1503'19 CST, the pilot of NSZA reported, "negative contact with the Cessna in front of us." At 1503:40, the pilot of N99063 reported that she was on final approach. At 2 The accident description for CHI00MA066A/B can be found at www. ntsb. gov/NTSB/query, asp. 3 The shoreline is oriented north-south. Runway 23 is oriented northeast-southwest. The approach end of runway 23 is 4 miles southwest of the shoreline. 4 Radar data provided by the FAA from its Chicago and Milwaukee terminal radar sites, which cover the traffic Pattern altitude at Waukegan Regional Airport (1,300 feet mean sea level), revealed that N5ZA was actually 3.75 miles northeast of the shore along the runway 23 extended centerline. After the initial contact, the airplane performed a gradual arc from a southerly course to a southwesterly course, intercepting the extended centerline. s At 1500:57, the LC corrected this instruction and advised N99603 that "it'll be a white low wing aircrafU' ~ A standard traffic pattern consists of (1) a downwind leg (parallel to the runway in a direction opposite to the intended landing direction), (2) a 90° turn to the base leg (in the direction of the runway), and (3) a f'mal approach (along the extended runway centerline, to the point of touchdown). ? If N5ZA had just crossed the shoreline, the airplane would have been 4 miles northeast of the runway; however, FAA radar revealed that N5ZA was actually about 5 miles from the runway. s The FAA radar revealed that N99063 was actually about 1.6 miles southwest of the shore along her extended downwind leg. 9 In postaccident interviews, the LC acknowledged that he did not have visual contact with the airplanes at this time. Therefore, he had no firm information on which to make the turn instruction for N99063. t0 Although it was not the LC's intent to position N99063 in front of N5ZA, his instruction for N99063 to turn base resulted in it turning to the f'mal approach leg ahead of N5ZA. 1503:53, the LC asked the pilot of N5ZA, "do you see a Cessna in front of you?" At 1504:00, the pilot responded, "[NS~] just had a midair." The Waukegan tower was not equipped with a TRD.~ Therefore, because the LC did not see the airplanes, his erroneous estimate of N99063's progress since losing visual contact and the pilots' imprecise position reports12 were the only information that he had with which to judge the proper sequence of the airplanes. His initial decision to sequence NSZA first was apparently based on his incorrect belief that NSZA was closer to the airport than it actually was. Subsequent communications between the LC and the pilot of NSZA confirm that the airplane was not nearing the runway as quickly as the sequencing plan would require; however, the LC did not amend the sequence. Preliminary findings indicate that if the Waukcgan tower had been equipped with a TRD at the time of the accident, the LC could have confirmed the pilot's position reports and established a more effective sequencing plan, thereby preventing the accident. Additionally, the LC would not have had to contact the aircraft as frequently to determine their positions and to confirm their sighting of other traffic, thereby keeping the communications frequency open. Palm Springs, California On February 15, 2000, about 1727 Pacific standard time (PST), a Cessna 172N, N6479D, and a Piper PA-28-140, N84PB, collided while entering the downwind leg of the traffic pattern at Palm Springs Regional Airport (PSP), Palm Springs, Califomia~ The certified flight instructor and two students on board N6479D sustained minor injuries, and the airplane was substantially damaged. The certified flight instructor and the studem on board N84PB were not injured; however, the airplane sustained minor damage. Both airplanes were being operated as :.