The full Century West Report is available at https://centurywest.com/quillayute-amp/

Chapter 1 Excerpts

Introduction

The 2003 Quillayute Airport Master Plan (AMP) and other subsequent work products serve as primary source documents for the master plan update. The AMP study started in Spring of 2021 and was completed in Spring of 2024.

The primary goal of the master plan is to provide the framework and vision needed to guide future development at Quillayute Airport. The FAA sets goals and objectives that each master plan should meet to ensure future development will cost-effectively satisfy aviation demand and also consider potential environmental and socioeconomic impacts.

This project also includes an Airport GIS (AGIS) survey, now required by FAA to perform the technical evaluations for instrument procedure development. Completion of the AGIS survey will allow the City of Forks to realize its long-established goal of obtaining an instrument approach to the Airport.

Goal 8: Develop a detailed five-year work program to define key projects with an implementation schedule and funding strategy within the overall 20-year Capital Improvement Program (CIP). Develop long-term financial strategy for the Airport’s maintenance & operations (M&O) and capital development needs.

The identification and phasing of lighting systems as critical path items required for nstrumentation will be a main focus in the first five years of the CIP. Upgrades in airfield lighting will be critical elements for instrument procedure development. The AMP will verify the FAA’s minimum system requirements for publishing new instrument procedures at the Airport. The identification and phasing of lighting systems as critical path items required for instrumentation will be a main focus in the first five years of the CIP. A review of available FAA-approved lighting technologies will be performed to develop accurate estimates of cost.

An updated evaluation of existing utility services and on-airport distribution systems will be conducted to identify service gaps that may limit current or future development on the Airport. The analysis will address availability, capacity, and quality of water, sanitary sewer, electric, and communication (broadband/internet) service from existing providers/sources. Natural gas service is not available in Forks. The utilities assessment will include order-of-magnitude costs for service improvements, which will then be used to gauge overall project feasibility for the City of Forks.

The evaluation of water will also address potential operational factors such as fire flow distribution or water storage required to serve existing/future tenants from the existing water source (well). A review of any planned utility service upgrades for the area along Quillayute Road will be conducted to identify potential opportunities for the service extensions or upgrades at the Airport.

The definition of aeronautical and non-aeronautical land use areas on the Airport will provide clear guidance on future revenue-generating activities, including periodic timber sales and use of airport land to support local and regional economic development activities. Identification of developable non-aeronautical areas of the airport will include surface access and utilities assessments to determine overall feasibility of development.

The evaluation of existing airfield pavements will also examine the pavement areas that are required to meet the applicable FAA design standard. As a former military facility, many existing pavement sections are oversized and may not be eligible for future FAA funding without modification. The main apron will be evaluated for optimal configuration and ongoing cost of maintenance. The previous recommendation to rehabilitate the closed runway (12/30) will be evaluated to determine cost, benefit and potential funding sources.

Chapter 2 Excerpts

Existing Conditions

Efforts to grow and diversify the local economy are well established, and currently include the Emerald Coast Opportunity Zone (ECOZ), created in 2018. The current ESD Clallam County profile characterizes the ECOZ “This Opportunity Zone is a unique collaboration of five Tribal Nations, four cities, two counties (Clallam and Jefferson) and two port authorities that spans 14 federally designated Opportunity Zone census tracts. Together, the partners of the Emerald Coast Opportunity Zone are building a deal “engine” of community driven projects that both present good investments but also create good jobs, construct affordable and high-end housing, and support innovative entrepreneurs.” Opportunity zones were created at the federal government level to provide capital gains tax relief for developments in underserved communities. The City of Forks is one of three cities in Clallam County collaborating in the ECOZ.

Quillayute and William Fairchild International Airport, in Port Angeles, are the only FAA-designated National Plan of Integrated Airport Systems (NPIAS) airports in Clallam County.

The Washington Department of Transportation – Aviation Division (WSDOT Aviation) has developed and regularly updates the Washington Aviation System Plan (WASP) to provide guidance on preserving the State’s system of airports. The WASP presents a framework for improving the system for continued support of communities and economic development. The 2017 update to the WASP classifies Quillayute Airport as a Local airport. Local airports support primarily single-engine and smaller multi-engine aircraft. Primary activities at Local airports include GA-Personal Transportation/Recreation, Pilot Training, and Agriculture. Local airports are typically outside larger metro areas, have a paved runway, and have less than 15 based aircraft. Forks Municipal Airport is also categorized as a Local airport by WSDOT.

