2007 Airport Master PlanB o u l d e r M u n i c i p a l A i r p o r t
M a s t e r P l a n U p d a t e
J a n u a r y 2 0 0 7
History of Boulder Municipal Airport......................................................................1
The Airport Today................................................................................................... 2
Noise Abatement.............................................................................................................2
Airport Funding...............................................................................................................2
Economic Impact............................................................................................................3
Airport Goals...................................................................................................................3
Airport Master Plan................................................................................................. 4
Purpose of City Master Plans........................................................................................4
Current Master Plan........................................................................................................4
Approval Process............................................................................................................4
Significant Issues and Goals of Master Plan...............................................................5
Aviation Forecasts................................................................................................... 5
Types of Aircraft Using the Airport.............................................................................6
Historical and Forecasted Activity................................................................................6
Analysis.................................................................................................................... 7
Environmental Review...................................................................................................7
Identified Improvements...............................................................................................8
Airside Planning Concepts.............................................................................................8
Landside Planning Concepts.........................................................................................9
Planned Improvements ........................................................................................... 9
Short-Term.....................................................................................................................10
Mid-Term.......................................................................................................................11
Long-Term.....................................................................................................................12
Phasing Plan Diagram ..................................................................................................13
Operations and Management Recommendations.................................................14
Airport Operations and Noise Abatement Program...............................................14
Community Outreach...................................................................................................15
Airport Management and Lease Practices.................................................................15
Master Plan Implementation..................................................................................16
City of Boulder Review Processes..............................................................................16
Conclusion..............................................................................................................17
Attachments:
Airport Layout Drawing...............................................................................................18
Terminal Area Plan.......................................................................................................19
Land Use Drawing........................................................................................................20
Voluntary Noise Abatement Map...............................................................................21
Airport Influence Zones..............................................................................................22
Airport Airspace Plan and Profiles........................................................................23-27
Airport Property Map...................................................................................................28
Appendix A.............................................................................................................29
TABLE OF CONTENTS
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update i
History of Boulder Municipal Airport Boulder Municipal Airport (BMA) is a general aviation airport that has been in existence since 1928 when it
began as a dirt landing strip called “Hayden Field.” In its early years, a small group of aviation pioneers started
up the “Silver Wing Aircraft Company,” one of the first aircraft manufacturers in the nation. Their premier
aircraft, a two-seat plane with silver wings, was test flown on April 14, 1928 in front of a crowd of 1,000
spectators. Although the factory was located near 28th and Pine Streets, the company built the airfield’s first
hangar and secured the title to the Hayden Lake tract to officially designate the strip as an airport. In addition
to constructing the Silver Wing aircraft, they also ran Boulder’s first flight school.
In the early 1940s, the city of Boulder
purchased 36 acres of the Hayden Field
property and re-named it Boulder Municipal
Airport. Shortly after its purchase, the city
graded the primary runway, installed runway
markers, and built the first city-owned building.
During World War II, the airport was home to
the Army Air Corps’ Civilian Pilot Training
Program, training U.S. Navy aircrew how to fly
the J-3 “Cub” trainer and surveillance plane.
At that time, the airport had three runways.
The primary runway was in the same location as
the current runway 08/26, but the field also had
two diagonal runways composed of grass.
Between 1953 and 1969, numerous improvements were made at the airport. In 1953, the airport installed
runway lights and a flashing beacon. In 1958, the Civil Aeronautical Administration (now known as the
Federal Aviation Administration) gave the airport its first grant of $50,000 which helped the city fund a
$100,000 project to pave the primary runway. In 1958 and 1959, the city of Boulder purchased an additional
37 acres of land that now consists of the main hangar area and eastern end of the runway.
The airport has served the Boulder aviation
community since its inception and currently has
about 190 based aircraft and approximately 14
businesses or non-profit groups that call it home.
The airport’s activity continues its rich heritage
centered around community-related aviation, to
include recreational flying, local business-related
flights, flight training, fire/rescue flights and
parachuting.
The airport is classified as a general aviation airport
by the Federal Aviation Administration’s (FAA)
National Plan of Integrated Airport Systems
(NPIAS). The FAA and the state of Colorado
Department of Transportation recognize the
airports as an important transportation asset and a
center for aviation-related business. Section 3.22 of
Silver Wing aircraft on maiden flight, 1928
(Photo courtesy of Boulder Daily Camera archives)
Aerial view of Boulder Municipal Airport, 1960
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 1
the 2005 Boulder Valley Comprehensive Plan states that “The Boulder Municipal Airport will continue as a
small-scale general aviation airport.” The city will seek to mitigate noise, safety and other impacts of airport
operation while assuring that new development in proximity will be compatible with existing and planned use
of the airport.
The Airport Today
Boulder Municipal Airport includes one runway (08/26) and one glider strip (08G/26G); runway and taxiway
lighting; a visual approach slope indicator for runway 26; three underground fuel storage tanks; 130 paved tie-
down spaces; 66 glider tie-down spaces; eight t-hangar buildings and 11 airport-related and/or executive
hangar buildings (see diagrams on pages 18 and 19). The airport is home to several businesses that provide
flight training, aircraft maintenance, aircraft sales and rentals, glider flights, parachuting and the manufacturing
of helicopter components.
Noise Abatement
The FAA regulates all airspace over the United States and thus is the only agency that can
impose restrictions as to its use. The FAA must balance many concerns when regulating the
airspace, such as safety, noise, transportation and commerce. The airspace over Boulder
Municipal Airport is classified as Class G. In Class G airspace, aircraft may fly without
being in contact with air traffic control and must remain at least 1000 feet over populated
areas and 500 feet over non-populated areas unless taking off or landing at an airport.
Although the FAA controls airspace usage and restrictions, Boulder Municipal Airport began measures in 1995
to institute a voluntary noise abatement program. The program is a local effort between the pilots, community
and airport to mitigate aircraft noise. The program delineates where the populated areas are and designates
routes and procedures for pilots to use that minimize noise while still providing a safe flight path to and from
the airport and when operating in the airport traffic pattern. However, it’s important to note that not all
populated areas can be avoided due to operational reasons and growth around the airport. The program has
experienced great success since its inception and continues to be a highly valued program that adapts and
improves with input from community members and airport users. Some of the recommendations resulting
from the master plan process can seen on pages 14 and 15.
Airport Funding
The airport is self-sustaining and does not receive
subsidies from the city of Boulder General Fund or
Transportation Fund. The Airport Fund functions as an
enterprise entity; although, it is not officially designated
as an enterprise fund. Revenue sources include building
and land leases, fuel flowage fees, interest income, State
of Colorado fuel excise tax, and federal and state airport
grants.
Boulder Municipal Airport has received several FAA
grants that help pay 90-95% of the costs associated with
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 2
Identifying improvements, maintenance and
funding are key components to a Master Plan
airport upkeep and capital improvement projects. Due to the monetary investment, the FAA wants to ensure
that the improvements will be used for public aviation use. FAA Order 5196A, Grant Assurances, covers this in
much greater detail, but essentially is an agreement that the city, as the airport operator, will:
• Operate the airport safely and allow FAA inspections
• Abide by federal regulations (i.e. non-discrimination laws, environmental laws, etc.)
• Remain a public-use airport
• Retain and keep updated an airport master plan
• Repay the FAA for unused life of any improvements if airport use is changed
As stated in the last bullet, the assurance promises
that the airport will remain open to the public for
at least the useful life of the improvement. In
most cases, “useful life” is considered to be 20
years from the date of acceptance of the grant and
coincides with how long the improvement should
remain in useable condition (i.e. a newly repaved
runway should last 20 years).
FAA grants were also used to acquire 49 of the
airport’s 179 acres. Grant assurance agreements
associated with land purchases carry no maximum
time limit and the value of the grant (if it had to
be repaid) is calculated on the market value of the
land at today’s highest market value at best use.
Economic Impact
The airport plays an important role in the local economy by contributing jobs and
economic vitality. It also provides a vital role in the accessibility, prosperity and
overall quality of Boulder’s businesses.
In order to quantify the positive benefits of Colorado’s public-use airports, the
Colorado Department of Transportation (CDOT) Aeronautics Division conducted an
economic impact study in 2003. The analysis, conducted by an independent
contractor, determined that Boulder Municipal Airport provided approximately 675
jobs, $24 million in wages and almost $57 million to the Boulder economy each year.
The results of the study and more information can be found on the CDOT website at:
www.colorado-aeronautics.org.
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 3
Over 80% of the aircraft based at Boulder Municipal
Airport are registered to Boulder area residents
(determined by airport database of hangar and tie-down leases)
Goals of Boulder Municipal Airport
• Operate in a safe and efficient manner
• Continue to serve the needs of the Boulder aviation community
• Maximize compatibility with the community with regard to aircraft noise impacts
• Maintain financial self-sustainability
CDOT’s 2003 study
The Airport Master Plan The purpose of the 2006 Airport Master Plan Update is to assess the current and anticipated needs of the
Boulder Municipal Airport (BMA) and provide a plan for facility and management improvements for the next
20 years. FAA Order 5100.38 recommends an update to the Airport Master Plan every 10 years (or 5 years if
there are significant changes at the airport).
The previous Airport Master Plan Update for BMA was approved in 1994. Some
of the major facility improvements that were identified in that master plan and
have since been constructed include: installation of an Automated Weather
Observing System (AWOS), installation of taxiway lighting, repaving of runway
08/26, changes to the noise abatement program recording and reporting
procedures, and installation of a wheelchair lift in the terminal building.
Current Master Plan Update
The Airport Master Plan Update process began in 2004 and included both technical tasks and public
involvement activities. A Working Group composed of airport users, nearby residents, and staff from the city,
state and federal aviation agencies reviewed the work products and give input on issues and analysis
concerning the Airport Master Plan Update. The purpose of the Working Group was to have more in-depth
information sharing and collaboration of various stakeholders and perspectives.
Several public open house meetings were held to review and discuss the Airport Master Plan Update issues and
work products. The city also used public outreach tools including project newsletters and a project Web page
with comment form. All public input that was received during the update process was considered and changes
and improvements to the Airport Master Plan Update were made as applicable.
Approval Process
The Airport Master Plan Update has been presented to
the Planning Board for their review and
recommendation to City Council. The City Council
will also review the Airport Master Plan Update
document and take action on accepting the document.
Once the FAA has reviewed the document and City
Council approval is obtained, the FAA and city of
Boulder will sign a joint approval agreement.
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 4
Purpose of City of Boulder Master Plans
• Provide consistency of facility and service planning with overall city policies and plans
• Provide financial and programmatic planning for facility and service provision
• Provide integration and coordination between departments
• Guide capital improvement programming
• Identify costs associated with current system deficiencies and replacement needs
The Master Plan reinforces BMA’s role as a
community-oriented general aviation airport
Aviation Forecasts Forecasts of aviation activity at BMA have been prepared to understand the potential needs and changes for
the airport facility in the future. There are a number of factors that are considered indicators of future aviation
activity. These include: existing population and population forecasts for the city and county of Boulder;
employment and income conditions; weather conditions; national and regional aviation industry situation and
the airport location and potential in the community. The forecasts also consider BMA’s current and past
annual aviation activity figures and the number of aircraft based at the airport.
There are 190 aircraft currently based at BMA . The majority
are single engine aircraft (66%), followed by glider planes
(24%), and multi-engine aircraft (10%)1. Approximately 73%
of the operations are categorized as “local operations,” which
consists of flight training, touch-and-go operations and
recreational flying1. The remaining 27% of the operations are
described as “itinerant operations,” which are aircraft stopping
in for short periods (usually for business or transportation
purposes). It’s estimated that there were 59,400 annual
operations at BMA in 2005, which included the types of
aircraft seen in the graph on the next page.
Boulder and the surrounding area, with its numerous educational and recreational opportunities, tourist
activities, and affluent population base, provide a strong and definable market area for continued business and
recreational flying opportunities, as well as glider activity. There has been a decline in aviation activity at BMA
over the last several years which may be due to the economic recession in 2001, impacts to the aviation
industry after the 9/11 attacks and lack of covered storage space for aircraft, as indicated by a large waiting list.
Significant Issues & Goals of the Airport Master Plan
A goal of this Airport Master Plan Update was to evaluate the most significant issues facing Boulder
Municipal Airport, as well as consider all of the public input and the best ways to address them in
future plans. The significant issues are addressed in detail in Appendix A (see last page) and include:
• Existing/future airport demand
• The airport’s role in the local economy and in the general aviation marketplace
• Airport compatibility with surrounding community
• Airport infrastructure condition and needs
• Economic impact of operating the airport
• General Aviation (GA) security measures
• Aircraft storage, current hangar use, and analysis of current leasing practices
• Aircraft flight paths
• “Right-sizing” the airport for the community and defining its niche
• Maintaining financial self-sufficiency of the airport
• Minimizing noise impacts on community when able and conduct an analysis of flight pat-
terns
• Evaluating environmental issues (i.e., overflight of raptor nesting areas and controlling
prairie dog habitat expansion)
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 5
Definitions at a Glance
Aircraft operation: One operation is defined
as each time an aircraft lands or departs.
Local operation: When an aircraft takes off
and lands at the same airport.
Itinerant operation: When an aircraft does
not land at the same airport it took off from
or is only passing through the airspace.
1 As estimated by airport administration.
Glider
28%
Business Jet
1%
Turboprop
4%
Multi-Engine
7%
Single
Engine
58%
Air Taxi
1%
Helicopter
1%
Types of Aircraft Using BMA
0
20,000
40,000
60,000
80,000
100,000
120,000
Annual Operations19901991199219931994199519961997199819992000200120022003200420052008201320182023Historical Activity Forecasted Activity
Historical and Forecasted Activity
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 6
Data compiled from airport’s acoustic counter.
As estimated by airport administration and fixed based operators.
The FAA offers several forecast models that were considered in the creation of the aviation activity forecast
for BMA. Forecasts from the 1994 BMA Master Plan Update were also reviewed. The forecasted scenario
projects no growth in aviation activity for the first five years of the planning period and then a 1.7% annual
growth rate, which remains below the national average of 1.9%. As can be seen in the forecast graph, this
results in annual aviation activity rates that are similar to those experienced in the mid-to-late 1990s and
through 2003.
The majority of operations will likely continue to be local operations with a mixture of aircraft similar to
today’s percentages. The forecast does anticipate a slight increase in turbine aircraft due to the newly
developed category of very light jets (VLJ) that can land at smaller airports. Forecasting the effect from VLJs
is very speculative since the technology is newly emerging and actual consumer interest is still unknown.
Though the master plan is updated every ten years, airport management evaluates the forecast yearly based on
national and regional aviation trends. Overall, BMA is expected to continue to operate as it does today, with
its primary focus on serving the Boulder community at about 80,000 – 87,000 operations per year by 2023.
(Refer to Appendix A, Section B for more information on aviation activity forecasts)
Analysis Prior to the creation of a list of specific improvement projects, the current airfield layout and existing facilities
were compared to current and future aviation activity. That way a more accurate assessment could be made to
determine if any major changes were needed at BMA.
Factors such as the airfield layout and wind coverage
conditions were used in the analysis. Major changes such
as the addition of a cross-wind runway were removed from
further consideration since the wind coverage conditions
did not warrant such a change, nor is there available space
to construct another runway or lengthen the current
runways. Since BMA is expected to operate at existing
activity levels or at levels seen in the 1990s, it was
determined that the runway, taxiway, roadway, and parking
systems all have more than adequate capacity to handle
current and forecasted activity for the next 20 years.
The current and future type of aircraft operating at BMA is
an important consideration in the design of any future
airside facilities. BMA was designed to accommodate
aircraft up to the size and characteristics of the Beech 200
Super King Air, which has been designated as the airport’s
“design aircraft”. Since the design aircraft has not changed
from the previous airport master plan update, the current spacing between the runway and glider strip and
widths required for runways and taxiways will also remain the same. The runway length is also deemed
acceptable and no plans are being proposed to lengthen the runway.
Environmental Review
A preliminary assessment of environmental information was undertaken to identify any environmental
resources that would need to be addressed prior to the implementation of any of the proposed projects and
programs (outlined on pages 10-12). All area environmental agencies were contacted to gather information on
critical resources. Through this effort, it was determined that none of the recommended projects or programs
will likely require an environmental assessment prior to construction or implementation. The proposed
Beech 200 Super King Air
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 7
Definition at a Glance
Design aircraft: The aircraft an airport uses
for its design, so that the airport infrastruc-
ture can support its safe operation both in the
air and on the ground.
projects and programs are not expected to have significant impacts on the long-term quality of the air and
water in the vicinity of the airport nor adversely affect any federally listed candidate, proposed, threatened or
endangered species. Two historic resources adjacent to BMA were identified – North Boulder Farmers Ditch
and the Boulder & Left Hand Ditch. At this time, no designated wetlands appear to be affected by the
proposed projects and programs; however, if any projects are found to impact wetlands then a city of Boulder
wetlands permit will need to be obtained. In addition to the preliminary analysis, each project will be evaluated
prior to construction to determine if there is need for a Community and Environmental Assessment Process
(CEAP). (See Appendix A, “Environmental Overview” chapter for further information)
A noise analysis was also conducted to determine both the noise levels resulting from existing
aircraft operations as well as the potential noise levels that could be expected to occur in the
future. This information was also useful in identifying any necessary changes to supporting land
use planning in the area. The city of Boulder established Ordinance No. 5200, which defines a
series of overlay zoning designations composing an “Airport Influence Zone” (AIZ). These zones promote
land use compatibility in the vicinity of the airport and attempt to minimize aircraft noise impacts to adjacent
property owners and residents. The noise analysis found that the current and forecasted 2023 noise levels are
very similar, which corresponds to the aviation forecasts which predict activity levels similar to current activity
levels or those experienced in the mid- to late-1990s. The AIZ was also reviewed and it was recommended to
be maintained. More details about the noise contours and AIZ can be found in Appendix A.