- instructional flights without flight plans under the provisions of 14 CFR Part 91. Daylight VMC prevailed at the time of the accident. Reported visibility was 10 miles. Controllers reported that the sun was low in the sky and that the mountains to the west were casting long shadows over the 13 At 1724:22 PST, the pilot of N84PB made his first contact with the PSP LC when he was approximately 5.5 miles from the center of the field. The LC acknowledged and instructed the pilot of N84PB to "make fight traffic runway three one fight report two miles out on the forty five." The pilot of N84PB replied, "three one right report two miles out, papa bravo." Despite the LC's instructions, the pilot of N84PB made a 30° intercept to the downwind leg and did not provide the requested position report.TM At 1725:21 PST, N6479D was cleared for takeoff to It After the accident, the FAA installed a TARDIS in the Waukegan tower. 22 For example, the pilot of N99063's response, "gettin there," when the LC asked, "have you passed the shoreline?" 2~ The accident description for LAX00FA101A/B can be found at www. ntsb. gov/NTSB/queryasp. 24 In postaccident interviews, the LC stated that, although the pilot did not exactly follow his instructions, it is quite common for arriving aircraft to make this alternate mm and that he believed that the pilot's position reports would keep him adequately apprised of the airplane's position. Further, the LC acknowledged that the instruction he issued to N84PB ("report two miles out") is commonly interpreted in different ways by different pilots. Safety Board investigators asked the instructor and student aboard N84PB if they had made the report, the instructor stated that he was "familiar with the area and the requested report" and that he believed that the student had made the report. However, the student did not recall making a report. perform touch-and-go landings on runway 3 IR. At 1725:39 PST, the LC transmitted to N84PB that there were "two cessnas in the right closed traffic pattern," and, a few seconds later, he advised N6479D of"traffic inbound from the northwest for fight traffic, a Cherokee." Both pilots acknowledged the advisories and indicated that they were "looking." At 1727:20 PST, the pilot of N6479D reported that he had hit another airplane. The PSP tower is equipped with D-BRITE displays. However, because of technical problems with the PSP Airport Surveillance Radar/ARTS, the D-BRITE displays were not available at the time of the accident,l~ This prevented the LC from monitoring the progress of N84PB; if he had been able to monitor its progress, he would likely have noted that N84PB had mined early and passed the 2-mile point. Preliminary findings indicate that if the D-BRITE (or other TRD) had been operational, the LC could have provided more accurate traffic advisories and possibly prevented the collision. Stuart, Florida On March 14, 2000, about 1435 eastern standard time (EST), a Beechcmft A-36 Bonanza, N51ML, and a C-31 OD Twin Cessna, N6744T, collided on final approach for runway 7 at Witham Field, Smart, Florida. No injuries were sustained by the pilot of N6744T or by the pilot and passenger on board N51ML. Both flights were being operated by private pilots under the provisions of 14 CFR Pan 91 as personal flights. NS1ML was on an instrument flight roles flight plan and had requested a practice global position system approach to runway 12.~6 N6744T was inbound operating under a visual flight roles (VIER) flight plan. Daytime VMC prevailed at the time of the accidem. Reported visibility was 10 miles with scattered clouds.~7 At 1421:40 EST, the radar controller at the West Palm Beach Terminal Radar Approach Control (TRACON) coordinated N51ML's requested approach with the Witham tower and then was relieved from position. The replacement radar controller then cleared N51ML for a visual approach to the airport; however, he did not specify which runway the pilot should use. The replacement controller did not advise the Witham tower controllers of the change in the approach procedure, as required by FAA Order 7110.65.18 At 1431:06 EST, the radar controller confirmed that the pilot of NS1ML had the airport in sight and instructed him to contact the Witham LC, ~5 Safety Board staff learned that the PSP ASR radar had not been operational for over 2 months. ~6 This procedure would result in the airplane flying a course of about 120°. ~? The accident description for MIA00FAI07A/B can be found at www. ntsb.gov/NTSB/query, asp. ~s FAA Order 7110.65, Section 