The 2003 airport master plan noted that “In 1962, the Federal Government transferred approximately 750 acres of the facility to the State of Washington (i.e., the airfield, etc.), with the remaining 450 acres being deeded and/or sold to between the Quillayute Valley School District and private parties.” Upon its transfer, the facility was operated as Quillayute State Airport until 1999, when ownership was transferred to the City of Forks. The 2003 Exhibit ‘A’ Airport Property Map lists airport acreage as 753.4 acres.  As part of accepting airport ownership, the City of Forks also transferred the community’s NPIAS designation from Forks Municipal Airport to Quillayute Airport. This action was based on the challenges in meeting FAA design standards at the Forks Municipal Airport site. A primary assumption in the 2003 Quillayute Airport Master Plan was the planned closure of Forks Municipal Airport and the relocation of locally-based aircraft to Quillayute. 

Quillayute Airport is unusual in that the facility has two distinctly different functional roles:

• The first is the same as any general aviation airport—the Airport supports aviation activity related to the local community, and this activity is directly affected by the facilities and services available at competing airports.

• The second is of major importance to both the local community and the region—Quillayute Airport is uniquely capable (non-duplicated facilities and geographic proximity) of supporting a wide range of natural or maritime disaster response needs for the Olympic Peninsula in Washington state. Providing for extreme public safety needs requires a uniquely long-term strategy that is not diminished by an ongoing absence of catastrophe.

Quillayute Airport’s location, elevation (relative to nearby coastal areas), and built airfield facilities provide the region with a major operational asset than can support critical emergency responses for a wide range of natural disasters. At approximately 193 feet above mean sea level (MSL), the Airport sits outside the common tsunami zone defined for nearby coastal areas, and the area of prime exposure for a Cascadia Subduction Zone event. 

Scientists estimate that waves could reach heights of 80 to 100 feet in a major event, accompanied by subsidence of coastal terrain and a rise in sea level within the zone. Even a less severe offshore event with significantly lower wave heights and less geological disturbance would be expected to cause major damage and extended disruption to low-lying communities, infrastructure, and road systems. 

The remote western section of the Olympic Peninsula is also at risk for wildfires, high wind events, and other natural disasters which could trigger the need for similar, focused responses. For example, Quillayute Airport has been designated as a critical facility for aircraft access and operational support in the event of a major coast oil spill. 

Quillayute Airport, as it currently exists, is the only airport in the western section of the Olympic Peninsula capable of supporting a sustained forward response effort associated with a major natural or maritime disaster. While master plan-recommended improvements will enhance current capabilities, the WWII era airfield, constructed entirely of Portland cement concrete, remains intact and serviceable with only minimal preparation required to support emergency military-grade aircraft operations. In addition to its aeronautical capabilities, the Airport has adequate land area to accommodate a wide range of logistical and support roles, including temporary shelter and the distribution of food, water, and medical supplies for the region (emphasis added). 

These considerations are reflected in the City of Forks decision to operate and maintain Quillayute Airport, in addition to Forks Municipal Airport, as part of a regional response that extends beyond its role in providing basic general aviation airport facilities. The Federal Aviation Administration (FAA) recognizes these unique conditions in its ongoing support of the Quillayute Airport as the local airport included in the federal airport system.

The 4,210-foot runway length available at Quillayute Airport allows the Airport to accommodate a larger segment of general aviation activity than nearby Forks Municipal Airport with its 2,400-foot-long runway. Based on the Airport’s elevation and moderate temperatures, the runway can accommodate a wide range of multi-engine piston and turbine aircraft, including business jets and various and military aircraft. The potential addition of instrument capabilities at Quillayute Airport also differentiates the two airports. 

Quillayute Airport’s 4,210-foot runway is the longest available in western Clallam County and can accommodate a wide range of aircraft types including single- and multi-engine piston aircraft, business class turbine aircraft (business jets and turboprops), and helicopters. However, the current level of use appears to reflect the current facility limitations (lighting, instrument approach, available hangar space, etc.) and a preference for Forks Municipal Airport by local aircraft owners. It is reasonable to assume that increased use of Quillayute Airport is possible with improvement in facilities that could attract new tenants and increased use.