Identified Improvements
Navigational aid improvements, such as an instrument approach procedure and improved runway lighting,
have been identified to further improve safety of aircraft operations at BMA. These improvements focus on
the safety of BMA’s users and will not influence net operations.
Current and future deficiencies in landside facilities (such as additional hangars and their associated access
roads) were also examined to assess BMA’s ability to match existing space with aviation needs, requirements
and technology. Also identified was the possible sale of three acres of land located on the SW corner of the
airport that is not feasible for aviation use due to lack of taxiway access and a significant slope. Upon approval
of the Master Plan Update, the city can request release of this land from the FAA and place it on the market
for sale. Additional improvements and projects will be discussed under the next section, “Planned
Improvements.”
Airside Planning Concepts
Following the completion of the capacity and requirements
analysis, this Airport Master Plan Update looked at two airside
planning concepts. More details may be obtained in Appendix A.
Option #1: The first airside planning concept kept the existing
runway configuration and design standards and proposed an
instrument approach to Runway 26.
Option #2: The second airside planning concept relocated the
glider strip adjacent to runway 08/26, installed a north parallel
taxiway, preserved runway 08/26 design standards and proposed
an instrument approach upgrade to runway 26. This option was not recommended due to the safety concerns
of having powered and non-powered aircraft operating on essentially the same runway.
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 8
Definitions at a Glance
Airside: The part of the airport that
consists of the runway and taxiway.
Landside: The part of the airport that
contains the terminal building and as-
sociated support structures (hangars,
parking lots, etc.)
Instrument approach: When a pilot
uses instrumentation, either on the
ground or via GPS satellite, to land an
aircraft.
Landside Planning Concepts
There were also two landside concepts proposed that were associated with the corresponding airside concepts.
Following the feedback of these airside and landside planning concepts at the working group and public open-
house meetings, the project team recommended no changes to the basic airside layout (Option 1) and the
incorporation of some of the landside improvements from the Option 2 concept.
By taking options from each of the recommended alternatives, the preferred alternative met the following
Airport Master Plan Update goals. Further details on the landside analysis can be found in Appendix A.
Planned Improvements A list of specific airside and landside projects and airport-related programs (such as Voluntary Noise
Abatement, Leasing/Business practices, Wildlife Management, Economic Sustainability and Security) has been
created and/or updated for this Airport Master Plan Update. These
projects and programs are placed in one of three phases: Short-,
Mid- and Long-term, depending on both priority and expected need
(or market demand). The Short-, Mid-, and Long-term phases also
equate to the city of Boulder’s business planning model of Fiscally
Constrained (Short-term), Action (Mid-term) and Vision (Long-
term) plans. For example, capital projects such as runway
resurfacing and apron resurfacing which have anticipated FAA
funding sources are included in the short-term phase. Some of the
private development t-hangar projects are included in the short-term
phase because a demand for covered storage space appears to exist
and it’s anticipated that the private market will look to meet this
demand by funding hangar construction. Other items are placed in
the short-term phase due to their priority on safety, security, etc,
although funding has not been secured from the FAA at present
time. For projects that have a sponsor/city price associated with it,
it is anticipated that the airport’s internal budget can pay for the
expense. Projects can be viewed by their number on the Phasing
Plan diagram, page 13.
Location of Glider Strip, shown in green, in Option 2 (Not Recommended)
Current Runway and Glider Strip Configuration in Option 1 (Recommended)
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 9
Definitions at a Glance
Short-term: Projects or programs that
are deemed a priority and/or may have
necessary funding (FAA, state, city, or
private) within the next six years. Re-
ferred to as a “Fiscally Constrained
Plan” within the city of Boulder.
Mid-term: Projects or programs that
are important, but not a priority, and
are likely to be completed within the
next 7-10 years. Defined by the city as
an “Action Plan.”
Long-term: Projects or programs that
are ongoing or may need to take place
within the next 11-20 years. Also
known as a “Vision Plan.”
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 10
Map Total Recommended Financing Method
ID Project Description Costs City (a) State (b) Private (c) Federal (d)
Runway, Taxiway and Apron Projects
A.2 Acquire Easement for Runway 08 & 08G Runway
Protection Zone (approx. 6.5 acres) $162,500 $4,063 $4,063 $0 $154,375
A.12 Rehabilitate West Half of Taxiway "A" Pavement $750,000 $18,750 $18,750 $0 $712,500
A.13 Construct Aircraft Parking Apron Overlay Project $795,000 $19,875 $19,875 $0 $755,250
A.18 Construct Aircraft Apron/Taxilane to Serve New Hangars $405,000 $20,250 $0 $0 $384,750
A.20 Conduct Runway 08/26 Pavement Maintenance $35,000 $1,750 $1,750 $0 $31,500
A.21 Conduct Runway 08G/26G Pavement Maintenance $20,000 $20,000 $0 $0 $0
A.22 Conduct Taxiway Pavement Maintenance $35,000 $1,750 $1,750 $0 $31,500
Hangars and Infrastructure Projects
A.1 Conduct General Aviation Aircraft Storage Market Analysis $20,000 $0 $20,000 $0 $0
A.6 Implement Hangar/Building Maintenance Projects & Site
Enhancement Improvements (i.e. landscaping, signage, etc) $70,000 $70,000 $0 $0 $0
A.11 Construct 5 Executive Hangars & Apron within General
Aviation Development Area $1,000,000 $0 $0 $1,000,000 $0
A.14 Construct New Airport Access Road to Serve General
Aviation Development Area $135,000 $3,375 $3,375 $0 $128,250
A.15 Implement Utility Infrastructure Extensions to Serve
Expanded General Aviation Development Area $72,000 $72,000 $0 $0 $0
A.16 Install Perimeter Fencing (Phase One) @ 4,400 l.f. w/4 Gates $165,000 $8,250 $0 $0 $156,750
A.17 Construct 4 Executive Hangars & One 13-Unit T-Hangar
within Northeast Development Area $1,110,000 $0 $0 $1,110,000 $0
A.23 Construct 1 Large Maintenance/Storage Hangar within
General Aviation Development Area $1,500,000 $0 $0 $1,500,000 $0
Safety and Security-Related Projects
A.3 Conduct Runway 26 Type D Survey for Instrument
Approach Procedure $20,000 $500 $500 $0 $19,000
A.7 Implement Airport Lighting Improvements to Enhance
Ground Safety & Security $5,000 $5,000 $0 $0 $0
A.8 Implement Runway 26 Instrument Approach Procedure
(Publication & Marking) $25,000 $625 $625 $0 $23,750
A.9 Implement ADA Improvements at General Aviation
Terminal Bldg. & Apron $500 $500 $0 $0 $0
A.10 Install Runway 08 Visual Approach Slope Indicator (VASI) $24,000 $600 $600 $0 $22,800
Administration and Management
A.4 Promote/Manage the Airport's Voluntary Noise
Abatement Program $12,500 $12,500 $0 $0 $0
A.5 Design/Implement Wildlife Management Program $40,000 $40,000 $0 $0 $0
A.19 Purchase Airport Maintenance Equip. $25,000 $1,250 $1,250 $0 $22,500
Subtotal (Phase One) $6,456,500 $331,038 $72,538 $3,610,000 $2,442,925
A.24 Extend Sanitary Sewer Line to Hangar N $30,000 $30,000 $0 $0 $0
Phase One (Short-term) Projects within the Fiscally Constrained Plan
(a) Airport Funding - current revenues, cash reserves, bonds, etc.
(b) State Funding - Colorado Division of Aeronautics
(c) Third Party Funding
(d) FAA AIP (Airport Improvement Program) - Unless Otherwise Noted Note:
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 11
Phase Two (Mid-term) Projects within the Action Plan
Map Total Recommended Financing Method
ID Project Description Costs City (a) State (b) Private (c) Federal (d)
Runway, Taxiway and Apron Projects
B.2 Construct Aircraft Apron/Taxilane to Serve New Hangars $42,500 $0 $0 $42,500 $0
B.5 Conduct Runway Pavement Maintenance $15,000 $750 $750 $0 $13,500
B.10 Conduct Apron Pavement Maintenance $20,000 $1,000 $1,000 $0 $18,000
B.11 Widen Existing Westside Access Taxiway to Comply with
Aircraft Reference Code B-II Design Standards $81,000 $4,050 $4,050 $0 $72,900
B.12 Conduct Runway 08G/26G Pavement Maintenance $13,500 $13,500 $0 $0 $0
B.13 Construct New Access Taxiway to Serve Expanded
General Aviation Development Area $45,000 $2,250 $0 $0 $42,750
B.14 Conduct Taxiway Pavement Maintenance $35,000 $1,750 $1,750 $0 $31,500
B.16 Expand Existing General Aviation Apron at East End $60,000 $3,000 $3,000 $0 $54,000
Hangars and Infrastructure Projects
B.1 Construct 6 Executive Hangars within Northeast $1,350,000 $0 $0 $1,350,000 $0
Development Area
B.7 Construct 1 Large Executive Hangar within Northeast
Development Area $450,000 $0 $0 $450,000 $0
B.9 Implement Hangar/Building Maintenance Projects & Site
Enhancement Improvements (i.e. landscaping, signage, etc) $50,000 $50,000 $0 $0 $0
B.15 Replace Four 10-Unit T-Hangars within Existing
Development Area $1,200,000 $0 $0 $1,200,000 $0
Safety and Security-Related Projects
B.6 Install Perimeter Fencing (Phase Two) @ 6,000 l.f.
w/4 Gates $205,000 $10,250 $0 $0 $194,750
Administration and Management
B.3 Implement the Airport's Wildlife Management Program $10,000 $10,000 $0 $0 $0
B.4 Promote / Manage Voluntary Noise Abatement Program $10,000 $10,000 $0 $0 $0
B.8 Purchase Airport Maintenance Equip. $25,000 $1,250 $1,250 $0 $22,500
Subtotal (Phase Two) $2,262,000 $107,800 $11,800 $1,692,500 $449,900
(a) Airport Funding - current revenues, cash reserves, bonds, etc.
(b) State Funding - Colorado Division of Aeronautics
(c) Third Party Funding
(d) FAA AIP (Airport Improvement Program) - Unless Otherwise Noted Note:
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 12
Phase Three (Long-term) Projects within the Vision Plan
Map Total Recommended Financing Method
ID Project Description Costs City (a) State (b) Private (c) Federal (d)
Runway, Taxiway and Apron Projects
C.4 Rehabilitate Runway Pavement $1,673,500 $167,350 $0 $1,506,150
C.6 Construct Aircraft Apron/Taxilane to Serve
New Hangar Facilities $275,000 $13,750 $0 $0 $261,250
C.8 Construct Aircraft Apron/Taxilane to Serve
New Hangar Facilities $330,000 $16,500 $0 $0 $313,500
C.10 Conduct Apron Pavement Maintenance $25,000 $1,250 $1,250 $0 $22,500
C.11 Conduct Taxiway Pavement Maintenance $35,000 $1,750 $1,750 $0 $31,500
C.15 Conduct Runway 08G/26G Pavement Maintenance $35,000 $1,750 $1,750 $0 $31,500
C.16 Construct Future Taxiway “A-3” connector $60,000 $3,000 $0 $0 $57,000
Hangars and Infrastructure Projects
C.5 Construct 6 Executive Hangars & One 9-Unit
T-Hangar within Southeast Development Area $1,340,000 $0 $0 $1,340,000 $0
C.7 Construct Three 9-Unit T-Hangars within
Southeast Development Area $750,000 $0 $0 $750,000 $0
C.12 Implement Hangar/Building Maintenance
Projects & Site Enhancement Improvements
(i.e., Landscaping, Signage, etc.) $25,000 $25,000 $0 $0 $0
C.13 Construct Aircraft Maintenance/Storage Hangar
within Northwest Development Area $700,000 $0 $0 $700,000 $0
C.14 Replace Two 10-Unit T-Hangars within
Existing Development Area $600,000 $0 $0 $600,000 $0
Safety and Security-Related Projects
C.3 Install Perimeter Fencing (Phase Three)
@ 6,000 l.f. w/2 Gates $200,000 $10,000 $0 $0 $190,000
Administration and Management
C.1 Implement Wildlife Management Program $10,000 $10,000 $0 $0 $0
C.2 Promote/Manage Voluntary Noise Abatement Program $10,000 $10,000 $0 $0 $0
C.9 Purchase Airport Maintenance Equip. $25,000 $1,250 $0 $0 $23,750
Sub-Total Costs (Phase Three) $6,093,500 $261,600 $4,750 $3,390,000 $2,437,150
Total Costs/All Projects $14,812,000 $700,438 $89,088 $8,692,500 $5,329,975
(a) Airport Funding - current revenues, cash reserves, bonds, etc.
(b) State Funding - Colorado Division of Aeronautics
(c) Third Party Funding
(d) FAA AIP (Airport Improvement Program) - Unless Otherwise Noted Note:
Operations and Management Recommendations The vision of Boulder Municipal Airport is to provide a safe, self-sufficient, and community-oriented general
aviation airport, serving the needs of both business and recreational aviation users. Specific operations and
management improvement recommendations are presented below.
Airport Operations
• Improve data collection and information gathering on
aircraft operational activity to better inform city staff and
the public of the type and numbers of aircraft operations
and activity trends.
• Continuously review and revise the airport’s voluntary
noise abatement program. Provide improvements in
outreach and education among the pilots and the
community at large.
Increase the promotion of the airport’s existing
Voluntary Noise Abatement Program through an
updated and comprehensive pilot education
program that includes distribution of updated “Fly
Friendly” brochures, the display of “Fly Friendly”
posters, and the installation of noise abatement
airport signage.
Consider an incentive program to promote adherence to the Voluntary Noise Abatement
Program for aircraft operators based at the airport.
Promote bi-annual pilot meetings that include a “Fly
Friendly” educational program.
Research and promote proven technologies to improve land
use compatibility within the Airport environs (e.g., retrofit
aircraft propellers or engines to provide quieter operations
and investigate alternative glider launch mechanisms, etc.).
Communicate with commercial glider operators and glider
clubs to review and coordinate minor modifications to
existing tow plane patterns. In addition, tow plane operators
should continue to monitor compliance with the specified
flight tracks, as well as minimize repeated overflights of noise
sensitive land within the defined soaring areas. It is also
recommended that the existing glider clubs and commercial
glider operators maintain current operational rules and
regulations on file with the airport manager.
Work with airports in the region to share noise abatement
information and expand outreach.
See page 21-22 for diagram of routes and airport influence zones. Also
see Appendix A for more information on BMA’s voluntary noise abatement program.
Boulder-based gliders have set numerous
distance and altitude records
(www.ssa.org/members/badgesandrecords/usrecords.asp)
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 14
Aerial view of Boulder
Airport Management
• Maintain an appealing appearance of the airport, using the same high standard of quality and condition
used for other city-owned buildings. Bring grounds and buildings, both city-owned and non city-owned,
up to this standard of condition.
• Develop and promote fair and equitable leasing practices at the airport for business development and
retention. Methods to accomplish these goals include:
Establish a formal bidding process for the leasing of
airport facilities.
Evaluate property reversion clause and the
maximum number of years allowed in a lease term
(i.e., 30 years) for those leases involving new
construction.
Update airport’s Site Review plan to ensure accurate
depiction of possible development areas and total
square footage allowed.
Establish a city of Boulder staff team to review
proposals and leases.
Develop a marketing program for available space
and businesses at the airport.
Provide incentives for businesses to thrive,
generating quality jobs and income.
Ensure airport leasing practices promote the best
interests of the city and airport.
• Work to attain the environmental goals and objectives of
the city when performing new construction, reconstruction
or major/minor maintenance repair. Seek to utilize the
city’s environmentally sustainable techniques such as integrated pest management, Leadership in Energy
and Environmental Design (LEED), wildlife management policies, etc.
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 15
Community Outreach
In addition to those operations and management recommendations listed on
this and the preceding page, the following improvements to the community
outreach program were examined:
♦ Generate quarterly and annual reports on airport activity levels and air-
craft noise impact observations. These reports could also include general
information on airport events and construction projects.
♦ Conduct periodic check-ins through public discussions regarding noise
and community impacts.
♦ Evaluate options to establish an Airport Noise Measurement Program.
♦ Continue to promote overflight protection of raptor nesting areas.
Many airport buildings are 30+ years old
Fueling is a city-monitored lease
Airport Master Plan Implementation The Airport Master Plan establishes the future vision for the Boulder Municipal Airport. From this vision
projects, programs and management actions have been identified to advance the preferred future for the BMA.
Implementation of major elements of the Master Plan is reviewed at critical decision points to assure that
actions are properly supported and endorsed by required codes, regulations, City Council and the community.
Capital Improvements Program
Major projects funded through the city’s capital improvements program are reviewed annually through the
capital improvements program. The CIP is reviewed through staff level, Planning Board and City Council to
assure consistency with adopted plans and the city’s future vision defined by the Boulder Valley
Comprehensive Plan. Through this process projects which may have significant environmental and/or
community impacts are identified to go through a Community Environmental Assessment Process (CEAP) to
assure the city’s environmental and community values are properly assessed and mitigated. Projects that will go
through the CIP process are the runway, taxiway and aircraft apron capital maintenance projects.
Hangar and Associated Infrastructure
The development of additional covered aircraft storage is outlined in the AMPU. The first step will be to
commission a market analysis to better understand the market demand and financial feasibility. Based on a
positive outcome of the market analysis the city will begin a phased implementation of additional T-hanger,
executive hangers and associated infrastructure. Hanger development will be through a public/private
partnership. Facility plans will be reviewed through the city’s permitting process to assure compliance with the
approved airport site review. Execution of the new facility then requires City Council approval of the
associated long-term land lease.
Ongoing Routine Maintenance
Ongoing routine maintenance and operating programs are reviewed annually through the city’s budget process.
Periodic Update
Course review and adjustment of the Airport Master Plan occurs during the periodic updates of the plan.
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 16
Market
analysis
Solicit proposals;
develop parame-
ters, plans, specs.