2-1-14, "Coordinate Use of Airspace," states the following: a. Ensure that the necessary coordination has been accomplished before you allow an aircraft under your control to enter another controller's area of jurisdiction. b. Before you issue control instructions directly or relay through another source to an aircraft which is within another controller's area of jurisdiction that will change that aircraft's heading, route, speed, or altitude, ensure that coordination has been accomplished with each of the controllers listed below whose area of jurisdiction is affected by those instructions unless otherwise specified by a letter of agreement or a facility directivei 1. The controller within whose area of jurisdiction the control instructions will be issued. 2. The controller receiving the transfer of control. which the pilot did at 1433:00 stating, "five mile straight in for seven.''19 Flying the straight in approach to runway 7 caused the pilot of N51ML to fly a path farther to the south than that coordinated by the original radar controller and conflict with N6744T's traffic pattern. In response to the LC's question, "who said straight in for seven," the pilot restated his position as "over the interstate.". About 4 seconds later, the pilot of N6744T reported that he was on a 4-mi1¢ base leg? About 5 seconds later, the airplanes collided. Although the replacement radar controller should have advised the LC of the change in NS1ML's flightpath, preliminary findings indicate that a TRD would have allowed the LC to see the conflict developing and issue amended instructions to one or both aircraft, possibly preventing the accident. Fort Pierce, Florida On September 11, 2000, at 1246 EST, a Piper PA-28 Cherokee, N9208N, and a Piper PA-23 Aztec, N54235, collided on final approach to runway 9 at the St. Lucie International Airport, Fort Pierce, Florida. N9208N was being operated as a solo mining flight by a Flight Safety International studem, and N54235 was being operated under the provisions of 14 CFR Part 9 I. Neither pilot had filed flight plans. The pilots of both airplanes were killed, and both airplanes were destroyed. Daytime VMC prevailed at the time of the accident. Reported visibility was 10 miles with scattered clouds.2~ At the time of the accidem, both pilots were in radio communication with the LC. N9208N was conducting practice touch-and-go landings while remaining in a lef~ traffic pattern -for runway 9. At 1242:06 EST, N54235 reported 10 miles west inbound to the airport; the LC instructed him to proceed straight in for runway 9 and to report over the interstate highway, located about 3 miles west of the airport. At 1245:24 EST, N54235 reported over the interstate, as instructed; he was then instructed to follow N9208N, which was turning base to a 3-mile final to runway 9. The pilot reported, "we're looking for the Cherokee.''2~ About 20 seconds later, the LC asked the pilot of N54235, "'do you have a Cherokee off your left wing?" The pilot replied, "no contact." The pilot of another airplane advised the LC that he had just witnessed a midair collision 3 miles from the end of runway 9. In this accident, the LC instructed a faster airplane (N54235) to follow a slov~er airplane (N9208N) along final approach. Preliminary f'mdings indicate that a TRD would have allowed the LC to see N54235 overtaking the traffic, enabling him to provide more effective traffic advisories or amended instructions. Discussion Terminal Radar Displays These accidents demonstrate the need for the installation of TRDs at VFR facilities that currently do not have such equipment installed. Radar coverage to traffic pattern altitude from 19 This procedure would result in the aircraft flying a course of about 70°. 20 The LC had insmacted the pilot of N6744T to report on 4-mile fight base for runway 7. 