Quillayute Airport is located in an area of Class G airspace, which extends from the surface to 14,500 feet Mean Sea Level (MSL). Above 14,500 feet MSL is Class E airspace. The current airspace configuration is consistent with the Airport’s visual flight operations capabilities. Any future addition of instrument approach capabilities for the Airport will require the addition Class E airspace to protect the approach and departure routes defined for the procedures. The nearest areas of Class E airspace are located 25 nautical miles north (Neah Bay USCG Helipad) and 32 nautical miles northeast (the western section of airspace defined for Fairchild International Airport, in Port Angeles). These areas of Class E airspace have a floor 700 feet above the surface.

The addition of instrument capabilities at Quillayute Airport remains a high priority for the City of Forks to support its broad functional role. The limited number of airports with instrument capabilities on the Olympic Peninsula highlights a gap in service for all general aviation segments, but particularly for critical medical evacuations (MEDEVAC) flights and natural disaster response. General aviation and military users contacted during the master plan data collection phase also indicate that the addition of an instrument approach at Quillayute Airport would increase their use of the airport since poor weather conditions on the outer Olympic Peninsula often limits their visual flight activity.

 Staff from the Clallam County planning department indicate that proposed developments at Quillayute Airport are evaluated based on the listed use (commercial, residential, industrial, etc.) most like the airfield since the Airport was established prior to the introduction of land use and zoning codes within the county. Clallam County also defines Generalized Locations of Limited Areas of More Intensive Rural Development (LAMIRD) throughout the county, including an area that includes Quillayute Airport and adjacent lands located along Quillayute Airport.

Clallam County Code Section 31 .06 .050 - Transportation – Inventory and analysis includes the following section related to airports:

(6) Airports.

1. Ensure that land uses adjacent to the Quillayute Prairie Airport are compatible with the continued use of the airport for air transportation needs of the region.
2. If developed for commercial use, provide adequate roadway connections between the Quillayute Prairie Airport and the existing major arterial streets, roads and highways serving the airport. Ensure that there are public transportation connections to the Quillayute Prairie Airport.

Airports are identified as Conditional Land Uses in the WRC zone. Hangars, commercial buildings, and related development would be allowed as a conditional use. Business parks, commercial greenhouses, industrial uses, research facilities, wood manufacturing are also listed among the conditional uses in the WRC zone. Several airport-compatible commercial uses identified as Allowed Land Uses in the WRC zone, including timber harvesting and commercial storage. 

Clallam County Code, Chapter 33 .22 – LAMIRD Standards provides specific guidance for commercial or industrial development that would apply to new or infill development at Quillayute Airport. The guidance is intended “to maintain a more ‘open’ or ‘rural’ atmosphere…” and includes limits on impervious surface and minimum development setbacks for adjacent less intensive rural residential zoning, public roads or highways. Other conditions intended to preserve the underlying rural character of the LAMIRD, such as restrictions on overhead lighting glare with “cut-off” type fixtures are also consistent with protecting airports from incompatible land uses.

Chapter 3 Excerpt

Aviation Activity Forecasts

It is important to note that among the unique features of the Airport is its Portland cement concrete airfield pavement (constructed in 1943) that remains largely intact, including pavement sections that have been previously closed. Based on available pavement condition ratings, it appears that all portions of the original airfield could be reactivated for emergency use with minimal effort (vegetation removal in cracks, moss removal on surfaces, repainting  airfield markings, etc.). 

Chapter 4 Excerpts

Airport Facility Requirements

Developing instrument approach capabilities at Quillayute Airport has been identified as a high priority, particularly to support emergency response and air ambulance flights. The airports geographic information systems (AGIS) survey, completed as part of the master plan update, provides obstruction data required to support the feasibility analysis and subsequent design of instrument procedures. Adding instrument capabilities to the Airport maintains a similar recommendation from the 2003 Quillayute Airport Master Plan, highlighting the importance of adding instrument capabilities for the benefit of public safety. There are currently no based aircraft at Quillayute Airport. The Airport has one large hangar (historic WWII Quonset) that is not currently in service. Historically, most locally based aircraft were stored in the large hangar. The 2003 Airport

Master Plan documented 2 based aircraft (antique military jets), and previous tenants (the Waco Aircraft Company) that occupied the hangar. It is anticipated that forecast growth in based aircraft in part will correspond to specific events, particularly the availability of hangar space for rent. The City of Forks’ plan to restore the historic hangar and return it to service, is intended to provide secure aircraft storage at the Airport. Based on the area’s exposure to severe weather and the distance to the Airport from the local community, the availability of secure aircraft storage is considered to be a critical factor in attracting local aircraft to Quillayute Airport. Longer term opportunities including the availability of buildable hangar sites are also considered to be important factors in attracting new aircraft to the Airport.  