Review
consis-
tency with
approved
site review
City
Council
review &
approval
of lease
Secure neces-
sary building
permits and
FAA approv-
als
Project
Implemen-
tation
Develop
long-term
land lease
Annual airport
CIP
development
Secure necessary
state and federal
matching funds
Planning
Board CIP
review &
recom-
mendation
City
Council
review
and adop-
tion
Project
development,
assessment and
design
Project
Implementation
Staff and Planning
Board identify
project CEAP
requirements
City Council
adopts CIP
through annual
budget process
CEAP review
and approval
(as required)
Conclusion
This Airport Master Plan Update determined that the goals and vision of the Boulder Municipal Airport
remain unchanged, in that its role is to provide a safe, self-sufficient, and community-oriented general avia-
tion airport, serving the needs of Boulder’s business and recreational aviation users. The number of aircraft
operations is forecasted to remain at current levels and slowly return to those levels experienced at the air-
port in the mid- to late- 1990s. Major changes or additions to the facility are not expected to occur; the
proposed improvements that have been identified are intended to maintain BMA in a safe, service-oriented
condition meeting both the needs of the aviation community while also being considerate of its impacts,
such as aircraft noise, to neighboring residential areas.
This Airport Master Plan Update is a guide to help plan for the short, mid and long-term phases of the air-
port (through 2023). It is based on the current situation and future projections. Implementation of the
plan will be flexible in order to respond to the aviation market demand and any unexpected conditions.
The focus of plan implementation will be on Safety, Service and Self-sufficiency.
Aerial view of Boulder Municipal Airport, May 2006. (Courtesy of Rubino Surveying, Boulder, Colorado)
http://www.bouldercolorado.gov/airport
Boulder Municipal Airport
2007 Master Plan Update 17
Information on Appendix A:
The analysis and working papers that were developed during this process and helped to create the Airport
Master Plan Update recommendations are referred to as Appendix A. The unabridged, 200+ page document
can be viewed electronically via the Airport’s web site at: http://www.bouldercolorado.gov/airport or by visit-
ing the main Boulder Public Library, at 1000 Canyon Blvd, Boulder, Colorado 80302.
Appendix A was compiled through the combined efforts of city of Boulder staff, community working group
members, the public, Boulder Municipal Airport users and the planning-consulting firm of Barnard Dunkel-
berg & Company (1743 Wazee Street, Suite 400, Denver, Colorado 80202).
Cover Photo Credits: 1944 Aerial photo with bi-planes in foreground courtesy of Boulder’s Carnegie Branch Library; Airport in
1960 courtesy of Boulder Daily Camera; Current photograph of pilots in airplane courtesy of Tim Head.
Boulder Municipal Airport
MASTER PLAN UPDATE i
Foreword
City Master Plans provide planning for the delivery and funding of city services,
programs, and facilities. The city’s comprehensive plan, sub-community plans, and the
long-range Financial Plan provide the overall policy direction for the plans.
The Boulder Valley Comprehensive Plan provides the overall policy framework for
future development in the Boulder Valley. The city’s master plans are developed
consistent with the policies, plans, and population and employment projects provided by
the comprehensive plan. They provide planning for the delivery and funding of specific
services, facilities and programs, and identify the costs associated with current
deficiencies and replacement needs, and those associated with growth. The master plans
establish the policies, priorities, service standards, and facility and system needs for the
delivery of specific services. The facility and service priorities and funding plan
established through the master planning process provide the basis for capital
improvement programming and annual budgeting. Following completion of master
plans, revised policies, a master plan summary and update maps are incorporated into the
comprehensive plan.
The purpose of master plans is to:
• Provide consistency of facility and service planning with overall city policies and
plans;
• Provide financial and programmatic planning for facility and service provision;
• Provide integration and coordination of service provision between departments;
• Guide capital improvement programming and city budgeting; and
• Identify costs associated with current system deficiencies and replacement needs,
and growth-related costs.
It should also be noted that the Federal Aviation Administration (FAA) administers the
Airport Improvement Program (AIP) which provides grants to airport sponsors for
airport development, airport planning, and noise compatibility programs. In order to
receive a grant from the AIP or an earlier federal program, the airport sponsor must
Boulder Municipal Airport
MASTER PLAN UPDATE ii
provide a written grant assurance (i.e., a contract) to comply with the current 37
individual grant assurances and all applicable federal statutes, executive orders, federal
regulations, and Office of Management and Budget (OMB) circulars. The majority of the
grant assurances are tied directly to requirements in Federal law and have been
developed to ensure that the investments made with both federal and local funding are
able to be utilized by the public and airport users. In general, the assurance specifies that
the airport will remain open, be maintained for public use, and reserve the use of airport
property and revenues for the benefit of aviation.
Boulder Municipal Airport
MASTER PLAN UPDATE iii
Contents
Foreword i
Contents iii
Tables vi
Illustrations viii
Inventory
Introduction A.1
Airport History A.3
Airport Role and Facilities A.5
Airport System/Navigation and Communication Aids A.10
Airport Environs A.19
Financial Inventory A.26
Airport Lease Review A.28
Evaluation of Rates, Fees, and Charges A.29
Issues Inventory A.31
Forecasts of Aviation Activity
Introduction B.1
Historical and Existing Aviation Activity B.8
Aviation Activity Forecast B.12
Based Aircraft Forecast B.18
Summary B.20
Capacity Analysis and Facility Requirements
Introduction C.1
Airfield Capacity Methodology C.1
Airfield Capacity Analysis C.11
Ground Access Capacity C.13
Capacity Summary C.14
Facility Requirements C.14
Boulder Municipal Airport
MASTER PLAN UPDATE iv
Capacity Analysis and Facility Requirements (Cont.)
Landside Requirements C.26
Planning Issues Identification/Verification C.29
Summary C.33
Planning Concepts and Alternatives Analysis
Introduction D.1
Planning Goals D.1
Airside Planning Alternatives D.3
Landside Development Concepts D.14
Summary D.20
Airport Plans
Introduction E.1
Airport Sponsor Grant Assurances E.2
Airport Layout Plan E.3
Airspace Plan E.8
Inner Portion of the Approach Surface Plans E.11
Landside Area Plan E.15
Airport Property Map E.19
Land Use Drawing E.21
General Aviation Security E.24
Airport Management Plan E.25
Environmental Overview
Introduction F.1
Existing Conditions Summary F.1
Environmental Analysis F.3
Planning Program
Introduction G.1
Implementation Schedule and Project List G.1
Cost Estimates G.5
Boulder Municipal Airport
MASTER PLAN UPDATE v
Planning Program (Cont.)
Capital Improvement Program (CIP) G.5
Financial Plan G.7
Summary - Master Plan Capital Improvement Program Financial Implications G.9
Appendix One
Glossary of Common Terms and Acronyms ---
Appendix Two
National Center for Atmospheric Research (NCAR) Wind Data ---
Appendix Three
Annual Service Volume (ASV) Worksheets ---
Appendix Four
2003 Pavement Management Plan Summary ---
Appendix Five
Integrated Noise Model (INM) Echo Reports ---
Appendix Six
State and Federal Agency Coordination Letters ---
Appendix Seven
2005 Base Year Aviation Activity Forecast Addendum ---
Boulder Municipal Airport
MASTER PLAN UPDATE vi
Tables
Table A1 Revenue and Expense Summary, 1999-2002 A.27
Table A2 Summary of Existing Airport Fees A.30
Table B1 Population Projections, 2000-2025 B.3
Table B2 Airports within 30-Mile Radius B.5
Table B3 Historical Aviation Activity, 1990-2003 B.8
Table B4 Existing Operations by Aircraft Type, 2003 B.10
Table B5 Summary of Based Aircraft, 1990-2003 B.11
Table B6 General Aviation Operations Forecast Scenarios, 2003-2023 B.15
Table B7 Summary of Operations by Aircraft Type, 2003-2023 B.16
Table B8 Summary of Local and Itinerant Operations Forecast, 2003-2023 B.17
Table B9 Peak Period Aircraft Operations, 2003-2023 B.18
Table B10 Based Aircraft Forecast, 2003-2023 B.19
Table B11 Based Aircraft Forecast by Type, 2003-2023 B.20
Table B12 Summary of Aviation Activity Forecasts, 2003-2023 B.21
Table B13 Summary of Operations by Airport Reference Code, 2003-2023 B.22
Table C1 All Weather Wind Coverage Summary C.5
Table C2 IFR Wind Coverage Summary C.7
Table C3 Aircraft Class Mix Forecast, 2002-2023 C.9
Table C4 Airfield Capacity Forecast Summary, 2003-2023 C.13
Table C5 ARC B-II Dimensional Standards For Runway 8/26 (In Feet) C.16
Table C6 ARC B-I Small Aircraft Only Dimensional Standards For Runway 8G/
26G (In Feet) C.17
Table C7 Runway Takeoff Length Requirements C.21
Table C8 Runway Protection Zone Dimensions C.25
Table C9 General Aviation Facility Requirements, 2003-2023 C.28
Table C10 Fuel Storage Requirements, 2003-2023 C.29
Table C11 Facility Requirements Summary, 2003-2023 C.34
Table D1 Airside Planning Alternatives Summary D.14
Table F1 Existing and Future Operations by Aircraft Type, 2003 & 2023 F.4
Table F2 Comparative Noise Levels F.5
Table G1 Phase I (Short-Term) Airport Plan Project Costs G.2
Table G2 Phase II (Mid-Term) Airport Plan Project Costs G.3
Boulder Municipal Airport
MASTER PLAN UPDATE vii
Table G3 Phase III (Long-Term) Airport Plan Project Costs G.4
Table G4 Capital Improvement Expenditures by Phase G.10
Boulder Municipal Airport
MASTER PLAN UPDATE viii
Illustrations
Figure A1 Airport Location Map A.2
Figure A2 Airport Vicinity Map A.7
Figure A3 Existing Airport Layout A.8
Figure A4 Airspace/NAVAIDS Summary A.12
Figure A5 Airport Traffic Patterns A.16
Figure A6 Seasonal Raptor Closure Areas A.18
Figure A7 Airport Influence Overlay Zone Map A.20
Figure A8 Generalized Existing Zoning Map A.22
Figure A9 Generalized Future Land Use Map A.24
Figure C1 All Weather Wind Rose: 13 & 10.5-Knot Crosswind Components C.6
Figure C2 IFR Weather Wind Rose: 13 & 10.5-Knot Crosswind Components C.8
Figure C3 Existing Runway Dimensional Criteria Map C.18
Figure C4 Airport Planning Issues Map C.31
Figure C5 Existing Airport East Flow Traffic Patterns Map C.32
Figure D1 Alternative One D.4
Figure D2 Alternative Two D.10
Figure D3 Optional Airport East Flow Traffic Pattern Map D.17
Figure E1 Airport Layout Plan E.4
Figure E2 Airport Airspace Drawing/Plan View Conical Surface E.9
Figure E3 Runway 8/26 & Runway 8G/26G Profile Views E.10
Figure E4 Inner Approach Surface Drawing/Runway 8 Plan & Profile E.12
Figure E5 Inner Approach Surface Drawing/Runway 26 Plan & Profile E.13
Figure E6 Inner Approach Surface Drawing/Runway 8G & 26G Plan & Profile E.14
Figure E7 Terminal Area Plan E.16
Figure E8 Airport Property Map E.20
Figure E9 Land Use Drawing E.22
Figure E10 Airport Influence Overlay Zone Map with Flight Tracks E.23
Figure F1 Land Use Compatibility Matrix F.8
Figure F2 2003 Existing DNL Noise Contours with Generalized Existing Land
Use F.9
Boulder Municipal Airport
MASTER PLAN UPDATE ix
Figure F3 2023 Future DNL Noise Contours with Generalized Existing Land
Use F.10
Figure G1 Phasing Plan G.6
Boulder Municipal Airport
MASTER PLAN UPDATE A.1
Inventory of Existing Conditions
Introduction
Boulder Municipal Airport is located in the City of Boulder, Colorado. Nestled at the foot of
the Rocky Mountains, the Airport has served an important niche in the general aviation
market for the City and its surrounding region. Boulder Municipal Airport is open to the
general public and to visiting aircraft. The Airport does not have commercial passenger
activity and has been in continuous operation at this site since 1928.
Boulder Municipal Airport is located three miles northeast of the City of Boulder, in
north-central Colorado. The Airport is located within the Denver metropolitan area, on
the eastern fringe of the Rocky Mountain range. The Airport provides a safe operating
environment for a variety of general aviation aircraft types, ranging from gliders and
small powered aircraft to corporate jet aircraft. The airport’s relative location within the
region is illustrated in Figure A1, AIRPORT LOCATION MAP.
The City of Boulder is located at the base of the eastern Front Range of the Rocky
Mountains in Colorado. Boulder is surrounded by several communities, including
Superior, Broomfield, Louisville, Lafayette, Erie, Longmont, and Lyons. Although
Boulder has not grown significantly in the last ten years, the exponential growth of the
surrounding communities has influenced the City of Boulder and the regional
transportation system.
While airport planning documents related to the layout of airport facilities have been
kept up-to-date, an overall master planning study of airport facilities has not been
completed since 1994. During this time, aviation issues on a local, regional, and national
level have changed, and the FAA also recommends that an Airport Master Plan be
updated every 5-10 years.
This Airport Master Plan Update is intended to provide a comprehensive evaluation of
the Airport, and result in a well-conceived long-term facilities and operational plan for
Boulder Municipal Airport
MASTER PLAN UPDATE A.3
the Airport. This initial INVENTORY chapter examines three basic elements. These
elements are:
• Airport facilities (runways, taxiways, aircraft parking aprons, hangars, ground
access, etc.);
• Relationship of the Airport to the Airspace System; and,
• The Airport environs.
In addition, the last section in this chapter identifies issues that will, to some degree,
influence future activity and facilities at the Airport.
Airport History
The Airport has been an important part of Boulder’s history since its origin as “Hayden
Field” in the 1920s. In its early years, a small group of aviation pioneers started up the
“Silver Wing Aircraft Company”, one of the first aircraft manufacturers in the nation.
Their premier aircraft, a two-seat plane with silver wings, was test flown on April 14,
1928 in front of a crowd of 1,000 spectators. Although the factory was located near 28th
St and Pine St, the company built the airfield’s first hangar and secured the title to the
Hayden Lake tract to officially designate the strip as an airport. In addition to
constructing the Silver Wing aircraft, they also ran Boulder’s first flight school.
On May 19, 1938, Boulder citizens gathered to witness the first Air Mail flight, ushering
in the era of trans-continental mail flights.
On June 1, 1943, the City of Boulder purchased 36 acres of the Hayden Field property
and re-named it Boulder Municipal Airport. Shortly after its purchase, the city graded
the primary runway, installed runway markers, and built the first city-owned hangar.
During World War II, the airport was home to the Army Air Corps’ Civilian Pilot
Training Program. The Airport trained U.S. Navy aircrew on how to maintain the V-12
engine, used in the famous Mustang fighter plane. They also trained pilots how to fly the
J-3 trainer and surveillance plane, contributing an essential service to the war effort. At
that time, the airport had three runways. The primary runway was in the same location
as the current Runway 08/26, but the field also had two diagonal runways composed of
grass.
Between 1953 and 1969, numerous improvements were made at the Airport. In 1953,
the Airport installed runway lights and a flashing beacon. In 1958, the Civil Aeronautical
Administration (now known as the Federal Aviation Administration) gave the Airport its
first grant of $50,000, which helped the City fund a $100,000 project to pave the primary
Boulder Municipal Airport
MASTER PLAN UPDATE A.4
runway. In 1958 and 1959, the City of Boulder purchased an additional 37 acres of land
that now consists of the main hangar area and eastern end of the runway. Between 1964
and 1969, the airport saw the construction of two T-hangars and two service hangars.
In the 1977, Boulder once again became home to a ground-breaking airplane
manufacturer known as Pete Bartoe Jr.. Graduate of the University of Colorado School
of Engineering and former President of Ball Brothers Research Corporation (now
known as Ball Aerospace), Bartoe shook up the aviation industry by designing and
building the “Jet Wing” at Boulder Municipal Airport. The jet was the first to
incorporate a unique wing design that allowed it to travel as slow as 45 mph, which was
significantly slower than any jet had flown before. Bartoe’s design opened up jet use for
smaller airports and contributed to future designs of Navy aircraft carrier based aircraft.
Bartoe followed up his Jet Wing creation with an equally impressive bi-plane called the
“Skyote”. Its small size, impressive power, and gravity-defying acrobatic capabilities
quickly made it a sought-after asset. Though neither plane were built for mass
production, Bartoe and his ingenious design group put Boulder on the aviation map.
As early as 1975, gliding became a popular aspect of aviation at the Airport. In fact,
Boulder has established itself as one of the prominent gliding locations in the United
States due to its short distance from the mountains and its “mountain wave” weather
pattern. During its rich history, Boulder has been the starting place of several record
breaking glider flights. On Dec 29, 1976, a Schweitzer 1-34 sailplane set a new altitude
record by reaching a height of 44,100 feet above sea level. On Jun 7, 2004, a Ventus 2b
sailplane conducted the first 1000 km glider flight out of Boulder, and was only the
second time 1000 km had been surpassed by anyone in the State. Once released from its
Boulder-based tow plane, the 8 hour and 38 minute flight to New Mexico and back was
conducted entirely without a motor.
Aviation awards of all types have been awarded to pilots and aircraft based at Boulder
Municipal Airport. In 1976, a female pilot from the Boulder Aerobatic Club won
numerous awards and was named one of the nation’s top 5 pilots, allowing her to
represent the U.S. at the World Aerobatic Championships in Kiev, U.S.S.R. Other
members of her aerobatic team also won awards at regional and national contests,
quickly making a name for themselves and Boulder Municipal Airport.
The Airport has also served an important role to the community over the years by
providing a home for critical service and research-oriented groups. The Boulder chapter
of the Civil Air Patrol (CAP) not only owns a glider that is used to train cadets on the
fundamentals of flight, but they launch critical search and rescue missions from the
Airport using their single-engine surveillance airplane.