2t The accident description for ATL00FA091A/B can be found at wwwa~tsb, gov/NTSB/query, asp. 22 Approach speeds for Aztecs are typically about 20 knots faster t/mn those for Cherokees. nearby radar sites existed at each of the airports involved in the collisions. However, the LCs could not benefit from the available radar information because they lacked operational TRDs. .. Because of concerns raised by these accidents, Safety Board investigators requested a briefing fi'om the FAA on its plans for the procurement and installation of TRDs. On May 11, 2000, the FAA's Manager of Air Traffic Planning and Procedures presented a briefing to the Board that explained the staff-proposed, long-term plan for installing TRDs. He stated that the plan proposed to provide STARS TDWs in eligible towers and that staff had formulated the critL'ria23 to identify those towers. However, the manager acknowledged that the STARS program was not fully funded and had experienced delays that were preventing tower display needs from being met and, therefore, that staff had formulated an interim plan to meet these needs. In an August 31, 2000, followup briefing, managers of the FAA's Air Traffic Procedures and Terminal Automation Divisions presented a briefing on the initial interim plan to Safety Board staff. They stated that the proposed interim plan called for the installation of TRDs in 42 of the 87 eligible towers by fiscal year (FY) 2003 and at least 56 of these towers by FY 2008 and that the proposed interim plan relied on the completion of other programs planned by the FAA to free up existing TRDs (primarily D-BRITEs).24 However, they indicated that this proposed interim plan also lacked funding. Further, Safety Board staff is concerned that even if the interim plan were fully funded, relying on the completion of other programs to free up assets to implement the interim plan will likely introduce additional unwanted delays. Additionally, the proposed interim plan will not meet the goal of equipping all 87 towers that were determined to be eligible to receive TRDs. The Safety Board is pleased that TARDIS equipment has been installed at the Waukegan tower and that the FAA's budget for FY 2001 includes funding to install TRDs at the airports in Gainesville and Boca Raton, Florida, and at six additional towers still to 'be determined. The Board is also pleased that FAA staff has developed an interim plan that attempts to maximize the radar capabilities of lower-volume towers with minimal resources. However, the Safety Board concludes that the installation and implementation of TRDs are already seriously behind schedule and must not be delayed further. As general aviation and regional airline traffic cominues to increase,, and to ensure a higher level of safety, the need for TRDs at airport towers not currently so equipped will also increase.2~ Therefore, the Safety Board believes that the FAA should install TRDs at all towered airports where radar coverage exists at traffic pattern altitude. 23 The following criteria were established by the FAA: "An FAA VFR control tower at an airport [that] i~ a satellite of the primary airport of a radar approach control facility is a candidate for a remote radar display scope in the tower cab when: at least 30,000 annual itinerant operations are recorded; and operationally adequate low coverage is assured at the satellite airport." (Each of the accidents discussed in this letter occurred at an airport with at least 30,000 annual itinerant operations.) The FAA identified 87 towers that were eligible to receive TRDs. ..4 They acknowledged that the FAA did not have enough TRDs in its inventory to fulfill the interim plan and that production of D-BRITEs had ceased in anticipation of STARS deployment, Therefore, the FAA's interim plan relies on the completion of other programs (for example, the completion of new TRACON facilities in Northern Califomia; Atlanta, Georgia; and Washington, D.C.), which would free up D-BRITEs (or other TRDs) to be redeployed to the towers identified in the interim plan. 25 According to FAA foreeam& regional and commuter revenue passenger miles and general aviation turboprop and jet activity are expected to increase 5.3 percent and 7 percent annually through FY 201 I, respectively. Therefore, the National Transportation Safety Board recommends that the Federal Aviation Administration: Install terminal radar displays at all towered airports where radar coverage exists at traffic pattern altitude. (A-01-09) Acting