Overall, hangar improvements, the addition of airfield lighting and instrument capabilities, combined with existing airfield capabilities (e.g., runway length) are expected to increase utilization of the Airport for both local and transient aircraft during the current 20-year planning period. There are approximately 9 aircraft currently based at nearby Forks Municipal Airport. 

It is anticipated that the future aircraft-specific landside improvements at Quillayute Airport such as parking, fueling, and hangar storage will not require new apron or taxilane pavements. Consolidating future landside improvements in the terminal area provides the most costefficient development opportunities for incremental or phased facility development.

A planning standard of 1,500 square feet per based aircraft stored in hangars is used to project gross hangar space requirements (6 aircraft = 9,000 sf). The 2003 Airport Master Plan estimated that the existing Quonset hangar provided approximately 8,100 square feet of aircraft storage area. Based on the current plan for the City of Forks to restore the hangar in the early part of the planning period, it appears that the majority of the projected space requirements can be accommodated within the existing hangar. However, it is recommended that terminal area planning should also anticipate demand for new construction of both conventional and multi-unit hangars in the alternatives evaluation since individual aircraft owners’ preferences vary. In addition, it is recommended that space be reserved for commercial hangars and mixed use buildings that could support prospective aeronautical, and aviation-related tenants.

The City of Forks plan to restore the existing WWII Quonset hangar to create rentable hangar storage may also provide an opportunity to provide basic facilities such as an indoor restroom and a pilot lounge. Options for these types of improvements can be determined as part of the building updates.

The installation of solar-powered airfield lighting systems has been identified by the Airport sponsor as viable alternative to conventional airfield lighting systems. The use of solar-powered lighting systems at airports has increased significantly in recent years. Based on the ongoing advances in solar technology and battery storage, it appears likely that broad use of solar powered airfield lighting will increase within the current 20-year planning period, in conjunction with FAA development of technical specifications for individual lighting systems (MIRL, PAPI, REIL, beacon, etc.) for eligibility for FAA funding. Cost estimates will be developed for conventional and solar lighting options in the master plan’s updated capital improvement program (CIP) to allow a full comparison of costs and benefits when project implementation occurs. The useful life for conventional airfield lighting systems is assumed to be 20 years, although some systems remain

reliable and functional for longer periods. Solar-powered airfield lighting systems are currently performing with a typical 8-to-10-year replacement cycle. Based on local marine conditions, all airfield lighting systems should be marine grade to maximize useful life.

The planned development of instrument approach capabilities for the Airport requires the addition of runway lighting to support day/night operations. The 2003 master plan recommended installation of the lighting systems, similar to those described below, in addition to a full approach lighting system (ALS) For the future Runway 22 (in conjunction with a future precision instrument approach). The airfield is currently unlighted. A basic lighting package is recommended for Runway 4/22 based on planned development of non-precision instrument approach capabilities. All new lighting systems will be LED, which provides superior bulb life and reduced energy consumption. It is recommended that all runway lighting be pilotactivated (CTAF radio frequency) with a shut off timer to reduce wear on the systems and to maximize battery life if solar-powered systems are used. 

The Automated Surface Observation System (ASOS) is located on the south side of Runway 4/22, east of the main apron. The ASOS is located adjacent to the east section of the main taxiway that connects to the runway, near the Runway 22 end. The ASOS is approximately 83 feet north of the taxiway centerline at its nearest point, clear of both ADG I and II taxiway object free area (TOFA) setback requirements. The ASOS reportedly operates normally and provides the onsite weather observation data required by FAA to support a future instrument approach.

The airport entrance road provides public vehicle access to the Airport’s south landside facilities from a direct connection to Quillayute Road. The entrance has swing gate that can be locked. A small hard surfaced vehicle parking area (≈200 square feet) is located outside the gate. Additional parking is available on unused sections of the original apron pavement and building pads. It is anticipated that future hangar activity at the Airport will be consolidated within the expansive main apron area. Existing access and parking appear adequate to serve future needs. Upgrading the vehicle access gate to an automated controlled access gate (keypad or card swipe system)

may be considered to increase overall security within the terminal area. A second access road in the terminal area serves the National Weather Service (NWS) facilities at the Airport. The road currently provides access to an operations building, vehicle parking area, and a weather balloon launch facility located adjacent to the southeast corner of the main apron. NWS facility modernization may eliminate the operations building and allow an automated launch facility to remain. Public access on this road should also be secured.