Boulder Municipal Airport
MASTER PLAN UPDATE A.5
The summer of 1994 was one of the driest on record, causing the wildfire threat to be
high. Boulder County's fires were contained before they got too large partly because of a
single engine air tanker stationed at the Airport.
Government agencies in the area, such as the National Center for Atmospheric Research
(NCAR) and the National Oceanic and Atmospheric Administration (NOAA), have also
called the Airport home. Its location allows them to easily launch research aircraft into
the skies and gather critical data on the Earth’s atmosphere and weather patterns.
The Airport also serves as a critical staging area during City/County of
Boulder disasters. The large, open acreage not only allows for more efficient
rescue operations and material storage, but its location provides an advantageous staging
area for recovery efforts and command post operations.
Airport Role and Facilities
As previously described, Boulder Municipal Airport began operating as a small dirt
landing strip in 1928, and now serves the general aviation needs of the community by
providing many aviation-related services, including: business-related flying, law
enforcement/fire/rescue flying services, recreational flying, flight training, air charters
for medical services, search and rescue, and parachuting, along with other aviation-
related activities. The facility, which was originally configured to include a
northeast/southwest oriented crosswind runway, has developed into one of the
internationally recognized soaring facilities within the western United States.
According to a study completed by the Colorado Aeronautics Division (THE ECONOMIC
IMPACT OF AIRPORTS IN COLORADO, 2003), Boulder Municipal Airport generated
$56,986,000 in economic activity, $24,033,000 in wages, and 675 jobs in 2002.
Economic activity was defined as the “economic contribution” of the Airport to the
regional and state economy in terms of total jobs, wages, and economic activity (business
sales).
The Airport is owned and operated by the City of Boulder. The Airport is classified as a
general aviation airport by the FAA’s National Plan of Integrated Airport Systems
(NPIAS). The Colorado Department of Transportation Division of Aeronautics classifies
airport as an “intermediate” airport in the Statewide Airport Inventory and
Implementation Plan (Airport System Plan). As shown in the previous illustration,
entitled AIRPORT LOCATION MAP, Boulder Municipal Airport is located northwest of the
City of Denver, approximately 13 miles west of Interstate 25, and approximately 18 miles
north of Interstate 70. The Airport is also situated on the east side of Foothills Parkway
(Highway 119 at the northern limits of the City of Boulder), which is depicted along with
Boulder Municipal Airport
MASTER PLAN UPDATE A.6
the Airport’s more immediate surroundings in Figure A2, entitled AIRPORT VICINITY
MAP.
Airside Facilities
Boulder Municipal Airport is operated with one primary runway, oriented in an east-west
direction, along with a parallel landing strip, similarly oriented, for glider/sailplane
operations located north of the primary runway. Figure A3, entitled EXISTING AIRPORT
LAYOUT, provides a graphic presentation of the existing airport facilities.
The Airport Reference Point (ARP) for Boulder Municipal Airport is located at Latitude
40˚ 02' 21.947" N and Longitude 105˚ 13' 32.958" W. The Airport has an elevation of
5,288 feet above mean sea level (AMSL). The Airport encompasses approximately 136
acres.
Runway. The primary runway at the Airport has a designation of 08/26. It is 4,100 feet
in length and 75 feet in width. The runway is constructed of asphalt and has a gross
weight bearing capacity of 16,000 pounds single wheel and 30,000 pounds dual wheel
main landing gear configuration. The runway was reconstructed in 2003 and is currently
rated in excellent condition.
Runway 08 has a displaced threshold of 200 feet. The published declared distances are
as follows:
• Runway 08
Take-off Run Available (TORA) – 4,100 feet
Take-off Distance Available (TODA) – 4,100 feet
Accelerate-Stop Distance Available (ASDA) – 4,100 feet
Landing Distance Available (LDA) – 3,900 feet
• Runway 26
Take-off Run Available (TORA) – 4,100 feet
Take-off Distance Available (TODA) – 4,100 feet
Accelerate-Stop Distance Available (ASDA) – 3,900 feet
Landing Distance Available (LDA) – 3,900 feet
Runway 08/26 has an MIRL (Medium Intensity Runway Lights) runway edge lighting
system. Runway 26 has a 4-box visual approach slope indicator (VASI) on its left side.
Glider Landing Strip. In addition to the primary runway, there is a parallel landing strip
for glider operations (referred to as Runway 8G/26G). The asphaltic-turf landing strip is
located approximately 220 feet north of the Runway 08/26 centerline, and is 4,100 feet
in length and 25 feet in width.
Boulder Municipal Airport
MASTER PLAN UPDATE A.9
Taxiway. In addition to the runway and landing strip, the airside facilities at Boulder
Municipal Airport consist of a taxiway system that provides access between the runway
surfaces and the landside aviation use areas.
A 35-foot wide full parallel taxiway (i.e., Taxiway “A”) serves Runway 08/26. The
taxiway is constructed of asphalt, and has four connector taxiways that connect to the
runway and three connector taxiways that join the aircraft parking apron areas to the
parallel taxiway. The parallel taxiway is located on the south side of the runway and is
separated from the runway by 200 feet (centerline to centerline). The taxiway system is
also equipped with a medium intensity taxiway lighting system (MITL).
Landside Facilities
The primary landside development area at the Airport consists of a linear layout, running
west to east along the south side of the parallel taxiway. These facilities include a
terminal area, aircraft parking aprons, Fixed Base Operator (FBO) facilities, general
aviation aircraft storage hangars, fuel storage facilities, and access roadways.
Aprons. The main aircraft parking apron at Boulder Municipal Airport is located south
of the parallel taxiway. This apron consists of approximately 284,000 square feet of
aircraft parking and movement space (1,420 feet by 200 feet).
Hangars and Aircraft Storage. The Airport has two facilities for Fixed Based Operators
(FBO). The FBO facilities are located on the south side of the runway, at the north end of
the primary general aviation apron. The layout and location of the various hangar types
are illustrated in Figure A3, entitled EXISTING AIRPORT LAYOUT.
The apron provides a total of 130 aircraft tiedown locations on paved areas and available
for leasing to airport tenants. Additional tiedowns are located on the turf area east of the
paved apron. The north side of the Airport, used solely for glider operations, currently
has 24 glider tiedowns, 42 glider-trailer parking positions, and 6 tow plane tiedowns.
The Airport has 8 T-hangar structures, which contain 10 storage units in each, with an
additional 10 maintenance/storage hangers located on airport property. The combined
square footage of these five hangers is approximately 173,700 square feet.
Glider Facilities. Currently, a commercial glider operator and two glider clubs are based
out of Boulder Municipal Airport. They share the parallel landing strip (Runway
8G/26G) and have their own tie down area. Landside facilities include an area north of
the landing strip, vehicle parking, and several clubhouse facilities for the glider
operations.
Boulder Municipal Airport
MASTER PLAN UPDATE A.10
Fuel Storage Facility. Currently, aviation fuels are stored in three (3) underground
storage tanks (USTs): two AvGas tanks have a storage capacity of 10,000 gallons each,
and the Jet A tank also has a storage capacity of 10,000 gallons. In addition, a new self-
serve fueling facility was installed at the Airport in 2005.
Automated Weather Observing System. The Airport is served by an Automated Weather
Observing System III Precipitation/Thunderstorm (AWOS III P/T), which was installed in
2001 and is located 2,400 feet west of the Runway 26 threshold, and 525 feet south of
the runway centerline. This facility measures the following weather parameters: wind
speed, wind gusts, wind direction, wind variable direction, temperature, dew point,
altimeter setting, density altitude, visibility, sky condition, and cloud height and type.
The system is also capable of tracking precipitation and thunderstorm activity within 30
miles of the Airport. The AWOS III provides a minute-by-minute update to airborne
pilots via VHF radio frequency. The radio frequency for Boulder Municipal Airport
AWOS III P/T is 118.825 MHz, with a telephone access number of (303) 541-9540.
Aircraft Rescue and Fire Fighting (ARFF) Facility. Boulder Municipal Airport currently
does not have on-airport fire fighting facilities, with the exception of typical safety
devices such as fire extinguishers. Airport fire protection services are provided by the
City of Boulder Fire Department. The nearest fire station is located approximately 2
miles southwest of the Airport. On-airport ARFF facilities are not required by the FAA at
general aviation airports.
Existing Ground Access and Parking Facilities
Ground Access. From a regional perspective, ground access to Boulder Municipal
Airport is provided by Airport Road (located just south of the Airport), by way of
Valmont Road and Colorado State Highway 157, which is located adjacent to the west
side of the Airport. Access to the airport’s glider facilities can be made north of the
Airport, on Independence Road.
Parking Facilities. There are several vehicular parking areas associated with the airport
facilities located adjacent to the terminal building/FBO facilities, as well as next to the
flight training school facilities and executive hangars. Parking facilities are also located
on the north side of the Airport, where the glider operations are located.
Airspace System/Navigation and Communication Aids
As with all airports, Boulder Municipal Airport functions within the local, regional, and
national system of airports and airspace. The following narrative provides a brief
description of Boulder Municipal Airport’s role as an element within these systems.
Boulder Municipal Airport
MASTER PLAN UPDATE A.11
Air Traffic Service Areas and Aviation Communications
Within the continental United States, there are some twenty-two geographic areas that
are under Air Traffic Control (ATC) jurisdiction. Air traffic services within each area are
provided by air traffic controllers in Air Route Traffic Control Centers (ARTCC). The
airspace overlying Boulder Municipal Airport is contained within the Denver ARTCC
jurisdiction. The Denver ARTCC includes the airspace in all of Colorado and portions of
Kansas, Nebraska, Wyoming, Utah, Arizona, and New Mexico.
Boulder Municipal Airport can be found on both the Denver and Cheyenne sectional
charts. Aviation communication facilities associated with the Airport include an
Aeronautical Advisory Station (UNICOM) on frequency 122.725 (Aviation Services), air
traffic control service (Denver Approach) on frequency 126.1, Boulder Automated
Weather Observing System (AWOS) on frequency 118.825, and FSS on frequency 122.2
and 122.4. Boulder Municipal Airport does not have an air traffic control tower.
Surrounding Terrain Description
The airfield property is located in the northeast portion of the City of Boulder, east of
and adjacent to Hayden Lake (approximately 250 feet from the threshold of Runway 08).
Rapidly rising terrain associated with the Rocky Mountains is located less than 4 miles
west of the Airport.
Airspace
The following illustration, AIRSPACE/NAVAIDS SUMMARY, depicts the surrounding
airports, local airspace, and navigational facilities in the vicinity of Boulder Municipal
Airport. Local airspace surrounding Boulder Municipal Airport is represented by a
combination of Class G and Class E airspace. Because Boulder does not have an existing
instrument approach, the Class G airspace that overlays the Airport extends from the
surface up to 1,200 feet above ground level (AGL). The floor of the Class E airspace
over Boulder is established at 1,200 feet AGL and extends upward to 18,000 feet above
mean sea level (AMSL). Radio communications and transponders are not required to
operate within these airspace areas under Visual Flight Rule (VFR) conditions; however,
Instrument Flight Rule (IFR) flights must be capable of communicating with air traffic
control (ATC), Denver Approach, and be Mode C Transponder equipped (capable of
reporting altitude).
The primary controlled airspace influence in the vicinity of Boulder Municipal Airport is
the Denver Class B Airspace, which is irregularly shaped and extends in concentric
circles around Denver International Airport. The Denver Class B Airspace consists of
controlled airspace extending upward from various floor elevations to a ceiling of 12,000
Boulder Municipal Airport
MASTER PLAN UPDATE A.13
feet AMSL, within which all aircraft are subject to specific operating rules (an ATC
clearance must be obtained to enter the airspace); specified requirements on pilot
qualification (a pilot must have a private pilot certificate or better; student pilots are
allowed in this airspace classification if they have approval from their certified flight
instructor and have had specialized instruction on flying in Class B airspace); and, aircraft
equipment (a transponder with automatic altitude reporting and a two-way radio).
Boulder Municipal Airport is located approximately 6 nautical miles west of the western
edge of the Denver Class B Airspace. In addition, a Mode C Veil is specified around
Class B airspace1, within 30 nautical miles (NMs) of the Class B airport (i.e., Denver
International Airport), and Boulder Municipal Airport is contained within this boundary.
An altitude reporting Mode C transponder is required within this area when operating
between the surface and 10,000 feet MSL. However, aircraft which were not originally
equipped with an engine driven electrical system (including gliders) are excluded from
this provision. In addition, radio communication with ATC is not required within the
Mode C Veil, as long as the aircraft remains outside of the Class B airspace.
Military airports, military operations areas, and restricted areas can also impact airspace
use in the vicinity of a civil airport. There is only one military airport within a 30 NM
radius of Boulder Municipal Airport, which is Buckley Air Force Base (AFB). Buckley
AFB is located approximately 23 NMs southeast of Boulder Municipal Airport. There are
no Military Operations Areas (MOAs) in the vicinity of the Airport; however, there is
National Security Area airspace located approximately 8 NMs south of Boulder Municipal
Airport. Within this circular area, which includes approximately 6,000 acres, pilots are
requested to avoid overflights below 6,500 feet MSL.
Navigational Aids
A variety of navigational facilities is currently available to pilots around Boulder
Municipal Airport, whether located at the field or at other locations in the region. Many
of these navigational aids are available to en-route air traffic as well. The navigational
aids (NAVAIDS) available for use by pilots in the vicinity of the Airport are Very High
Frequency Omnidirectional Range Station with Distance Measuring Equipment (VOR-
DME) and non-directional beacon (NDB) facilities, and these facilities are well positioned
to serve the users of the Airport.
A VOR-DME system transmits a very high frequency signal, 360 degrees in azimuth
oriented from magnetic north. This DME equipment is used to measure, in nautical
miles, the slant range distance of an aircraft from the navigation aid. The Jeffco VOR-
DME (115.4) is located approximately 8.5 NMs southeast of the Airport, the Denver
1 Criteria specified per Federal Aviation Regulations (FAR) Part 91.215.
Boulder Municipal Airport
MASTER PLAN UPDATE A.14
VOR-DME (117.7) is located approximately 29.0 NMs southeast of the Airport, and the
Kremmling VOR-DME (113.8) is located approximately 56.0 NMs west of the Airport.
A non-directional beacon (NDB) is an L/MF radio beacon transmitting non-directional
signals, whereby the pilot of an aircraft equipped with direction finding equipment can
determine his bearing to or from the radio beacon and track to or from the station. The
operation of the NDB is very simple; however, precisely flying an NDB approach can be
difficult. Therefore, NDB approach minimums are typically specified higher than other
types of non-precision approaches. The Casse NDB (260.0) is located approximately 39.0
NMs southwest of the Airport, while the Greeley NDB (348.0) is located approximately
32.0 NMs northeast of the Airport.
In addition, several existing visual navigational aids are located on the Airport and
available to pilots. These include a rotating beacon and a lighted wind cone with
segmented circle, which is located on the south side of Taxiway “A”, near the Taxiway
“A-4” connector. Three (3) additional wind socks are located in the vicinity of the east
and west ends of the Airport. In addition, Runway 26 is equipped with Visual Approach
Slope Indicators Lights (VASIs), which provide visual descent guidance, and are
configured for a 3.5-degree glide path angle.
There is also a network of low-altitude published federal airways (i.e., Victor airways) in
the vicinity of Boulder Municipal Airport, which traverse the area and span between the
regional ground-based VOR/DME and VORTAC equipment. Victor airways include the
airspace within parallel lines located 4 NMs on either side of the airway and extend 1,200
feet above the terrain to, but not including, 18,000 feet AMSL. When an aircraft is flying
on a federal airway below 18,000 feet AMSL, the aircraft is operating within Class E
airspace. In addition, the FAA has designated several VFR flyways located underneath or
adjacent to the Denver Class B Airspace. These flyways are designed to assist VFR pilots
in avoiding the major controlled traffic flows throughout the Denver area. The “south
flow” flyway that is located along the western edge of the Denver Metropolitan Area is
positioned approximately 5 NMs east of Boulder Municipal Airport, and extends
southward from Longmont to the Chatfield Reservoir. This corridor permits VFR traffic
to transit underneath the western boundary of the Denver Class B Airspace without
requiring Air Traffic Control (ATC) clearances.
Boulder Municipal Airport does not currently have a published instrument approach.
However, the FAA is in the process of certifying and implementing new Global
Positioning System (GPS) instrument approach technology [i.e., both Wide Area
Augmentation Systems (WAAS) and Local Area Augmentation Systems (LAAS)], and the
cost of establishing new or improved instrument approaches at airports will be
significantly reduced.
Boulder Municipal Airport
MASTER PLAN UPDATE A.15
Navigation and communication aids will be evaluated in detail in following chapters, and
future recommendations will be identified.
Noise Abatement Procedures
There are several voluntary Noise Abatement Approach and Landing Departure and
Pattern Procedures at Boulder Municipal Airport. Generally, aircraft operators are
requested to avoid flying above the more densely populated residential areas. These
areas are indicated in Figure A5, AIRPORT TRAFFIC PATTERNS. Generally, they include
areas northwest and southwest of the Airport, unless an altitude of 7,500 feet or higher is
maintained. Additionally, all downwind legs should be south of Jay Road. The general
traffic pattern altitude is 6,300 feet above mean sea level (AMSL) (1,000 feet above
ground level [AGL]).
Aircraft are requested to comply with the following procedures, unless weather
conditions or aircraft limitations are present:
• All traffic pattern entries should be conducted in conformity with the City of
Boulder Airport Noise Abatement procedures. All aircraft should be flown at or
above 7,500 feet MSL over noise sensitive areas (outside of the traffic pattern)
and at reduced power settings. These areas should be avoided when possible.
Please ask for a copy of the City’s procedures if you are not familiar with these
areas.
• All downwind legs should be south of Jay Road and all base legs should be east
of 30th Street for Runway 08 landings.