Chairman CARMODY and Members HAMMERSCHMIDT, BLACK, and GOGLIA concurred with this recommendation. [original signed] By: Carol J. Carmody Acting Chairman KENAI MUNICIPAL AIRPOr 305 N. WILLOW ST. SUITE 200 KENAI, ALASKA 99611 TELEPHONE 907-283-7951 FAX 907-283-3737 Memorandum Date: Re: Kenai Airport Commission Rebecca Cronkhite, Airport Manager May 1, 2001 Special Use Permit - Reean Pitts Reean Pitt's Special Use Permit for the ATM machine located in the terminal lobby will expire on June 30, 2001. She would like to renew the permit under the same terms and conditions until June 30, 2002. Attached is a copy of the proposed permit. What is the recommendation of the Airport Commission? The matter will be scheduled for approval at the May 16 City Council meeting. Attachment Cc: Reean Pitts Reean P/tis P.O. Box 1916 Soldotna, AK 99669 (907) 262-5919 April 2, 2001 City of Kenai 210 Fidalgo, Suite 200 Kenai, AK 99611 Subject: Special Use Permit for Airport ATM Dear City of Kenai: I am writing to notify the City of Kenai that I wish to renew my Special Use Permit to operate an Automated Teller Machine (ATM) at the Kenai Municipal Airport fbr another year. I am agreeable to a longer "Term" of the Special Use Permit if the City, requests. If you have any questions or need additional information please call me at your convenience. Sincerely, Rein Pitts J:~.,eases-S~~~ Folder Pitts\O 1 SUP Pitts ATM.doc SPECIAL USE PERMIT DATE: The CITY OF KENAI (herein sometimes referred to as CITY), for the considerations of and pursuant to the conditions and requirements set forth below, hereby grants to Reean D. Pitts P.O. Box 1916 Soldotna, Alaska 99669 (herein sometimes referred to as PERMITTEE), the right to operate an automated teller machine at the Kenai Municipal Airport building. The Airport Manager shall determine the exact placement after consultation with PERMITrEE. le e Term' The term of this Special Use Permit is for one year, commencing on the 1st day of July 2001 and extending through the 30th day of June 2002. This permit may be renewed annually on mutually agreed terms. Rental Pa_vrnent: The rental specified herein shall be payable as follows: A~ Right of entry and occupancy is authorized as the 1st day of July 2001. Rental shall be a monthly fee of 15% of transaction surcharge receipts on a monthly basis for the privilege of conducting the business authorized herein, plus any applicable tax. PERMITrEE shall provide monthly revenue reports for audit purposes. Ce All payments shall be made monthly within ten (10) days after the end of each month; and shall be accompanied by a separate certified statement showing gross receipts from each of the businesses herein authorized for the month for which payments are made. If any such certified statements are found to be incorrect statements of gross receipts for the month involved, any additional amount determined to be due the CITY shall be immediately paid to the CITY by the PERMITrEE and any amount of overpayment by the PERMiTrEE shall be credited against the next monthly payment due the CITY under this agreement. 5/1/01 Page 1 of 4 J:~LeasesoSUP~S~TM Folder Pitts\O 1 SUP Pitts ATM.doc D. The payment shall be made to the City of Kenai, Cit Administration Building, Kenai, Alaska, or by mailing to th~ following address: City of Kenai, 210 Fidalgo Avenue, Suite 200, Kenai, Alaska 99611-7794. 3. Use' The use by the PERMIXTEE of the premises described above is limited to the purposes specified herein and is not intended to grant any exclusive use to the described premises unless otherwise provided above. This use is also subject to the reasonable administrative actions of the City of Kenai for the protection and maintenance of the premises and of adjacent and contiguous lands or facilities. 4. Regulations: The exercise of the use granted herein is at all times to be subject to the regulations governing the Kenai Municipal Airport rifled 'Kenai Municipal Airport Regulations~ issued in 1999, or any amendments thereto. By signing this Permit, PERMITI'EE acknowledges that she has received a copy of said regulations and has familiarized himself therewith and will comply with the requirements of said regulations. 