It is recommended that the existing vehicle access points and parking facilities be maintained and improved as required to serve developed areas of the Airport. The Airport has the ability to accommodate compatible nonaeronautical development in areas not required for the Airport’s Aeronautical function. Any future development should include fencing and gates to control access to the airfield. Potential non-aeronautical development will be addressed in the alternatives evaluation.

The Airport has two aboveground fuel tanks that are not are not currently in service. The long-term plans for the city-owned fueling facilities are unknown. Options for updating or replacing fuel storage at the Airport will depend on market conditions and overall demand. The U.S. Coast Guard installed an aboveground tank on the main apron for jet fuel storage in 2022. This facility is intended to support USCG helicopters operating in the outer portion of the Olympic Peninsula. For planning purposes, an aircraft fueling area capable of accommodating both fixed wing aircraft and  helicopters should be identified in the main apron area.

The existing airport utilities may require upgrades to support basic development of landside facilities in the terminal area. An updated evaluation of existing utility systems (water and sewer) is recommended to evaluate current capabilities and potential upgrades for both aeronautical and

potential non-aeronautical users. Water system improvements may include well, water storage, and distribution lines for both fire protection and general use. An evaluation of existing septic/drain field systems may be appropriate to determine facility capacity and future needs. Electrical service on the airfield is limited, although underground service is extended to the ASOS located on the south side of Runway 4/22. It is recommended the existing utilities be updated and extended as required to facilitate new development.

Fencing should be added along the airfield perimeter, or the active airfield operations area, consistent with general security and elk migration requirements. An upgrade to the main airport access gate is recommended to include an electronic controlled (keypad or card swipe) automatic gate and a manual key pad pedestrian gate. 

Chapter 5 Excerpts

Alternatives Analysis

The current and long-term planning for Quillayute Airport (UIL) is based on improving the Airport’s ability to support its core general aviation and public safety functions. Among the most important ongoing aviation activities at Quillayute Airport are U.S. Coast Guard training and search and rescue missions, and critical patient air ambulance transports for western Clallam County.

In addition, Quillayute Airport is an emergency response asset for the Olympic Peninsula and northwest Washington. At an elevation of nearly 200 feet above mean sea level (MSL), Quillayute Airport provides critical access and support capabilities for emergency operations in the event of a major natural or maritime disaster that could severely impact nearby coastal areas. The Airport also provides an important transportation link for major weather events such as wind or winter storms that can cut off surface access routes and power throughout the peninsula for extended periods. The operational side of these emergency response scenarios is comparable to a typical military or national guard response to a major event (earthquake, flood, etc.) in remote regions with limited facilities. Significant resources are rapidly mobilized as part of incident command systems, rather than maintained onsite in advance. Based on this “contingency” model, the master plan’s alternatives evaluations are not driven by potential emergency response needs. The overall intent of the airport master plan is to address non-emergency facility needs for the current planning period while preserving emergency response capabilities to the extent feasible.

The master plan’s development priorities focuses on redeveloping and reconfiguring existing paved areas to meet current and future needs. Modifications intended to meet current FAA design guidance for items like taxiway connections with runways, may require new construction to implement the desired geometry. In general, the runway and taxiway system meets or exceeds applicable FAA design standards for dimensions. The original airfield pavement totaled approximately 2.5 million square feet (58 acres ±) of 6-inch thick reinforced PCC slabs. The process for improving facilities to meet future needs will involve adaptive redesign without physically removing obsolete facilities unless there are significant maintenance issues such as foreign object debris (FOD) generated by deteriorated pavements.

The main apron provides approximately 10 acres of readily developable space for a wide range of aeronautical facilities and related support uses that includes aircraft parking, new hangar development, aircraft fuel, and other services. The western section (±211,000 square feet) of the apron has been removed from the WSDOT IDEA active pavement database. At Quillayute Airport, this is common for pavements that have been decommissioned, regardless of condition. The unused section of apron provides an economical redevelopment opportunity to accommodate future aircraft hangars with minimal site preparation. The concrete apron will provide a paved floor and foundation for new hangars, which normally represents a significant portion of new construction cost. The eastern section (±225,000 square feet) of the apron has ample space to accommodate aircraft parking and fueling needs. The development of hangars and related buildings outside of the main apron, similar to what is depicted on the 2003 ALP, can be accommodated through development reserves.