• Pilots are requested to operate their aircraft at the most reduced power settings
in the airport traffic pattern or while entering the pattern consistent with safety.
This should result in a reduced number of extended final approaches.
• Pilots should climb to at least five hundred feet AGL after takeoff before turning
crosswind. All runway 08 departures should be straight out to the east. The
Gunbarrel area should be avoided on departure.
• Runway 08 should be used for most operations (except night landings) and
recommended when the wind is less than 5 knots from the west and expected to
remain less than 5 knots, at the pilot’s discretion and consistent with safe
operating procedures.
• Pilots are requested to avoid making touch and go landings at Boulder Municipal
Airport before 8 a.m. and after 5 p.m.
Boulder Municipal Airport
MASTER PLAN UPDATE A.17
• Pilots using Boulder Municipal Airport are requested to avoid flight operations
between 11 p.m. and 7 a.m.
• Straight in approaches to Runway 26 are recommended at night (winds and
weather permitting).
• Early morning flight operations (before 7 a.m.) are discouraged. Early morning
departures are requested to depart straight out to the east, reducing power setting
consistent with safe operating procedures.
These procedures became effective in 1995 (August 1), and are published on the
Airport’s website.
The Airport also has existing systems in place for addressing and documenting aircraft
noise reports that are received. Aircraft noise reports are directed to the Airport
Manager’s office. If staff is present, the call is taken, logged into the database, and
responded to in the appropriate manner. If staff is not available to take the call, the
voicemail service records the aircraft noise report and it is later entered into the data base
and responded to by the Airport Manager. Aircraft noise reports can also be submitted
through the Airport’s Webpage. The aircraft noise reports database was started in 1987,
and approximately 2145 complaints have been received to date, an average of 119
complaints per year.
Wildlife Overflight Issues
In order to protect the nesting and roosting sites of raptors (prairie falcons, peregrine
falcons, golden eagles, and osprey), the City of Boulder requests that aircraft and gliders
voluntarily avoid flying near these areas to limit potential disturbance from February 1st
through July 31st each year. The areas that pilots are requested to avoid are depicted on
Figure A6, SEASONAL RAPTOR CLOSURE AREAS.
Boulder Municipal Airport
MASTER PLAN UPDATE A.19
Airport Environs
Boulder Municipal Airport is located within the city limits of Boulder, and adjacent to
unincorporated Boulder County. Because the operation of an airport influences
surrounding land use and surrounding land use has an influence on the operation of an
airport, it is critical in any airport planning study to gain an understanding of existing and
proposed land use types in the area near the airport. The following text and illustrations
describe existing land use, existing zoning, and future land use in the airport environs.
Existing Land Use and Zoning
Generally, the land to the east and directly west of the Airport is characterized as open
space. Open space designations highlight that the long-term use of the land is planned
to serve one or more open space functions, and may not reflect the current use of the
land while in private ownership. Several residential properties are located north of the
Airport, and two mobile home communities are located to the south and southwest of
the Airport. Additionally, a jail complex is located south of the Airport.
The City has established an Airport Influence Overlay Zone and associated regulations
that provide regulation for the types of development on the area surrounding the Airport
to ensure compatible land uses in close proximity to the Airport. The use of the land
within this airport influence overlay zone affects the safe and efficient operation of the
Airport and aircraft that use the Airport, as well as affects the influences from airport
operations such as noise, vibrations, fumes, dust, smoke, fuel particles, and other
annoyances. Boulder Municipal Airport currently has four zones with respect to the
Airport Influence Overlay Zone, shown on the illustration entitled AIRPORT INFLUENCE
OVERLAY ZONE MAP. The four zones are listed as having the following guidelines:
• Zone Four: An avigation easement may be required as a condition of obtaining a
new building permit, and all new utility lines will be placed underground.
• Zone Three: An avigation easement may be required as a condition of obtaining
a new building permit, and all new utility lines will be placed underground. All
applications for development will be submitted to the Airport Manager for
review and comment.
• Zone Two: An avigation easement may be required as a condition of obtaining a
new building permit, and all new utility lines will be placed underground. No
new residential use is permitted, including nursing homes, group homes,
congregate care facilities, group care facilities, and residential care facilities.
Schools, hospitals, churches, libraries, hotels/motels, and day care facilities will
be permitted only if permitted by the underlying zoning and determined to be
situated and designed in a manner that alleviates safety concerns. All
Boulder Municipal Airport
MASTER PLAN UPDATE A.21
applications for development will be submitted to the Airport Manager for
review and comment.
• Zone One: No new construction will be permitted with the exception of airport
construction. All new utility lines will be placed underground.
Another factor to consider with respect to land use compatibility is the potential for
interference with navigation such as large objects in the flight path or safety zones and
lighting that may reduce visibility and confuse or disorient pilots. The existing land use
pattern in the area surrounding the Airport is generally compatible with airport
operations. Hayden Lake has some large tree growth; however, the area is monitored
and plant material that is determined to be an aviation hazard is trimmed to meet FAA
requirements.
The Boulder County Land Use Code identifies airport hazards as “any structure, object of
natural growth, or use of land which obstructs the airspace required for the flight of aircraft in landing or
taking off at an airport, or is otherwise hazardous to such landing or takeoff of aircraft.” Additionally,
the Boulder County Land Use Code provides specific language with respect to Airport
Protection Surfaces.
Existing Zoning
The following illustration, entitled GENERALIZED EXISTING ZONING MAP, provides a
general idea of the land use zoning pattern in the area surrounding the Airport. The area
illustrated encompasses portions of both the City of Boulder and unincorporated
Boulder County, with the map depicting the zoning for both jurisdictions.
Zoning is the public regulation of the use of land. It involves the adoption of ordinances
that divide a community into various districts or zones. Each district will allow a certain
use of land within that zone, such as residential, commercial, and industrial (and many
others). Typical zoning regulations address such things as the height of a building,
number of people that can occupy a building, lot area, setbacks, parking, signage, and
density.
Review of the existing land use types in the vicinity of the Airport reveals that the
predominant land use for the Airport is classified as a P-E, defined by the City of Boulder
as an established public use area where development is stable and few changes are
anticipated or encouraged. Additional land uses within the area surrounding the Airport
include:
Boulder Municipal Airport
MASTER PLAN UPDATE A.23
Commercial/Business/Industrial
• IG-D: Developing industrial manufacturing area primarily used for research,
development, manufacturing, and service industrial uses in buildings on large
lots.
• TB-D: Transitional business areas, which have been or are to be, primarily used
for commercial and complementary residential uses, including, without
limitation, temporary lodging and office uses.
• IM-D: Developing industrial manufacturing areas primarily used for research,
development, manufacturing, and service industrial uses in buildings on large
lots.
• IS-D: Developing service industrial areas primarily used to provide to the
community a wide range of repair and service uses and small-scale manufacturing
uses.
Residential
• MH-E: Residential mobile homes in an established area where development is
stable and few changes are anticipated or encouraged.
• MR-D: Medium density residential areas, which have been or are to be, primarily
used for attached residential development, where each unit generally has direct
access to ground level, and where complementary uses may be permitted under
certain conditions.
Future Land Use Planning
The future land use for the area surrounding Boulder Municipal Airport is depicted in
Figure A9, GENERALIZED FUTURE LAND USE. This information was taken from the
City of Boulder’s Planning and Development Services website and the Boulder Valley
Comprehensive Plan Land Use Map (November 2001).
The Boulder Valley Comprehensive Plan is a joint planning effort between the City of
Boulder and Boulder County. It provides for shared land use decision making in the
region by providing future growth and development guidance for the City of Boulder
and county land that borders the City. The plan outlines the long-term future
development pattern and sets the City of Boulder’s land use and development policy to
guide day-to-day development review decisions. Additionally, it is an important and
effective tool to help manage the growth of Boulder.
Boulder Municipal Airport
MASTER PLAN UPDATE A.25
The area covered under the Comprehensive Plan consists of Boulder Valley, generally
defined as those areas bound by the mountains on the west, 95th Street on the east,
Davidson Mesa and the Coal Creek drainage on the southeast, the county line to the
south, Mineral Road on the northeast, and Neva Road and Niwot Road on the north.
The City of Boulder has implemented growth management tools to control the scale,
location, type, intensity, and timing of new development and redevelopment in order to
achieve community goals and policies. The City and County retain a strong desire to
preserve and enhance the physical, social, and economic assets of the community, and
are focused on maintaining a community that is healthy, vibrant, and sustainable for its
current and future generations. Furthermore, the City of Boulder is committed to
improving resource conservation practices in all city operations, and will integrate
environmental impact considerations in all decision making processes.
Additionally, the Boulder Valley Comprehensive Plan maintains that Boulder Municipal
Airport “shall continue as a small-scale general aviation airport. The City shall seek to
mitigate noise, safety, and other impacts of airport operation while assuring that new development in
proximity will be compatible with existing and planned use of the airport.”
The Airport will continue to maintain the Public land use designation. The Boulder
Valley Comprehensive Plan designates this land use for a wide range of public,
private, and non-private uses that provide a community service, including municipal and
public utility services (such as the Airport, water reservoirs, and water/wastewater
treatment facilities). Other uses can include educational facilities, government offices,
libraries, jails, government laboratories, cemeteries, churches, hospitals, retirement
complexes, and other uses as allowed by zoning.
Wildlife Issues
In addition to the previously discussed raptor overflight issues, Boulder Municipal
Airport also monitors the influence of prairie dog habitat on aviation.
The City of Boulder has been committed to protecting prairie dogs since 1999, after
several events during the 1990s raised awareness about the importance of prairie dogs in
the grassland ecosystem, and their vanishing habitat. Numerous prairie dog management
techniques have been implemented at Boulder Municipal Airport in order to protect
prairie dogs and maintain the safety for pilots and their aircraft, and to ensure that safety
mandates from the FAA are met. In the past, the Airport installed chain-link fencing
(four feet in height) around certain portions of the Airport to reduce encroachment by
prairie dogs and other wildlife. Most recently, the Airport has filled the holes left by
vacated prairie dogs.
Boulder Municipal Airport
MASTER PLAN UPDATE A.26
The City of Boulder holds three goals that should be utilized when considering strategies
to protect wildlife in the urban area:
• Goal 1: Protect the biodiversity and overall health of natural ecosystems,
focusing on native species.
• Goal 2: Utilize an ecosystem management approach to the protection of city-
owned natural lands in all policy decisions.
• Goal 3: Encourage humane treatment of wildlife in the management of conflicts
between wildlife and human safety uses.
Financial Inventory
The primary goal of this task is to gather materials that summarize the financial
management of the Airport. In addition, it is important to develop an understanding of
the financial structure, constraints, requirements, and opportunities for airport activities
as related to the development of a capital improvement program. The documents that
have been gathered and reviewed for this financial inventory will be used to formulate a
reasonable and financially sound Capital Improvement Program, with which to fund
projects identified in the master planning process.
An airport is both a public service and a business, and must be operated as both.
Financial assistance to public airports is often provided by the city, county, state, federal,
and private sources, where available. In return, the airport provides jobs and supplies
economic benefits to the area that it serves, as well as providing a major element of the
public transportation system. This is the public service component. From a business
standpoint, the airport has the ability to generate certain revenues and, therefore, the
obligation to do so. The most successful and satisfactory method of accomplishing this
is through a combination of fair and equitable fees and charges associated with the use of
airport facilities. It is a federal requirement that airport generated revenues be used at
the airport. Airport revenues can be derived from leases, rental rates, airfield fees and
charges, airlines, cargo operators, and other operating revenue.
In consideration of these issues, the Airport’s financial statements have been gathered
for fiscal years 1999 through 2002. A review of the financial documentation for Boulder
Municipal Airport indicates that the Airport is operationally self-supporting. The
Airport is operated as an enterprise fund, with its income and expenses held separately
from other City of Boulder funds. Major sources of revenue for the Airport include:
leases, rents and royalties, miscellaneous charges for service, and interest from pooled
investments, including federal and state grants.
Boulder Municipal Airport
MASTER PLAN UPDATE A.27
Table A1
REVENUE AND EXPENSE SUMMARY, 1999-2002
Boulder Municipal Airport Master Plan Update
Year Revenues Expenses
1999 $310,481 $280,445
2000 $378,529 $318,326
20011 $2,126,879 $2,120,458
2002 $476,808 $458,336
Source: Airport staff from audited airport financial records.
1. This number includes both State and Federal Airport
Improvement Plan (AIP) funds. Over $1.7 million dollars in
Federal funds was largely responsible for the high revenues and
expenses in this year.
For example, in 2001, a State of Colorado Division of Aeronautics grant ($30,000) was
received to assist with the installation of the Automated Weather Observing System
(AWOS III P/T). The Airport’s share was $62,500 for the AWOS-III P/T system. In
addition, the Airport’s 2002-2008 Capital Improvement Program, on file with the FAA
and the State of Colorado Aeronautics Division, has also been received and reviewed.
The following improvements are listed on the Capital Improvement Program for
Boulder Municipal Airport:
• Rehabilitate Medium Intensity Runway Lights (MIRL) COMPLETE
• Rehabilitate Medium Intensity Taxiway Lights (MITL) COMPLETE
• General Aviation Apron security and lighting ONGOING
• Master Plan Update ONGOING
• Seal Pavement Cracks ONGOING
• Apron Overlay (Phase 1) FUTURE FAA/STATE PROJECT
• Apron Overlay (Phase 2) FUTURE FAA/STATE PROJECT
• Rehabilitate Taxiway FUTURE FAA/STATE PROJECT
• Construct Equipment Building FUTURE FAA/STATE PROJECT
The current CIP on file with the FAA covers seven years and programs a total estimated
expenditure of $2,541,110, with the local share expected to be approximately $187,425,
the FAA’s federal share will be approximately $849,500, and the State of Colorado
Department of Aeronautics’ share to be $187,425. It should also be noted that the
Boulder Municipal Airport
MASTER PLAN UPDATE A.28
current CIP will be updated in conjunction with the revised project list that is prepared
for this Master Plan Update.
Airport Lease Review
The City of Boulder executes more than 30 leases for the use of land, hangars, and tie-
downs at Boulder Municipal Airport. The city’s goal within the airport leasing program
is to remain financially self-sufficient while developing and maintaining quality, long-
term capital improvements identified in the Airport Master Plan to support airport users
and operations. The city is currently reviewing its leasing program to evaluate how well
it is meeting this goal, as well as to ensure fair and equitable practices.
Upon initial review, the majority of the leases include typical provisions set forth to
ensure that the City of Boulder can collect reasonable compensation for the lease of land
and facilities at Boulder Municipal Airport. A general listing of these provisions is listed
as follows:
1) Lease rate escalation clauses
2) Reasonable lease term lengths
3) Property reversion clause
4) Insurance requirements
5) Maintenance requirements
6) Termination provisions
In reference to the property reversion clause, the majority of the Airport’s leases specify
that the ownership of new buildings or hangars constructed on the Airport must transfer
to the City of Boulder upon their completion. Due to the typical methods of financing
and investment considerations associated with hangar development on airports, it is
recognized that the Airport’s existing property reversion clause has limited the
construction of new aircraft storage facilities at Boulder Municipal Airport. A more
typical arrangement is for private developers to retain ownership of the hangar for the
term of the lease (e.g., 20 to 30 years), with the leasehold improvements becoming the
property of the Lessor (i.e., the City of Boulder) at the end of the lease term, at the
discretion of the Lessor. Extending lease terms past the current 20-year maximum
should be considered if the city wishes to encourage private development to replace its
aging facilities. A review of neighboring airports found that a 30-year lease is a more
common practice when development is being funded by private sources.
Lease terms of 3 years or more would still be sent to City Council for approval, and all
site plans for the hangar, apron/taxiway construction, grading, drainage, and other
Boulder Municipal Airport
MASTER PLAN UPDATE A.29
improvements would continue to be reviewed and approved by the City of Boulder prior
to construction.
In addition to examining lease terms, the City of Boulder is also reviewing its lease
renewal process. It was found that many leases are in holdover status for months or
years before a new lease is signed. This reduces the effectiveness of the leasing program
in regards to managing occupancy rates, income, and maintenance. Part of the problem
was due to confusion regarding a new state-wide Possessory Use Tax, which places a tax
on businesses that are making a profit on public land, based on the amount of their land
lease. Initially, tenants were reducing their tax by remaining in month-to-month leases
but the Boulder County Assessors Office said that the courts have dictated month-to-
month leases are viewed the same as a 1-year lease.
Boulder Municipal Airport is also responsible for meeting the requirements set forth in
the FAA Airport Improvement Program, which includes compliance with the Wendall H.
Ford Aviation Investment and Reform Act for 21st Century (AIR-21), the 49 CFR, and
the United States Code (USC). When airport owners or sponsors, planning agencies, or
other organizations accept funds from FAA-administered airport financial assistance
programs, they must agree to certain obligations (or assurances). These obligations
require the recipients to maintain and operate their facilities safely and efficiently and in
accordance with specified conditions. The duration of these obligations depends on the
type of recipient, the useful life of the facility being developed, and other conditions
stipulated in the assurances.
One such assurance that needs to be examined more closely by the Airport is the
enforcement of aviation-related use. Land and facilities on Airport property must be
used for aviation-related purposes only, unless previously released by the FAA. Periodic
and unannounced “Field Audits” are conducted by the FAA to ensure compliance with
grant assurances.
Evaluation of Rates, Fees, and Charges
The following table, entitled SUMMARY OF AIRPORT FEES, presents a listing of fees for
Boulder Municipal Airport and various airports in the immediate vicinity of Boulder.
Fees associated with the operation of the Airport are identified, reviewed, and compared
to other airports in the region to assess their “competitiveness”, though this is not
intended to serve as an in-depth comparative market survey. The intent of this effort is
only to provide a summary of fees at Boulder Municipal Airport in comparison to
adjacent airports within the region. Subsequent reviews of the fee structure at Boulder
may indicate the need to raise certain rates, or implement fees not currently charged.