5. Solicitation' Solicitation of donations or the promotion or operation of any part or kind of business or commercial enterprise not contemplated by this Special Use Permit upon, in, or above airpo: lands without the written consent of the CITY, is prohibited. 6. Installation: All costs associated with installation shall be bome by the PERMITrEE. 7. Removal of Property: Any or all personal or real property placed or used upon lands or in facilities in violation of the preceding prohibitions may be removed and/or impounded by the City of Kenai, and when so removed and/or impounded, such property may be redeemed by the owner thereof only upon the payment to the CITY of the costs of removal plus storage charges of $25.00 per day. 8. Reassi_mament/Relocation: Should it be necessary to reassign PERMITrEE to a different area of the airport terminal, the parties agree as follows: Advance notice, costs and site of relocation shall be by mutual agreement. Should reassignment and relocation be necessary, PERMI~E shall be provided and afforded equivalent space, in terms of both area and location, as that which it presently occupies, to the extent found feasible by the Airport Manager. 9. Risks: PERMITrEE will provide all proper safeguards and sha*' assume all risks incurred in performing its services hereunder. 5/1/01 Page 2 of 4 J:XLeases-SUPkATM Folder Pitts\O 1 SUP Pitts ATM. doc 10. Hold Harmless: PERMITI'EE agrees to save the CITY harmless from all actions, suits, liabilities, or damages resulting from, or arising out of, any acts of commission or omission by the PERMITrEE, his agents, employees, customers, or invitees, or arising from or out of the PERMITI'EE's occupation or use of the premises demised or privileges granted, and to pay all costs connected herewith. 11. Forbearance: Failure to insist upon a strict compliance with the terms, conditions, and requirements herein contained, or referred to, shall not constitute or be construed as'a waiver or relinquishment of the fight to exercise such terms, conditions or requirements. 12. Insurance: ATM, the PERMITrEE shall provide proof of insurance coverage on the Automated Teller Machine. Such insurance coverage shall be in an amount satisfactory to the Airport Manager !3. Unit Maintenance' The PERMITrEE shall be solely responsible for the maintenance and for keeping the unit clean. 14. Disadvantage Business Enterprise Participation: PERMI~EE (CONCESSIONAIRE) is required to take all necessary and reasonable steps to foster Disadvantaged Business Enterprise participation in its airport concession activities. Ae This agreement is subject to the requirements of the U.S. Department of Transportation's regulations, 49 CFR Part 23, Subpart F. The concessionaire agrees that it will not discriminate against any business owner because of the owner's race, color, national origin, or sex in connection with the award or performance of any concession agreement covered by 49 CFR Part 23, Subpart F. B. The concessionaire agrees to include the above statements in any subsequent concession agreements that it enters and cause those businesses to similarly include the statements in further agreements. 5/1/01 Page 3 of 4 J:kLeases-SUPkATM Folder Pitts\01 SUP Pitts ATM.doc ' CITY OF KENAI: By: PERMITTEE: Richard A. Ross - City Manager Reean D. Pitts STATE OF ALASKA ) ) SS. THIRD JUDICIAL DISTRICT ) Title THIS IS TO CERTIFY that on this day of ,2001, RICHARD A. ROSS, City Manager of the City of Kenai, Alaska, being personally known to me or having produced satisfactory evidence of identification, appeared before me and acknowledged the voluntary and authorized execution of the foregoing instrument on behalf of said City. Notary Public for Alaska My Commission Expires: STATE O F ALASKA ) ) SS. THIRD JUDICIAL DISTRICT ) THIS IS TO CERTIFY that on this day of ,2001, Reean D. Pitts, Owner, of the ATM, being personally known to me or having produced satisfactory evidence of identification, appeared before me and acknowledged the voluntary and authorized execution of the foregoing instrument. . Notary Public for Alaska My Commission Expires: 5/1/01 Page 4 of 4 AGENDA KENAI CITY COUNCIL- REGULAR MEETING APRIL 4, 2001 7:00 P.M. KENAI CITY COUNCIL CHAMBEI~ http://www.ci.ken~.