Preliminary Development Alternatives

The preliminary development alternatives are intended to facilitate a discussion about the most effective way to meet the airside and landside facility needs of the Airport. The facility requirements previously defined for the Airport combined with the existing airfield capabilities results in a limited number of proposed improvements. For this reason, airside and landside elements have been consolidated to address all anticipated facility needs. Two “build” options are included in the group of preliminary development alternatives. These options are illustrated in Figures 5-1 and 5-2 and are described below. The No-Build Alternative represents the status quo, or “no-change” option for the Airport. It is important to note the eventual preferred alternative selected by the City of Forks may come from one of the alternatives, a combination or hybrid of the alternatives, or a new concept  that evolves through the evaluation and discussion of the alternatives.  The preliminary  development alternatives are presented below:

• No-Build Alternative
• Alternative 1
• Alternative 2

NO BUILD ALTERNATIVE

A No-Build Alternative is included to represent the maintenance of existing facilities and capabilities. Unlike the active development alternatives that are intended to upgrade existing facilities and respond to future demand for facility needs, the No-Build Alternative represents a “no-action” option. The existing airfield would remain unchanged from its present configuration and the Airport would be operated in a “maintenance-only” mode. 

No improvement in public use facilities would be planned, although construction of private hangars or related facilities could be accommodated within currently developed areas. 

The primary result of this alternative would be the inability of the Airport to accommodate aviation demand beyond current facility capabilities, including the addition of instrument approach capabilities. Future aviation activity would be constrained by the capacity, safety, and operational limits of the existing facilities. In addition, the absence of new facility development effectively limits the airport sponsor’s ability to increase revenues and operate the Airport on a financially sustainable basis over the long term.

The no-action alternative establishes a baseline from which the other alternatives can be developed and compared. The purpose and need for the alternatives are defined by the findings of the forecasts and facility requirements analyses. The need to safely accommodate access and use of the public transportation facility provides the underlying rationale for making facility improvements. The timing of public investment in facilities is driven by safety, capacity, and the ability to operate an airport on a financially sustainable basis, whereas market factors generally determine the level and pace of private investment in hangars or other facilities at an airport.

Based on the factors noted above, the No-Build Alternative is inconsistent with the overall goal of providing a safe and efficient air transportation facility that serves the local community and surrounding areas, that is socially, environmentally, and economically sustainable.

BUILD ALTERNATIVE

The preliminary build alternatives address runway, taxiway, and landside facility improvements. The proposed runway and taxiway improvements, including lighting, marking, and changes in taxiway geometry are common to both Alternative 1 and Alternative 2. The configuration of proposed landside improvements including aircraft parking, hangars, and taxilane access within the main apron vary between the alternatives.

RECOMMENDED ALTERNATIVE

The following improvements are recommended to be included in the preferred alternative:

• Runway 4/22 – maintain existing length; determine width based in conjunction with future runway lighting project; add non-precision instrument (NPI) markings at Runway 4 and 22 ends.
• Airfield/Runway Lighting – Airport Rotating Beacon; MIRL, PAPI, REIL (all LED).
• Instrument Approach Development. Request FsAA development of best available NPI approach.
• Taxiways – update striping and markings; add aircraft hold lines for all active taxiways connecting to runway; add edge reflectors; update taxiway geometry for runway connections; extend taxiway access to Runway 22 threshold.
• Signage – Add FAA-recommended signage to runway-taxiway system.
• Main Apron – reconfigure to provide large and small fixed wing aircraft parking, helicopter parking, aircraft fueling area, and future/reserve hangars.
• Hangars – renovate the existing WWII hangar for aircraft storage. Development areas for additional (new) hangar construction.

Chapter 6 Excerpts

Implementation Plan

The purpose of this chapter is to present the City of Forks implementation program for the Airport Master Plan. This chapter includes: 

• The 20-year Airport Capital Improvement Program (ACIP) that was developed based on the analyses conducted in the Facility Requirements and Development Alternatives evaluations (Chapters 4 and 5)
• A summary of airport operating revenues and expenses  The ACIP is organized into short, intermediate, and long-term  planning periods that reflect both project prioritization and financial capabilities. Several factors
• were considered in determining project prioritization, including safety, forecast demand, the need to maintain/replace existing airfield facilities, and financial capabilities of both the City and FAA to support the development program based on existing funding sources. Minor pavement maintenance items such as vegetation removal and crack filling are not included in the ACIP, but will need to be undertaken by the city on an annual or semi-annual basis.