However, the sponsor typically makes decisions concerning the level of airport fees with
input from the airport’s tenant and user community. The goal is to establish fees at a
Boulder Municipal Airport MASTER PLAN UPDATE A.30 Table A3 SUMMARY OF EXISTING AIRPORT FEES(1) Boulder Municipal Airport Master Plan Update Ground Leases Average Tiedown Fee Average Montly Aircraft Hangar Rent Airport/ Location Improved(/ft2/yr) Unimproved (/ft2/yr) FBO Revenue (% of Gross)Fuel Flowage Fee Monthly Nightly (Small) (Large) Boulder Municipal/ Boulder, CO $0.30(2) $0.127(2) 20%(3) $0.06 $39 $5 $200-260 N/A Centennial/ Englewood, CO N.A. $0.05/FBO $0.29/Non 25%(6) $0.10 $100 $10 $350 $475 Front Range/ Watkins, CO $0.34 $0.23 Varies(5) $0.05 $55 $5 $280-380 N/A Ft. Collins-Loveland/ Fort Collins, CO $0.30 $0.30 1% $0.06 $25 single $35 twin $2.50 $120-255 N/A Greeley-Weld County/ Greeley, CO $0.18 $0.18 None $0.06 $30 $30 $170 N/A Jeffco/ Denver, CO (4) $0.3347 $0.2109 None $0.06 100ll $0.08 JetA $75 N.A. $198-266 $343 Vance Brand/ Longmont, CO $0.1825 $0.1825 10% $0.06 $35 single $45 twin $7 single $9 twin $215-385 $700(7) National Average (4) $1.46 $0.35 N.A. N.A. $54.05 $7.69 $203.80 $463.30 Sources: American Association of Airport Executives Airport Rates & Charges Survey 2001-2002 Volume 4 (General Aviation), American Association of Airport Executives Survey of Airport Rates & Charges 1999/2000 Volume 2 (General Aviation). N.A. Not Available. N/A Not Applicable. (1) Information was obtained from the City of Boulder Staff. (2) In addition to standard construction costs, the City of Boulder imposes both development and permitting fees. (3) 20% applies only to tiedown fee revenue. No other revenue has a fee associated with it. (4) Information was obtained from 1999/2000 survey document. (5) Charges or percentage varies with the item. (6) 25% reflects tie-down rate. Other revenue is charged at a 3-10% rate. (7) 2,000 square foot hangar.
Boulder Municipal Airport
MASTER PLAN UPDATE A.31
level that will support airport operations and that is fair and equitable to tenants and
users.
Overall, the existing airport fees for Boulder are on par with those for surrounding
airports within the region, with the rental rate for unimproved ground being slightly
higher than neighboring airports, but lower than the national average.
Issues Inventory
Identification of the current and future planning issues, which may impact the use of a
public facility, is an important step in the planning process. This is particularly true of an
airport where infrastructure investment is great, where the issues are complex, and where
the entire airport facility, along with its environs, should be planned in unison to
minimize incompatibility between the airport and its surroundings.
The following list identifies the most significant issues facing Boulder Municipal Airport.
Some of these issues have been gleaned from the meetings conducted in Boulder early in
the planning effort, some from specific information gathered during the inventory
process, while others relate to general airport planning principles. A goal of this plan is
to evaluate these, along with other issues that will arise, and incorporate them into the
formulation of the future plans for Boulder Municipal Airport:
• Understanding of existing/future Airport demand
• The Airport’s role in the local economy and in the general aviation marketplace
• Airport compatibility with surrounding community
• Aircraft noise
• Airport infrastructure development
• Economic impact of operating the Airport
• General Aviation security measures
• Aircraft storage, current hangar use, and analysis of current leasing practices
• Aircraft flight paths
• Airport impact on wildlife
• “Right-sizing” the Airport for the community and defining its niche
• Maintain financial self sufficiency of the Airport
• Minimize noise impacts on residents and conduct flight pattern analysis
Boulder Municipal Airport
MASTER PLAN UPDATE A.32
• Evaluate airport environmental issues (i.e., aircraft noise, overflight of raptor
nesting areas, prairie dog habitat expansion)
Boulder Municipal Airport
Master Plan Update B.1
Forecasts of Aviation Activity
Introduction
Forecasting is a key element in the master planning process. The forecasts are essential for
analyzing existing airport facilities and identifying future needs and requirements of the
facilities. Forecasting, by its very nature, is not exact, but it does establish some general
estimates for future aviation activity levels and provides a defined rationale for various
changes at the Airport as demands increase or decrease. The amount and kind of aviation
activity occurring at an airport is dependent upon many factors, but is usually reflective of
the services available to aircraft operators, the meteorological conditions under which the
airport operates (daily and seasonally), the businesses located on the airport or within the
community the airport serves, the general economic conditions prevalent within the
surrounding area and the location of the airport relative to the service area population.
Aviation activity forecasting generally commences by utilizing the present time as an initial
point, supplemented with historical trends obtained from previous years’ activity and
recorded information. This data has evolved from a comprehensive examination of
historical airport records from airport personnel, Colorado Statewide Airport Inventory and
Implementation Plan, FAA Form 5010-1 data, FAA Terminal Area Forecasts (TAF), FAA Aerospace
Aviation Forecasts Fiscal Year 2003-2014 and the 1992 Boulder Municipal Airport Master Plan
Update (approved in 1994). These documents were assembled in different years, making the
base year data quite variable, and emphasizing the need for establishing a well-defined and
well-documented set of base information from which to project future aviation activity
trends.
Prior to an examination of current and future activity levels at the airport, there are several
conditions and assumptions that should be noted that form the basis or foundation for the
development of the forecasts contained here. These variables represent a variety of
physical, operational and socioeconomic considerations, and to varying degrees relate to
and affect aviation activity at Boulder Municipal Airport.
Boulder Municipal Airport
Master Plan Update B.2
Weather Conditions
The most current and complete set of weather data available for Boulder Municipal
Airport was obtained for the area (i.e., JeffCo Airport located in Broomfield, CO) and
analyzed. With the exception of very few days annually, the airport is not adversely
affected by poor weather conditions. Visual Flight Rules (VFR) meteorological conditions
are experienced, on average, approximately 92% of the time annually. Therefore, aircraft
can operate at the airport on a regular basis throughout the year, with limited interruption
due to weather. The potential negative impact of poor weather conditions on the
operational capability of the airport will be further analyzed in the following chapter
(FACILITIES REQUIREMENTS) of this document.
Socioeconomic Conditions
Historically, the socioeconomic conditions of a particular region impact aviation activity
within that region. The most often analyzed indicators are population, employment, and
income.
Population. Boulder County and all of the communities that lie within the county limits
experienced significant population growth during the latter half of the 20th century. The
City of Boulder had tremendous growth between 1950 and 1970. According to the US
Census Bureau, the City of Boulder had a population increase of almost 89 percent
between 1950 and 1960, and 77 percent during the following decade. As a result, the City
adopted measures to slow growth by limiting residential development within the City
limits. While the city’s population has continued to rise, population growth is at a
considerably slower rate than previous decades. It is important to note that the
communities surrounding Boulder, such as Louisville, Lafayette, Broomfield, Longmont,
Superior, and Erie have experienced significant growth over the past 10 years, and are
projected to continue to grow.
The following table, entitled POPULATION PROJECTIONS 2000 to 2025, provides a summary
of the population information for the City and County of Boulder, State of Colorado, and
the Denver metropolitan region.
Boulder Municipal Airport
Master Plan Update B.3
Table B1
POPULATION PROJECTIONS, 2000 to 2025
Boulder Municipal Airport Master Plan Update
2000 2025
Total growth
over 25 years
Average
Annual
Growth Rate
City of Boulder1 113,9172 134,550 20,6333 0.2%
Boulder County4 271,051 362,643 91,592 1.16%
Colorado4 4,335,540 6,652,082 2,316,542 1.72%
Denver Metro5 2,429,208 3,525,987 1,096,779 1.45%
Source: BARNARD DUNKELBERG & COMPANY.
1. City of Boulder Service Area (Areas 1 and 2)
2. 2002 Population estimate
3. Total growth over 24 years
4. Colorado Department of Local Affairs Demography Section
5. Colorado Department of Local Affairs Demography Section – Region 3: includes the following counties surrounding the Denver
metropolitan area: Adams, Arapahoe, Broomfield, Boulder, Clear Creek, Gilpin, Denver, Douglas, Jefferson County
As the above table highlights, the City of Boulder and its service area have a population of
113,917 people in 2002, and is projected to increase by 20,633 people by the year 2025 (to
a total population of 134,550 people). According to data compiled by the Colorado
Department of Local Affairs Demography Section, Boulder County had approximately
271,051 people in 2000 and is forecast to have 362,643 people in 2025 (an increase of
91,592 people).
Employment. According to the City of Boulder Planning and Development Services, total
employment (all full and part-time jobs) for the City of Boulder was 104,030 in 2001. In
2025, approximately 147,460 jobs are forecast, an increase of approximately 1,808 jobs per
year (43,400 jobs over the 24 year forecast period).
Income. Data from the 2000 US Census indicates that the per capita income for the City of
Boulder was $27,262. The per capita income for Boulder County, State of Colorado and
the United States was $28,976, 24,049 and $21,776 respectively. The median family
income for the City of Boulder was $55,883 in 2000 and $70,572 in Boulder County.
Community/Airport Location and Potential
Boulder and the surrounding area, with its numerous educational and recreational
opportunities, tourist activities, and affluent population base, provide a strong and
definable market area for continued business and recreational flying opportunities, as well
as glider activity. The Airport is in a position to continue to support the economic vitality
Boulder Municipal Airport
Master Plan Update B.4
of the community and the City is committed to ensuring its use is a positive benefit to the
community.
While the City of Boulder is focused on managing population growth, the area
surrounding Boulder is growing substantially. Therefore, many of the residents of these
surrounding communities, in addition to Boulder residents, have convenient access to the
existing corporate and recreational aviation opportunities at the Airport.
Recreational flying opportunities are well served at the Airport due to the fact that several
of the other airports in the area are better suited to cater to more business-related aviation
activity that is typically conducted by larger and higher performance general aviation
aircraft. The following table, entitled AIRPORTS WITHIN 30-MILE RADIUS provides
comparative facility, based aircraft, and operational data on surrounding airports in the
vicinity of Boulder. It should be noted that the aircraft representing the “higher end” of
the general aviation sector are not entirely restricted from operating at Boulder; however,
existing site development considerations, such as runway length, pavement strength, and
airfield design standards combine to limit their operational capability at the Airport.
Boulder Municipal Airport Master Plan Update B.5 Table B2 AIRPORTS WITHIN 30-MILE RADIUS Boulder Municipal Airport Master Plan Update Total Average Distance to Airport Aircraft Based Operations Airport Airport Instrument Airport Name City Boulder Identifier Storage Aircraft SE ME Jet Helicopter GL UL per Day Use Ownership ATCT Approach Boulder Municipal Airport 1 Boulder --- BDU Tiedowns 190 125 20 0 0 45 0 165 Public City of Boulder No No Denver International Airport Denver 28 NMs ESE DEN Hangars 5 0 2 3 0 0 0 1,509 Public City & County of Denver Yes Yes Erie Municipal Airport Erie 8 NMs ESE 48V Hangars &Tiedowns 204 194 5 0 1 0 4 197 Public Town of Erie No Yes Fort Collins-Loveland Municipal Airport Fort Collins 26 NMs NNE FNL Hangars & Tiedowns 245 211 6 8 4 2 14 331 Public City of Fort Collins & Loveland No Yes JeffCo Airport Denver 9 NMs SSE BJC Hangars & Tiedowns 460 352 70 30 8 0 0 514 Public Jefferson County Yes Yes Platte Valley Airpark Hudson 24 NMs E 18V Hangars & Tiedowns 26 25 1 0 0 0 0 79 Private Platte Valley Airpark Limited No No Vance Brand Airport Longmont 8 NMs NNE 2V2 Tiedowns 339 274 42 0 7 0 16 274 Public City of Longmont No Yes Source: Website: www.airnav.com 1. The based aircraft counts and operational data reflect actual counts from year 2005. SE: Single Engine ME: Multi-Engine Jet: Business Jet GL: Glider UL: Ultralight ATCT: Air Traffic Control Tower
Boulder Municipal Airport
Master Plan Update B.6
Economic Impact
Boulder Municipal Airport is recognized as a vital community asset that contributes to the
stability and future of the area’s economy. The Airport has been self-sufficient from a
financial standpoint for many years, requiring no additional funding from the city of
Boulder.
The Colorado Aeronautics Division conducted a study in 2003 that measured the
Economic Impact of Airports in Colorado. According to that study, the Boulder
Municipal Airport created 675 jobs (full and part time combined), and generated
$24,033,000 in wages (the full payroll expended for employees, including all taxes and
benefits). These economic benefits include both direct and indirect jobs, wages and
revenues. Additionally, the Airport generated $56,986,000 in economic activity. The
Airport is supported by numerous aviation-related facilities, including commercial glider
operators, recreational glider clubs, aircraft maintenance, flight training,
business/corporate activity, and recreational flying. In addition to the recreational and
sport-use flying activity, the Airport is conveniently located to serve a variety of business
and executive flying purposes.
Negative or Neutral Factors
As a general comment, the airport has very few negative factors and is in an enviable
position due to its many positive features and conditions. However, there are some factors
that can and do have a negative impact on the airport and the aviation industry, and these
must be considered in the planning process.
The first issue is associated with the continued industry-wide aviation recovery efforts
following the September 11, 2001 terrorist attacks. With the focus of the attacks directly
involving the aviation industry, their impact rippled throughout the economy on the heels
of the economic recession that began in early 2000. One of the beneficiaries of “Post
9/11” impacts on commercial air travel has been the business/corporate sector of the
general aviation industry. Fractional and corporate aircraft ownership of business-use
aircraft continues to expand due to increased travel times and inconvenience associated
with commercial air travel that has resulted from the increased security requirements.
Boulder Municipal Airport
Master Plan Update B.7
The second issue is the overall condition of the general aviation industry in the United
States. Beginning in 1978, the general aviation industry experienced a significant recession,
and the FAA has identified several factors that contributed to this prolonged downturn.
These included three (3) economic recessions, two (2) fuel crises, the enactment of the
Airline Deregulation Act of 1978, the repeal of the GI Bill, and the repeal of the investment
tax credit.
More recently, the impacts to general aviation include the expense of owning and
operating an aircraft (i.e., costs of insurance, fuel, and maintenance), competition from
commuter airlines in the more open aviation market since airline deregulation, changes in
disposable discretionary income, increases in air space restrictions affecting fair-weather
flying, reductions in personal leisure time, and shifts in personal preference as to how
leisure time is spent. These factors have significantly influenced the single-engine light
aircraft segment of the industry in particular. In response, the general aviation industry has
been focusing more on the business aircraft operator and less on the recreational operator.
There are also a number of bright spots having a positive impact in certain segments of the
general aviation industry. They include the passage of the General Aviation Revitalization
Act of 1994 that provides an eighteen (18) year limit on product liability lawsuits against
general aviation aircraft and component manufacturers. This legislation has caused
renewed interest and optimism among U.S. aircraft manufacturers, who are either,
reentering the single engine aircraft market after several years’ absence, or is increasing
future production schedules to meet expected renewed demand. The growth in the
amateur-built aircraft market, and the strength of the used aircraft market, indicate that
demand for inexpensive personal aircraft is still relatively strong. Additionally, operations
at non-towered U.S. airports has increased, supporting the belief held by many that much
of the smaller general aviation sector has been forced out of towered airports because of
the increased business and corporate general aviation activity and/or commercial air carrier
activity that is typically associated with towered facilities.
The FAA’s efforts to aid general aviation revitalization include streamlining the certification
process for new entry-level aircraft and implementing measures to provide regulatory relief
and reduce user costs (i.e., reduced rules, improving the delivery of FAA services by
decreasing excess layers of management, and the elimination of unneeded programs and
processes). Groups such as the Aircraft Owners & Pilots Association (AOPA) and the
National Aeronautics and Space Administration (NASA) are sponsoring programs that
aggressively promote the benefits of general aviation and learning to fly.
Boulder Municipal Airport
Master Plan Update B.8
Historical and Existing Aviation Activity
A tabulation of the Boulder Municipal Airport’s historical aviation activity since 1990 is
presented in Table B3, entitled HISTORICAL AVIATION ACTIVITY, 1990-2003. This table
presents a summary of historic aviation activity at the Airport, which includes four
categories of aircraft operations, as well as total operations.
Table B3
HISTORICAL AVIATION ACTIVITY, 1990-2003
Boulder Municipal Airport Master Plan Update
Year
Air Taxi
Operations
Itinerant GA
Operations
Local GA
Operations
Military
Operations
Total
Operations
1990 771 27,327 74,203 28 102,330
1991 696 24,681 67,017 25 92,419
1992 809 28,552 77,528 29 106,915
1993 811 28,742 78,046 29 107,629
1994 759 26,910 73,070 28 100,767
1995 770 26,408 71,710 20 98,908
1996 619 21,926 59,536 22 82,103
1997 673 22,391 60,857 20 83,941
1998 696 24,681 67,019 25 92,422
1999 654 23,164 62,898 24 86,739
2000 509 18,051 49,014 19 67,592
2001 528 18,727 50,851 19 70,126
2002 550 19,491 52,925 20 72,986
2003 535 18,224 49,483 20 68,262
Source: Boulder Municipal Airport Personnel with data collected from FAA Airport Master Record Form 5010, and glider tow plane
records.
As the table indicates, total aircraft operations (an operation is defined as either a takeoff
or a landing) at Boulder Municipal Airport in 2003 was 68,262 total operations1. As the
table indicates, aircraft operations have generally decreased since the early 1990’s, but have
stabilized over the past few years. Overall, aircraft activity remains well below the
operational highs that were recorded in the early 1990’s.
General Aviation Operations. General aviation operations are more typically tied to
economic conditions than commercial passenger operations, and this trend is often
1 Subsequent to the preparation of these forecasts in the summer of 2004, which have been approved by
the FAA, the Airport has recorded 47,432 and 59,379 operations respectively for the years 2004 and 2005.