~.u_s ITEM A: CALL TO ORDER , 1. Pledge of Allegiance 2. Roll Call 3. Agenda Approval 4. Consent Agenda *All items listed with an asterisk (*) are considered to be routine and non- controversial by the council and will be approved by one motion. There will be no separate discussion of these items unless a council member so requests, in which case the item will be removed from the consent agenda and considered in its normal sequence on the agenda as part of the General Orders. ITEM B' SCHEDULED PUBLIC COMMENTS (10 minutes) ITEM C: .. PUBLIC HEARINGS_ , Ordinance No. 1901-2001 -- Increasing Estimated Revenues and Appropriations by $4,607,137 in the ARFF/SRE Capital Project Fund. , , o c. Motion to Adopt Motion to Substitute Substitute Ordinance No. 1901-2001 -- Increasing Estimated Revenues and Appropriations by $4,130,973.70 in the ARFF/SRE Capital Project Fund. Consideration of Ordinance. Ordinance No. 1902-2001 -- Increasing Estimated Revenues and Appropriations by $100,000 in the General Fund and Multipurpose Facility Capita/Project Fund for Engineering Design of Upgrading the Facility for Refrigerated Ice and Miscellaneous Improvements. Ordinance No. 1903-2001 -- Transferring $25,000 in the Airport Land System Special Revenue Fund and Increasing Estimated Revenues and Appropriations by $25,000 in the Comprehensive Plan Fund. Ordinance No. 1904-2001 -- Finding That Certain City-Owned Lands Located in Inlet Woods Subdivision, As Shown on the Attached Extfibit A Map, Are Not Required for a Public Purpose. -1- ITEM D: , 2. 3. 4. 5. 6. 7. ITEM E: o ITEM F: ITEM G: . ITEM H: Ordinance No. 1905-2001 -- Finding That Certain City-Owned Lands Located in Inlet Woods Subdivision, as Shown on the Attached Exhibit A, Are Not Required for Public Purpose. Resolution No. 2001-19 -- Approving a Contract to G&S Construction, Inc. for the Project Entitled Kenai Airport ARFF/SRE Facility -2001 for the Total Amount of $3,716,383. Resolution No. 2001-20 -- Awarding a Contract for Construction Admirdstrafion Services on the Project Entitled, Kenai Airport ARFF/SRE Facility to RIM Architects for the Not-To-Exceed Amount of $276,698. Resolution No. 2001-21 -- Awarding a Contract for Professional Design Services for the Project Entitled Multipurpose Facility Refri§eration to Architects Alaska/Klauder & Company Associated Architects for the Not- to-Exceed Amount of $90,000. Resolution No. 2001-22 -- Transferring $3,500 in the Wellhouse No. 4 Capital Project Fund for Survey Work to Locate Existing Water Wells. COMMISSION/COMMITTEE REPORTS Council on Aging Airport Commission Harbor Commission Library Commission Parks & Recreation Commission Planning & Zoning Commission Miscellaneous Commissions and Committees a. Beautification Committee b. Kenai Convention & Visitors Bureau Board c. Alaska Municipal League Report MINUTES *February 15, 2001 City Council Work Session Notes *February 22, 2001 City Council Work Session Notes *Regular Meeting of March 21,2001. CORRF~PONDENCE OLD BUSINESS Discussion -- Sale of Block 3, Five Irons Heights Subdivision , NEW BUSINESS Bills to be Paid, Bills to be Ratified -2- , Purchase Orders Exceeding $2,500 *Ordinance No. 1906-2001 -- Amending KMC 7.25.020 to Increase the AmOunt Allowed to be Transferred in Line Item Accounts Within a Fund Without Council Approval From Less Than $1,000 to Less Than $2,500 and Removing the Limitation on Transfer Authority From Personal Services. ITEM I: Approval -- Assignment of Lease/Lot 2, Block 5, Cook Inlet Industrial Air Park-- From M.J. Grimm and R.J. Johnson to R.J. Johnson. Approval-- Assignments of Shore Fishery Leases/Tract A, City of Kenai Shore Fishery No. 1 and Tract B, City of Kenai Shore Fishery No. 1 -- From Kendall H. Carlson (Tract B) and Thad A. Carlson (Tract A) to Boyd O. Campbell. Discussion -- Schedule Work Session Regarding City Manager Search Discussion -- Reschedule July 4, 2001 Council Meeting. ADMINISTRATION REPORTS 1. Mayor 2. City Manager 3. Attorney 4. City Clerk 5. Finance Director 6. Public Works Managers 7. Airport Manager ITEM J: DISCUSSIO.,.N., ,, 