FEDERAL GRANTS

The current AIP, reauthorized in 2018, is the latest evolution of a funding program originally authorized by Congress in 1946 as the Federal Aid to Airports Program (FAAP). Other appropriations of AIP funds go to states, general aviation airports, commercial service airports, and for noise compatibility planning. Any remaining AIP funds at the national level are designated as Discretionary funds and may be used by the FAA to fund eligible projects. Discretionary funds are typically used to enhance airport capacity, safety, and/or security and are often directed to specific national priorities such as the recent program to improve runway safety areas. AIP funds can only be used for eligible capital improvement projects and may not be used to support airport operation and maintenance costs.

STATE FUNDING

The Washington State Department of Transportation - Aviation Division (WSDOT Aviation) provides an additional source of funding for airport projects in the form of grants through its Airport Aid Grants program. The Aviation Division has established grant criteria for airport sponsors requesting aid to define projects related to pavement, safety, maintenance, security, or planning.

Although Aviation Division funding is distributed widely to general aviation airports throughout the state, predicting any consistent level of funding for purposes of long-term financial planning is not possible. Competition for the limited grant funds is consistently high, with priority often given to airports with limited resources or to airports that are not eligible to receive FAA grants. Project funding is determined on a case-by-case basis and is affected by overall funding levels and competition among airports during any particular state budget cycle (biennium).

The current maximum grant award through the Aviation Division is $750,000. Due to the volume of grant applications received in any given cycle, large grant awards under this program remain relatively uncommon.

Community Aviation Revitalization Loan Program (description provided by WSDOT) 

The Community Aviation Revitalization Loan Program was established by EHB 1102 and funded initially with $5 million. The revolving loan program is for revenue-producing capital projects that help public-use general aviation airports become more self-sustainable. The program funds are distributed with the guidance of the Community Aviation Revitalization Board (CARB).

As currently authorized, the program provides loans up to $750,000 at 3% interest to airports with less than 75,000 annual commercial enplanements, as reported to the FAA. Loans can have a maximum 20-year loan period and recipients can opt to have up to a 3-year loan repayment grace period. Loan recipients must commit to providing public access to the airport for a period equal to one and one-half times the loan’s length. Eligible projects can include hangars, fueling facilities, business parks on airport property, paid parking facilities, passenger amenities, and other revenue-generating or cost-cutting developments that help make the airport more self-sustaining and less dependent on public funding.

State Capital Improvement Program (SCIP) 

The FAA’s Seattle Airport District Office (ADO) coordinates its capital improvement programming with state aviation agencies in Washington and Oregon. The coordinated program is known as the “state” capital improvement program, or “SCIP.” SCIP is the primary tool used by FAA, state aviation agencies, and local airport sponsors to prioritize current and near-term future funding decisions through evaluation formulas and ongoing coordination. Airport sponsors provide annual updates to the short-term project lists to maintain a current system of defined project needs. The FAA and WSDOT Aviation schedule annual “joint planning conferences” (JPC) with airport sponsors to update the regularly SCIP.

LOCAL FUNDING

The locally funded portion of the CIP for the 20-year planning period is estimated at about $1.37 million as defined. The locally funded portion of the CIP for the 20-year planning period is estimated at about $1.22 million,as defined. Local matching funds are generated through airport operating revenues and may include other capital funds, interfund loans, general fund support, or the issuance of long-term debt (revenue or general obligation bonds). The WSDOT CARB loan program is a similar form of long-term debt available to support eligible projects at Washington GA airports.

Chapter 7 Excerpt

Airport Layout Plan

This chapter presents the Airport Layout Plan (ALP) for Quillayute Airport (UIL). The ALP describes and graphically depicts recommended development for the airport based on facility needs and forecast demand. The recommendations shown on the ALP reflect the preferred alternative selected by the City of Forks, with input provided by the Federal Aviation Administration (FAA), airport stakeholders, airport users, and members of the community. The analyses and findings of the previous chapters provided the technical and policy guidance for this plan’s outcome as reflected in the ALP.

Appendix A Excerpt

Environmental Memo

The purpose of the following environmental screening is to identify potential environmental resources that occur at the Quillayute Airport that should be taken into consideration of future improvements included in the Master Plan Update.  The environmental overview will be based on the National Environmental Policy Act (NEPA) Environmental Impact Categories outlined in FAA Order 1050.1F Environmental Impacts: Policies and Procedures, and FAA Order 5050.4B Airports Environmental Handbook utilizing available data and information. Research was performed for the following environmental impact categories described within the FAA’s Order 1050.1F:

• Air Quality
• Biological Resources (including fish, wildlife, and plants)
• Department of Transportation Act, Section 4(f)
• Hazardous Materials, Solid Waste, and Pollution Prevention 
• Natural Resources and Energy Supply
• Water Resources (including wetlands, floodplains, surface waters, groundwater, and wild and scenic rivers

Appendix B Excerpt

Cultural Resources Assessment

Drayton Archaeology (Drayton) was retained by the City of Forks to conduct a built environment assessment of 5144 Quillayute Rd, Forks, WA 98331, Clallam County, for the proposed Quillayute Airport-UIL Master Plan Project. The proposal involves inventory and assessment of historic-aged structures located on the Quillayute Airport property. This built environment assessment was conducted to preempt possible compliance requirements that may accompany grant funding to be sought for restoration of the Quillayute Airport. No archaeological or subsurface testing was initiated per the project’s purpose and scoping. No project or undertaking is currently planned for this property; therefore, no further archaeological or architectural oversight is warranted.

Drayton’s cultural resources assessment consisted of a thorough background review, field investigation, and production of this report. Background review concluded that the project is located in an area of high probability for historic built environment resources. On-site fieldwork included systematic visual reconnaissance and intensive level historical research of the property.

Two historic era building were identified via field survey. Historic Property Inventory forms were produced for either property and included determinations of eligibility.

Appendix C Excerpts

Clallam County Zoning

33.15.045 Western Region Rural Center (WRC). The purpose of the Western Region Rural Center zone is a land use classification intended for areas with a mixture of land uses, including commercial, residential and industrial. 

33.22.100 Applicability, purpose, and inconsistencies. This chapter applies to any commercial, industrial, mixed use, duplex, and multifamily in-fill or redevelopment within areas zoned on the Official Comprehensive Land Use and Zoning Map of Clallam County with a land use and zoning designation identified in Table 31.02.263(A) of the County-wide Comprehensive Plan as a LAMIRD Land Use and Zoning Designation, and not to home businesses or home enterprises, which are subject to the standards of Chapter 33.47 CCC, Home Enterprise and Home-Based Industry Standards.

33.22.200 Commercial, industrial, mixed use, duplex, and multifamily infill and redevelopment within LAMIRDs. 

33.22.300 Minimizing impacts of commercial, industrial, mixed use, duplex, and multifamily in-fill and redevelopment within LAMIRDs. 

Chapter 33.08 AIRPORT OVERLAYDISTRICT

33.08.060 Federal Aviation Regulations (FAR) Part 77, surfaces and height hazard overlay.

33.08.070 Notification of airport owner or manager.

Appendix D Excerpt

FAA Forecast Approval

The Federal Aviation Administration (FAA) reviewed forecast information for Quillayute airport. The forecast was received July 19, 2022.  FAA approves the forecast as presented in Chapter 3 of the Master Plan

Appendix E Excerpt

Instrument Approach Development – Technical Information

The purpose of this memorandum is to briefly summarize instrument procedure options for Quillayute Airport. A preliminary conceptual evaluation was performed by FAA Flight Procedures staff in conjunction with the current Airport Master Plan update.  The evaluation examined FAA terrain clearance requirements for procedures and noted constraints created by the proximity to OCNMS areas with specific aircraft overflight restrictions.   The technical evaluation focused on potential instrument approach/departure paths and permitted aircraft altitudes when operating in and out of Quillayute Airport. The goal of this analysis is to support a local request for an OCNMS overflight exemption for (future) aircraft operating under instrument flight plans at Quillayute Airport (existing airport), similar to that granted by NOAA to Copalis Airport (existing airport) for visual flight activity.   

Appendix F Excerpt

Grant Assurances

1. These assurances shall be complied with in the performance of grant agreements for airport development, airport planning, and noise compatibility program grants for airport sponsors.
2. These assurances are required to be submitted as part of the project application by sponsors requesting funds under the provisions of Title 49, U.S.C., subtitle VII, as amended. As used herein, the term "public agency sponsor" means a public agency with control of a public-use airport; the term "private sponsor" means a private owner of a public-use airport; and the term "sponsor" includes both public agency sponsors and private sponsors.
3. Upon acceptance of this grant offer by the sponsor, these assurances are incorporated in and  become part of this Grant Agreement.

Appendix G Excerpt

NRA Notification

Description: Quillayute Airport Master Plan and Airport Layout Plan including: - With AGIS & Instrument Approach Feasibility assessment - Runway Lighting, PAPI and Beacon upgrades - Obstruction Survey Reports - Hangar construction / rehabilitation - Runway 4/22 Reconfiguration of pavements.