Boulder Municipal Airport
Master Plan Update B.9
reflected in the historical operations data for a particular airport. In addition, within
metropolitan areas such as Denver that have several general aviation airports, changes at
one airport (i.e., airside or landside development projects, aviation business or airport
closures, etc.) can have a profound impact on the operations and aircraft basing
characteristics of the remaining airports of the system. Therefore, as economic conditions
in the region continue to change and evolve, some fluctuation in the number of general
aviation operations at the Airport will continue, although a trend toward moderate
increases in operational activity is expected over the long-term. The general aviation
operations mix is discussed below.
Air Taxi Operations. During the past decade the number of air taxi (i.e., air charter)
operations has fluctuated significantly between 1990 and 2003 with a high of
approximately 811 annual operations in 1993 and a low of approximately 509 in 2000. An
Air Taxi operation is a small aircraft (ranging from 2 seats to a high of 60 seats) that makes
short local flights, often to areas that are not serviced by regular airlines. These operations
are typically for passenger or air freight service. The Boulder Municipal Airport has very
little Air Taxi service. For purposes of this study, air taxi operations will be included in the
general aviation operations category.
Military Operations. Historically, military aircraft have utilized Boulder Municipal Airport
on a sporadic and infrequent basis. This limited use of the Airport by military aircraft is
likely dictated by the limited runway length, limited pavement strength, lack of instrument
approach capability, and surrounding availability of more suitable public-use and military
aviation facilities. Military activity is expected to remain an insignificant component of the
total operations for Boulder Municipal Airport.
Local and Itinerant Operations. Aircraft operations are placed into two categories, local
and itinerant, and local operations generally reflect training operations. The Air Traffic
Control Handbook defines a local operation as any operation performed by an aircraft
operating in the local traffic pattern or within sight of the tower, or aircraft known to be
departing or arriving from flight in local practice areas, or aircraft executing practice
approaches at the airport. For the most part, local operations are touch-and-go operations.
Itinerant operations are all other aircraft operations and are often associated with business
aircraft activity. The historic data presented in the previous table indicate that local
operations in 2003 accounted for approximately 72.5% of the total operations at the
Airport. This is higher than what is typically true for most general aviation airports, but is
reflective of a facility that accommodates a significant amount of recreational activity,
consisting primarily of glider operations, and flight training.
Boulder Municipal Airport
Master Plan Update B.10
Existing Operations by Aircraft Type
The current level of aviation activity by aircraft type is summarized in the following table,
entitled EXISTING OPERATIONS BY AIRCRAFT TYPE, 2003. This summary indicates that
of the estimated total 68,262 aircraft operations at the Airport in 2003, less than one
percent (0.78%) were attributed to air taxi operations. With little military activity and no
commuter/passenger airline activity, general aviation aircraft accounted for 99.19% of
the airport’s aviation activity.
As can be seen, Boulder Municipal Airport currently experiences a large number of
single-engine general aviation operations when compared with multi-engine operations.
Of the general aviation aircraft operations, it is estimated that single engine aircraft
represented approximately 58% of such operations. Less than seven percent (6.59%) of
general aviation activity was attributed to multi-engine aircraft, and approximately
28.28% was attributable to glider operations. In addition, there were an estimated 650
jet operations (i.e., approximately 0.95% of the annual activity) recorded at the Airport in
2003.
Table B4
EXISTING OPERATIONS BY AIRCRAFT TYPE, 2003
Boulder Municipal Airport Master Plan Update
Traffic
Aircraft Type Operations Percentage
Air Taxi 1 535 (0.78%)
General Aviation 67,707 ---
Single Engine 39,803 (58.31%)
Multi-Engine 4,500 (6.59%)
Turboprop 3,000 (4.39%)
Glider 19,304 (28.28%)
Business Jet 650 (0.95%)
Helicopter 450 (0.66%)
Military 20 (0.03%)
TOTAL 68,262 (100.0%)
Source: Boulder Municipal Airport Personnel with data collected from FAA Airport Master Record Form
5010, and glider tow plane records.
1. As presented in previous sections, the Airport has a limited amount of Air Taxi service and these operations will be
included in the general aviation operations category.
Boulder Municipal Airport
Master Plan Update B.11
Based Aircraft
According to the Airport Manager, there are currently 234 aircraft based at Boulder
Municipal Airport. Of this total, it is estimated that there are approximately 171 single
engine aircraft, 23 multi-engine aircraft, 3 business jets, 2 helicopters, and 35 gliders2. A
historical summary of based aircraft is provided in the following table, entitled
SUMMARY OF BASED AIRCRAFT, 1990-2003. The data was compiled from a combination
of FAA and Airport Management records which did not differentiate between multi
engine and turboprop aircraft.
Table B5
SUMMARY OF BASED AIRCRAFT, 1990-2003
Boulder Municipal Airport Master Plan Update
Year
Single
Engine
Multi
Engine
Business
Jet Helicopter Glider Total
1990 187 28 1 5 36 257
1991 187 28 1 3 34 253
19921 --- --- --- --- --- 253
1993 171 24 3 6 44 248
19941 --- --- --- --- --- 248
19951 --- --- --- --- --- 244
1996 183 26 3 2 44 258
19971 --- --- --- --- --- 272
1998 169 30 3 8 44 254
1999 169 30 3 8 44 254
2000 169 30 3 8 44 254
20011 --- --- --- --- --- 254
2002 173 30 3 4 44 254
20032 171 23 3 2 51 250
Source: FAA Airport Master Record Form 5010
--- Data not available
1. Terminal Area Forecasts obtained 3/25/2004 from the Federal Aviation Administration
2. Total based aircraft counts estimated by Airport Manager, with percentage breakdown extrapolated from Airport
Master Record Form 5010 data.
2 According to based aircraft estimates for 2005, there were a total of 190 based aircraft at the Airport.
The breakdown of aircraft by type is as follows: 125 single engine, 20 multi-engine, 0 jets, 0 helicopters,
and 45 gliders.
Boulder Municipal Airport
Master Plan Update B.12
Aviation Activity Forecasts
General Aviation Activity Forecasts
As discussed earlier, recessions and growth periods in the country’s economic cycle have
historically affected aviation operations overall, and this trend is reflected in the historical
operations data for the Airport. This operational trend is further defined at Boulder by the
relatively high percentage of recreational flying that is conducted at the Airport. Due to
the close relationship between recreational flying and disposable discretionary income,
economic factors which influence aircraft ownership and operational costs will continue to
impact future operational activity levels at Boulder.
Fluctuations in aviation fuel prices do have some impact on the hours flown by
recreational pilots; however, the fixed costs associated with aircraft ownership (i.e.,
purchase price of new and used aircraft, insurance, including annual storage and
maintenance costs) are typically the more critical factors influencing recreational flying
activity. Regarding the issue of aircraft ownership costs, it’s anticipated that the upcoming
finalization of the FAA’s new Sport Pilot and Light-Sport Aircraft certificates will provide
both flying enthusiasts and would-be pilots with a safe, less complicated, and more cost
effective option to own and fly aircraft. Light sport aircraft are simple, low performance
aircraft that require as little as 20 hours of flight instruction to complete the specified
certification requirements. Representative aircraft within this category include airplanes,
weight-shift-control aircraft, powered parachutes, gyroplanes, gliders, balloons, and
airships. Boulder Municipal Airport is particularly well-suited to accommodate the
anticipated operational increases within this general aviation sector, and could benefit from
the Airport’s currently defined niche for recreational flying within the Denver
Metropolitan Area. According to data from the current FAA Aerospace Forecasts
document, the amateur-built and glider aircraft fleets nationally increased 7.4 percent and
2.4 percent respectively during the 2002 calendar year.
One additional factor that will influence future operational activity at Boulder is the
availability of new aircraft storage facilities. Many general aviation aircraft are too valuable
to store unprotected on apron tiedowns. The Airport Manager maintains a hangar wait list
for aircraft owners who desire some type of hangar storage at the Airport, and the
Airport’s existing Recommended Improvement Plan, as defined by the existing Airport
Layout Plan (ALP) identifies approved locations for additional aircraft storage facilities.
Unfortunately, the high development costs associated with hangar construction coupled
with the City of Boulder’s planning and permitting costs have combined to limit the
financial feasibility of such aviation development projects. However, increasing demand
for aviation storage facilities at the Airport, in conjunction with new Federal grant funding
Boulder Municipal Airport
Master Plan Update B.13
options3 for hangar development by airport sponsors that are administered through FAA’s
Airport Improvement Program, have the potential to help facilitate the construction of
additional hangars at the Airport. In addition, the Federal share of airport improvement
grants has been increased from 90% to 95%, and this funding level would be available for
qualifying hangar development projects. Each of these factors, combined with the
previously mentioned legislative action limiting general aviation aircraft and parts
manufacturer’s liability, could contribute to a future positive impact on general aviation
activity at Boulder.
In developing the general aviation activity forecasts, several general aviation forecasts and
national trends were reviewed, along with airport-specific historical data and trends that
were identified within the northwest region of the Denver Metropolitan Area. Included in
this assessment, and presented in the following table entitled GENERAL AVIATION
OPERATIONS FORECAST SCENARIOS, 2003-2023, are several general aviation operational
forecasts, including the forecast contained in the 1992 Boulder Municipal Airport Master
Plan Update (MPU), the FAA Terminal Area Forecast Detail Report, and four (4) forecast
scenarios developed for this study.
• TAF: FAA’s Terminal Area Forecast Detail Report obtained 3/25/2004.
• MPU: The 1992 Airport Master Plan Update completed in 1994 projected forecasts
for the following years (as relevant to this forecast): 2006 and 2011. Analysis
indicates that the MPU forecasted an approximate one and a half percent (1.42%)
average annual growth rate through the year 2016 (using 94,559 operations as the
base year).
• Scenario One: Projects an annual average growth rate of 0.7%, which is equal to
the forecast contained in the FAA Terminal Area Forecast for overall general aviation
activity.
• Scenario Two: This scenario utilizes the annual growth rate forecast in the FAA
Aerospace Forecasts Fiscal Year 2004-2015 for general aviation aircraft operations
(1.69 %) as a basis. However, the application of the recommended growth rate
would be delayed for the first 5-years of the planning period to allow further
recovery time of the national and regional economy. In addition, the rationale that
it will likely be several years before new hangar facilities are constructed will also
influence operational activity at the Airport. This forecast scenario is based on the
assumption that general aviation operations at Boulder Municipal Airport will
remain relatively unchanged during the initial years of the planning period, then
grow at the same rate as that which is forecast nationally for general aviation
3 According to the funding provisions of the new Airport Improvement Program (AIP), entitled Vision
100-Century of Aviation Reauthorization Act, Subtitle C/Section 149: “At the Secretary’s discretion,
support facilities, including fuel farms and hangars, are allowable for an airport development project at
non-primary airports provided the airport has made adequate provisions for financing airside development
needs.”
Boulder Municipal Airport
Master Plan Update B.14
operations (i.e., maintain its present national market share). It should also be noted
that this projected growth rate corresponds very closely with the forecasted
population growth rate of 1.72% for the State of Colorado, and is only slightly
higher than the projected 1.45% that is forecast for the Denver Metropolitan Area.
Therefore, Scenario Two is the consultant recommended forecast scenario for this
study4.
• Scenario Three: This scenario utilizes the annual growth rate forecast in the FAA
Aerospace Forecasts Fiscal Year 2004-2015 (recently published/current edition) for
general aviation aircraft operations (1.69%) as a basis. This forecast scenario is
based on the assumption that general aviation operations at Boulder Municipal
Airport will begin to recover right away, in response to current economic trends,
and grow at the same rate as that which is forecast nationally for general aviation
operations (i.e., maintain its present national market share). As can be noted, this
most recent FAA publication reflects a slightly more optimistic growth rate for
general aviation activity nation wide.
• Scenario Four: This scenario reflects the positive influence of additional aircraft
operations that would occur if additional hangar space would be constructed at the
Airport in the short-term (5 year) planning period. Currently there is a waiting list
for aircraft storage hangars. As with Scenario Three, this forecast scenario projects
an increase of 1.69 percent per year (the average annual growth rate for general
aviation contained in the FAA Aerospace Aviation Forecasts Fiscal Year 2004-2015).
However, an additional 3,000 operations were added during the first 5 years as a
result of accommodating the increased demand that the Airport currently has for
additional hangar facilities.
4 For comparative purposes, see Appendix Seven for presentation of a Forecast Addendum table that
reflects the use of the 2005 base year total operational counts of 59,379.
Boulder Municipal Airport
Master Plan Update B.15
Table B6
GENERAL AVIATION OPERATIONS FORECAST SCENARIOS, 2003-2023
Boulder Municipal Airport Master Plan Update
Year TAF1 1992
MPU2
Scenario
One
0.7%
Scenario
Two3
1.69%/
(delayed)
Scenario
Three
1.69%
Scenario Four
1.69%/
(accelerated)
2003 102,510 --- 68,242 68,242 68,242 68,242
2006 --- 118,363 --- --- --- ---
2008 102,510 --- 70,664 68,250 74,207 89,985
2011 --- 124,304 --- --- --- ---
2013 102,510 --- 73,173 74,215 80,693 95,751
2018 102,510 --- 75,770 80,701 87,746 101,887
2023 102,510 --- 78,459 87,754 95,415 108,417
Source: BARNARD DUNKELBERG & COMPANY.
1. Terminal Area Forecasts obtained 3/25/2004 from the Federal Aviation Administration indicate no change through the 20 year
planning period of this study.
2. Forecast obtained from the Boulder Municipal Airport Master Plan Update dated October 1992. It is important to note that the forecasts
contained in this document did not break out total operations by category.
3. Recommended Selected Forecast.
Operations Forecast by Aircraft Type
A further assessment of the forecasts involves the individual and collective use of the
airport by various types of aircraft. The types of aircraft expected to use the airport
assists in determining the amount and type of facilities needed to meet the aviation
demand.
The following table, entitled SUMMARY OF OPERATIONS FORECAST BY AIRCRAFT TYPE,
2003-2023, depicts the approximate level of use by aircraft types that are projected to use
Boulder Municipal Airport5. This table reflects the slight growing percentage of turbine
and multi engine powered aircraft anticipated to operate at the Airport, and the
decreasing percentage of single engine powered aircraft. It is anticipated that this change
in operational distribution will be due in part to the projected influx of micro jets into
the general aviation fleet. Additionally, glider activity will continue to remain strong at
the Airport, increasing slightly as well. This is indicative of the type of facility the
Airport is, and the prevailing local economic conditions. As mentioned previously, there
is no expected growth in military operations from the base year (2003).
5 Ibid., pg. 14
Boulder Municipal Airport
Master Plan Update B.16
Table B7
SUMMARY OF OPERATIONS FORECAST BY AIRCRAFT TYPE, 2003-2023
Boulder Municipal Airport Master Plan Update
Operations by Type 2003 2008 2013 2018 2023
General Aviation 68,242 68,250 74,215 80,701 87,754
Air Taxi 535 546 594 646 702
Single Engine 39,803 39,653 42,559 46,282 50,327
Multi-Engine 4,500 4,505 4,898 5,326 5,792
Turboprop 3,000 3,003 3,265 3,551 3,861
Glider 19,304 19,451 21,522 23,403 25,449
Business Jet 650 683 891 1,009 1,097
Helicopter 450 410 445 484 527
Military 20 20 20 20 20
TOTAL 68,262 68,270 74,235 80,721 87,774
Source: BARNARD DUNKELBERG & COMPANY.
Local and Itinerant Operations Forecast
Forecasts of operations have also been categorized accordingly into local and itinerant
operations, which were defined in a previous section of this chapter. The number of
local operations will likely continue to be the dominant aircraft activity at the airport.
Local operations account for 72.5% of all airport operations and this percentage is
projected to decrease only slightly throughout the planning period. Based on this
consideration, forecasts of local and itinerant operations are shown on the following
table, entitled SUMMARY OF LOCAL AND ITINERANT OPERATIONS, 2003-2023.
Boulder Municipal Airport
Master Plan Update B.17
Table B8
SUMMARY OF LOCAL AND ITINERANT OPERATIONS, 2003-2023
Boulder Municipal Airport Master Plan Update
Year Local Itinerant Total
2003 49,483 18,779 68,262
2008 49,154 19,116 68,270
2013 53,078 21,157 74,235
2018 57,312 23,409 80,721
2023 61,442 26,332 87,774
Source: BARNARD DUNKELBERG & COMPANY.
Peak Period Forecast
An additional element in assessing airport use and determining various capacity and
demand considerations is to ascertain peak period activities. In lieu of air traffic records
or other reliable sources of information, FAA statistics and assumptions from airports
with similar activity and operational characteristics have been applied to Boulder
Municipal Airport. These include: ten percent (10%) of annual operations occur in the
peak month, a 31-day peak month is assumed, and the peak hour operations that occur
on the average day of the peak month occur approximately 10% of the time6.
6 During the course of this Master Plan Update, airport management began to collect a more detailed level
of aviation data that can be utilized for statistical analysis in future airport planning documents.
Boulder Municipal Airport
Master Plan Update B.18
Table B9
PEAK PERIOD AIRCRAFT OPERATIONS, 2003-2023
Boulder Municipal Airport Master Plan Update
Average Day Peak Hour/
Year Annual Peak Month of Peak Month Average Day Ratio Peak Hour
2003 68,262 6,826 220 10.0% 22
2008 68,270 6,827 220 10.0% 23
2013 74,235 7,424 239 10.0% 24
2018 80,721 8,072 260 10.0% 26
2023 87,774 8,777 283 10.0% 28
Source: BARNARD DUNKELBERG & COMPANY from methodology contained in FAA AC 150/5070-6A Airport Master Plans
and FAA AC 150/5060-5 Airport Capacity and Delay.