1. Citizens (five minutes) 2. Council EXECUTIVE SESSION- None Scheduled ITEM K: A~JOUI~MENT. -3- AGENDA KENAI CITY COUNCIL- REGULAR MEETING APRIL 18, 2001 7:00 P.M. KENAI CITY COUNCIL CHAMBERS http://www, ci.kenai.ak.us ITEM A: CALL TO ORDER 1. Pledge of Allegiance 2. Roll Call 3. Agenda Approval 4. Consent Agenda *Ail items listed with an asterisk (*) are considered to be routine and non- controversial by the council and will be approved by one.motion. There will be no separate discussion of these items unless a council member so requests, in which case the item will be removed from the consent agenda and considered in its normal sequence on the agenda as part of the General Orders. ITEM B' SCHEDULED PUBLIC COMMENTS (10 minutes) le Paul Shadura -- Cook Inlet Aquaculture Association/Cook Inlet Community Assistance Through Fisheries Rehabilitation and Enhancement -- Request for Support. ITEM C: le e e . . PUBLIC HF. ARINGS Ordinance No. 1906-2001 -- Amending KMC 7.25.020 to Increase the Amount Allowed to be Transferred in Line Item Accounts Within a Fund Without Council Approval From Less Than $1,000 to Less Than $2,500 and Removing the Limitation on Transfer Authority From Personal Services. l~solution No. 2001-23 -- Awarding an $11,000 Contract for Insurance Broker Services to Brown Agency, Inc. Resolution No. 2001-24-- Supporting the Recommendations of the Education Funding Task Force and Increased Investments in Alaska's Students and Schools: Resolution No. 2001-25 -- SuPporting the State of Alaska DOT/PF in its Effort to Properly Construct Pedestrian and bike Paths Along State Highways and Describing the City of Kenai's Intent to Provide Seasonal Cleaning of the Paths Along the Bridge Access Road. Resolution No. 2001-26 -- Transferring $16,000 to Personnel Services From Contingency in the Maintenance & Operations Division of the Airport Land System Special Revenue Fund. -1- . ITEM D: . 2. 3. 4. 5. 6. 7. ITEM E: · . ITEM F: ITEM G: ITEM H: e ITEM I: ,,, . 2. 3. 4. 5. 6. 7. ' Resolution No. 2001-27 -- Supporting the Proposed Increase in Funding to Revenue Sharing and Safe Communities by the Alaska Legislature. COMMISSION/COMMITTEE REPORTS Council on Aging Airport Commission Harbor Commission Library Commission Parks & Recreation Commission Planning & Zoning Commission Miscellaneous Commissions and Committees a. Beautification Committee b. Kenai Convention & Visitors Bureau Board c. Alaska Municipal League Report MINUTES *Regular Meeting of April 4, 2001. CORRESPONDENCE OLD BUSINESS Discussion -- Sale of Block 3, Five Irons Heights Subdivision/Draft Sale Documents NEW BUSINF~S Bills to be Paid, Bills to be Ratified Purchase Orders Exceeding $2,500 *Ordinance No. 1907-2001 -- Increasing Estimated Revenues and Appropriations by $16,000 in the Senior Citizens Title III Grant Fund for Operating Supplies. Discussion -- Inlet Woods Subdivision/62 Unsold Lots in Front Half of Subdivision -- Request for Cash Price Negotiated Sale. ADMINISTRATION REPORTS ,. Mayor City Manager Attorney City Clerk Finance Director Public Works Managers Airport Manager -2- ITEM J: DISCUSSION 1. Citizens (five minutes) 2. Council EXECUTIVE SESSION- None Scheduled ITEM K: ADJOURNMENT,,. -3- 2001 Monthly Enplanements Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Totals (.~) ERA 8,300 7,137 8,2t6 7,058 (2) XXX 0 0 0 0 Total 8,300 7,137 8~216 7,058 30~71t 0 30~7tl t996-2000 5 yr. Average 8,069 7,478 8,288 7~294 8~076 9,814 13~249 1t,412 8,869 8,692 8,229 8,174 Monthly enplanements up 649 compared to April 2000. Total year to date enplanements up 97~ KENAI MUNICIPAL AIRPORT Memo To: Airport Commission From: Rebecca Cronkhite - Airport Manager Date: May 7, 2001 Re: Airport Logo Attached are samples of a new airport logo incorporating the changes requested at the last Airport Commission mooting. If the Commission wishes to forward a logo suggestion to Council, the artist will design a presentation board illustrating letterhead, envelopes, and other applications. Does the Commission wish to forward a recommendation to Council to adopt a new logo for the Kenai Municipal Airport? n Municipal Airport n Mun icipa IAi rport n Municipal Airport