Based Aircraft Forecast
The number of general aviation aircraft, which can be expected to base at an airport
facility, is dependent on several factors, such as airport radio communications, available
facilities, airport operator services, airport proximity and access, aircraft basing capacity
available at adjacent airports and similar considerations. General aviation operators are
particularly sensitive to both the quality and location of their basing facilities, with
proximity of home and work often being identified as the primary consideration in the
selection of an aircraft basing location. According to Airport Management personnel,
there is strong demand for additional aircraft storage facilities, and between 25 and 50
individuals are on a hangar wait list. Currently, the Airport has 190 based aircraft with
approximately 85% of those stored in hangars or in trailers for the gliders.
Regarding the issue of available aircraft basing capacity at adjacent airports, it should be
noted that there are currently over 1,000 based aircraft distributed among three (3)
airports within a 10-mile radius surrounding Boulder (i.e., Vance Brand Airport, Erie
Municipal Airport, and JeffCo Airport). According to current FAA Terminal Area
Forecast projections, approximately 145 additional based aircraft are projected to be
located at JeffCo Airport by the year 2020. Information on existing based aircraft at
other area airports, which was previously presented in Table B2, also provides insight
into the specific aircraft basing characteristics for each airport, relative to aircraft types
(based aircraft breakdown), operational activity (daily operations), and key support
facilities (ATCT and instrument approach capability).
It is important to note that generally there is a relationship between aviation activity and
based aircraft, stated in terms of operations per based aircraft (OPBA). Sometimes a
Boulder Municipal Airport
Master Plan Update B.19
trend can be established from historical information of operations and based aircraft.
The national trend has been changing with more aircraft being used for business
purposes and less for pleasure flying. This impacts the OPBA in that business aircraft are
usually flown more often than pleasure aircraft. In 2003, the OPBA at Boulder Municipal
Airport was approximately 292, below the average OPBA of 325 over the past 14 years.
It is expected that the number of operations per based aircraft will increase at the airport
as more aircraft based there are used for business and recreational purposes. The
following table, entitled GENERAL AVIATION BASED AIRCRAFT, 2003-2024 presents the
forecasts for the twenty-year planning period.
Table B10
BASED AIRCRAFT FORECAST, 2003-2023
Boulder Municipal Airport Master Plan Update
Selected
Year TAF 1 1992 MP2 Forecast
2003 --- --- 2343
2006 --- 259 ---
2008 306 --- 251
2011 --- 272 ---
2013 306 --- 266
2018 306 --- 282
2023 306 --- 298
Source: BARNARD DUNKELBERG & COMPANY.
1. Terminal Area Forecasts obtained 3/25/2004 from the Federal
Aviation Administration indicate no change through the 20 year planning
period of this study.
2. Forecast obtained from the Boulder Municipal Airport Master Plan
Update dated October 1992. It is important to note that the forecasts
contained in this document did not break out total aircraft by category.
3. Actual.
The mix of based aircraft for incremental periods is shown in the following table,
entitled BASED AIRCRAFT FORECAST BY TYPE, 2003-2023. The percentage of multi
engine turbine-powered aircraft has the potential to increase as a part of the total based
aircraft population at the Airport. This is primarily related to overall national trends in
general aviation, but it can be equally indicative of a growing local and regional economy.
For the purposes of this Master Plan Update, aggregate growth (not to be confused with
aircraft type growth on a percentage basis) is primarily forecast in the single-engine and
glider aircraft types.
Boulder Municipal Airport
Master Plan Update B.20
Table B11
BASED AIRCRAFT FORECAST BY TYPE, 2003-2023
Boulder Municipal Airport Master Plan Update
Aircraft Type 2003 2008 2013 2018 2023
Single Engine 171 182 192 202 213
Multi Engine 23 25 27 29 31
Business Jet 3 3 3 4 4
Helicopter 2 3 3 3 3
Glider 35 38 41 44 47
TOTAL 234 251 266 282 298
Source: BARNARD DUNKELBERG & COMPANY.
Summary
A summary of the aviation forecasts prepared for this study are presented in the
following table, entitled SUMMARY OF AVIATION ACTIVITY FORECASTS, 2003-20237. As
can be noted from the table, the selected operational forecasts for the Airport reflect a
flat growth rate for the first 5-years of the planning period, followed by a conservative
average annual growth rate of just under 1.7%. According to Aerospace Forecasts Fiscal
Year 2006-2017 general aviation operations are forecast to increase at 1.9% annually. In
addition, it is projected that the airport’s existing aircraft basing patterns are likely to be
continued in the future, with single engine and glider aircraft remaining as the dominant
based aircraft categories throughout the planning period. This information will be used
in the following chapters to analyze the capacity of the airport, develop facility
requirements, and to determine future noise impacts and exposure. In other words, the
aviation activity forecasts are the foundation from which future plans will be developed
and implementation decisions will be made.
7 For comparative purposes, see Appendix Seven for presentation of a Forecast Addendum table that
reflects the use of the 2005 base year total operational counts of 59,379.
Boulder Municipal Airport
Master Plan Update B.21
Table B12
SUMMARY OF AVIATION ACTIVITY FORECASTS, 2003-2023
Boulder Municipal Airport Master Plan Update
Operations 2003 2008 2013 2018 2023
General Aviation 68,242 68,250 74,215 80,701 87,754
Air Taxi 535 546 594 646 702
Single Engine 39,803 39,653 42,599 46,282 50,327
Multi Engine 4,500 4,505 4,898 5,326 5,792
Turbo Prop 3,000 3,003 3,265 6,551 3,861
Business Jet 650 683 891 1,009 1,097
Helicopter 450 410 445 484 527
Glider 19,304 19,451 21,522 23,403 25,449
Military 20 20 20 20 20
Total Operations 68,262 68,270 74,235 80,721 87,774
Local Operations 49,483 49,154 53,078 57,312 61,442
Itinerant Operations 18,779 19,116 21,157 23,409 26,332
Based Aircraft by Type
Single Engine 171 182 192 202 213
Multi-Engine 23 25 27 29 31
Business Jet 3 3 3 4 4
Helicopter 2 3 3 3 3
Glider 35 38 41 44 47
Total Based Aircraft 234 251 266 282 298
Source: BARNARD DUNKELBERG & COMPANY.
1. For comparative purposes, see Appendix Seven for presentation of a Forecast Addendum table that reflects the use of the 2005 base year
total operational counts of 59,379.
Airport Reference Code (ARC)/Critical Aircraft Analysis
The types of aircraft presently utilizing an airport and those projected to utilize the
facility in the future are important considerations for planning airport facilities. An
airport should be designed in accordance with the Airport Reference Code (ARC)
standards that are described in AC 150/5300-13 Airport Design. The ARC is a coding
system used to relate and compare airport design criteria to the operational and physical
characteristics of the aircraft intended to operate at the airport. The ARC has two
components that relate to the airport’s “Design Aircraft”. The first component, depicted
by a letter (i.e., A, B, C, D, or E), is the aircraft approach category and relates to aircraft
approach speed based upon operational characteristics. The second component,
depicted by a roman numeral (i.e., I, II, III, IV, or V), is the aircraft design group and
Boulder Municipal Airport
Master Plan Update B.22
relates to aircraft wingspan (physical characteristic). Generally speaking, aircraft
approach speed applies to runways and runway-related facilities, while aircraft wingspan
is primarily related to separation criteria associated with taxiways and taxi lanes.
At Boulder Municipal Airport, it is projected that the most critical aircraft that will
regularly utilize Runway 08/26 is the Beech Super King Air B200. This aircraft has a
wingspan of 54.5 feet and an approach speed of 103 knots, which indicates that Runway
08/26 should continue to be designed in accordance with ARC B-II dimensional criteria
(the next chapter will present a more detailed discussion on the topic of design
standards). It is expected that the Beech Super King Air B200 will continue to be the
critical aircraft using the Airport through the end of 20-year planning period of this
master plan update. It should also be noted that the current Airport Layout Plan does
not specify a critical aircraft or ARC designation for the glider runway (Runway 8G/26G);
however, it is assumed that ARC B-I design criteria could be used as the applicable
standard.
Table B13
SUMMARY OF OPERATIONS BY AIRPORT REFERENCE CODE, 2003-2023
Boulder Municipal Airport Master Plan Update
Operations by ARC 2003 2008 2013 2018 2023
A-I through B-I 46,832 46,689 50,301 54,669 59,447
B-II (1) 20,974 21,142 23,476 25,669 27,812
A-III (2) & C-II (2) 436 420 437 460 495
TOTAL 68,242 68,250 74,215 80,701 87,754
Source: Operational estimates generated by BARNARD DUNKELBERG & COMPANY.
1. Operation count is represented by a combination of multi-engine turboprops, small business jets, and glider aircraft.
2. Operation Count is represented by a combination of large glider aircraft (i.e. ARC A-III) and small business jets (i.e. ARC C-II).
Boulder Municipal Airport
MASTER PLAN UPDATE C.1
Capacity Analysis and Facility Requirements
Introduction
The capacity analysis for Boulder Municipal Airport is composed of two distinct elements:
the ability of airport facilities to accommodate existing and projected aircraft operations
(airfield capacity) and the ability of airport facilities to accommodate existing and
projected ground vehicle operations (airport access capacity). The capacity of an airfield is
primarily a function of the major aircraft traffic surfaces (runways and taxiways) that
compose the facility and the configuration of those surfaces, but it is also related to, and
considered in conjunction with, wind coverage, airspace utilization, and the availability and
type of navigational aids. Airport access capacity is a function of the existing and/or future
vehicular roadways located in the vicinity of the airport and their interface with the various
airport specific access roads.
The capacity of the existing airfield and access facilities is analyzed with respect to the
ability of each to accommodate current and forecast demand. This analysis aids in the
identification of possible deficiencies in the present and/or future airport physical plant.
Airfield Capacity Methodology
This section addresses the evaluation method used to determine the capability of the
airside facilities to accommodate aviation operational demand. Evaluation of this
Boulder Municipal Airport
MASTER PLAN UPDATE C.2
capability is expressed in terms of potential excesses and deficiencies in capacity. The
methodology utilized for the measurement of airfield capacity in this study is described
in FAA Advisory Circular 150/5060-5, Airport Capacity and Delay. From this
methodology, airfield capacity is defined in the following terms:
• Hourly Capacity of Runways: The maximum number of aircraft that can be
accommodated under conditions of continuous demand during a one-hour period.
• Annual Service Volume (ASV): A reasonable estimate of an airport's annual capacity
(i.e., the level of annual aircraft operations that will result in an average annual
aircraft delay of approximately one to four minutes).
The capacity of an airport's airside facilities is a function of several factors. These
include the layout of the airfield, local environmental conditions, specific characteristics
of local aviation demand, and air traffic control requirements. The relationship of these
factors and their cumulative impact on airfield capacity is presented in the following
paragraphs.
Airfield Layout
The layout or "design" of the airfield refers to the arrangement and interaction of the
airfield components, which include the runway system, taxiways, and ramp entrances. As
previously described, Boulder Municipal Airport is currently operated with two runways.
The primary runway (Runway 8/26) is oriented in an east-west direction, along with a
parallel glider landing strip (Runway 8G/26G), which is similarly oriented and located
north of the primary runway. The primary runway facility is served by a full-length south
side parallel taxiway (i.e., Taxiway “A”) with four (4) connector taxiways. The glider
runway does not have a parallel taxiway system.
The majority of the Airport’s existing landside facilities is located on the south side of
the runway and is generally consolidated on the west end of the Airport. These facilities
include the several FBO hangars, T-hangar/executive hangar facilities, apron areas,
maintenance facilities, and large aircraft storage hangars. Each of these facilities is
located to make efficient use of the existing taxiway system. The north side of the
Airport is used exclusively for glider operations, and has storage space for glider and tow
plane tiedowns, as well as glider-trailer parking positions.
Environmental Conditions
Climatological conditions specific to the location of an airport not only influence the
layout of the airfield, but also impact the utilization of the runway system. Variations in
the weather resulting in limited cloud ceilings and reduced visibility typically lower
Boulder Municipal Airport
MASTER PLAN UPDATE C.3
airfield capacity, while changes in wind direction and velocity typically dictate runway
usage and influence runway capacity.
Ceiling and Visibility. FAA Advisory Circular 150/5060-5, Airport Capacity and Delay,
describes three categories of ceiling and visibility minimums for use in both capacity and
delay calculations. Visual Flight Rules (VFR) conditions occur whenever the cloud ceiling
is at least 1,000 feet above ground level and the visibility is at least three statute miles.
Instrument Flight Rules (IFR) conditions occur when the reported cloud ceiling is at least
500 feet, but less than 1,000 feet and/or visibility is at least one statute mile, but less than
three statute miles. Poor Visibility and Ceiling (PVC) conditions exist whenever the cloud
ceiling is less than 500 feet and/or the visibility is less than one statute mile.
However, meteorological data obtained for Boulder Municipal Airport from the National
Climatic Data Center for use in this study, has been categorized in terms that are more
specific:
• VFR conditions - ceiling equal to or greater than 1,000 feet above ground level and
visibility is equal to or greater than 3 statute miles. These conditions occur at the
airport approximately 92.6% of the time annually.
• Below minimums – ceiling less than 1,000 feet and/or visibility less than 3-statute
miles. These conditions occur at the airport approximately 7.4% of the time
annually.
• VFR minimums to referenced Non-Precision Approach minimums - ceiling less
than 1,000 feet and/or visibility less than 3 statute miles, but ceiling equal to or
greater than 350 feet and visibility equal to or greater than 1-statute mile. These
conditions occur at the airport approximately 3.8% of the time annually.
• VFR minimums to standard Category I ILS minimums - ceiling less than 1,000 feet
and/or visibility less than 3 statute miles, but ceiling equal to or greater than 200
feet and visibility equal to or greater than ½-statute mile. These conditions occur
at the airport approximately 7.1% of the time annually.
Therefore, in consideration of the Airport's lack of existing approach instrumentation
(i.e., only visual approaches are provided to each runway) and historical meteorological
records), the Airport can be expected to experience VFR conditions approximately 92.6%
of the time, and be below minimums approximately 7.4% of the time. Due to the
potential safety enhancement that would be provided by an instrument approach, the
implementation of future instrument approach procedures at the Airport will be
evaluated in the following alternatives analysis chapter of this document.
Boulder Municipal Airport
MASTER PLAN UPDATE C.4
Wind Coverage. Surface wind conditions (i.e., direction and speed) generally determine
the desired alignment and configuration of the runway system. Runways that are not
oriented to take advantage of prevailing winds will restrict the capacity of the airport.
Wind conditions affect all airplanes in varying degrees; however, the ability to land and
takeoff in crosswind conditions varies according to pilot proficiency and aircraft type.
Generally, the smaller the aircraft, the more it is affected by the crosswind component.
To determine wind velocity and direction at Boulder Municipal Airport, wind data to
construct the all-weather wind rose was obtained for the period of January 1995-
through December 2003 from observations taken at JeffCo Airport, which is located
approximately 9 nautical miles to the southeast. This was the nearest site for official
historic data available from the National Climatic Data Center, and use of this data
source was approved by the FAA and referenced in the previous 1992 Airport Master
Plan2. There were approximately 48,435 observations available for analysis during this
eight-year period. The allowable crosswind component is dependent upon the Airport
Reference Code (ARC) for the type of aircraft, which utilize the airport on a regular basis.
According to the existing 2001 Airport Layout Plan, the current Airport Reference Code
(ARC) for Runway 8/26 is Airport Reference Code (ARC) B-II, which applies to the Beech
Super King Air B200. This aircraft has a wingspan of 54.5 feet and an approach speed of
103 knots. There is no ARC designation specified or illustrated for the glider landing
strip.
In consideration of the ARC B-II classification, these standards specify that the 13-knot
crosswind component be utilized for analysis. In addition, it is recognized that the
Airport will also continue to serve a significant number of small single and twin-engine
aircraft for which the 10.5-knot crosswind component is considered maximum;
therefore, the 13-knot and 10.5-knot crosswind components should be analyzed for
Boulder Municipal Airport. The following illustration, entitled ALL WEATHER WIND
ROSE: 13-, & 10.5-KNOT CROSSWIND COMPONENTS, illustrates the all weather wind
coverage provided at Boulder Municipal Airport. It should also be noted the purpose of
the analysis of the all weather wind coverage data is to confirm the proper
orientation/alignment of the runway and determine whether a crosswind runway facility
is needed to achieve the specified FAA guidelines for wind coverage.
2 A potential alternative source for local Boulder wind data was provided by the National Center for Atmospheric
Research (NCAR) and a comparative all weather wind rose was generated by representatives from the Aeronautics
Division of the Colorado Department of Transportation (CDOT). This additional data, which is presented in Appendix
Two would imply even better wind coverage at Boulder than was indicated by the JeffCo wind data. However, further
review of the NCAR wind data suggests possible concerns regarding its accuracy, and these accuracy issues were
expressed by the NCAR representatives in advance of providing their wind data. In addition, the Airport’s existing
Automated Weather Observing System (AWOS) is another potential source of wind and weather data for the region;
however, this data is not currently collected and archived for historical reference.
Boulder Municipal Airport
MASTER PLAN UPDATE C.5
The desirable wind coverage for an airport's runway system is 95%. This means that the
runway orientation and configuration should be developed so that the maximum
crosswind component is not exceeded more than 5% of the time annually. The
following table, entitled ALL WEATHER WIND COVERAGE SUMMARY, quantifies the
wind coverage offered by the Airport's existing runway system, including the coverage
for each runway end. Based on the all weather wind analysis for Boulder Municipal
Airport, utilizing the FAA Airport Design Software supplied with AC 150/5300-13, the
existing runway configuration provides 94.64% wind coverage for the 13-knot crosswind
component and 90.73% for the 10.5-knot crosswind component. Because the wind
coverage for the runway is only slightly deficient in consideration of the 13-knot
crosswind component, and the fact that there is insufficient airport property to
accommodate the siting of a crosswind runway facility, no additional runways will be
evaluated from a wind coverage standpoint.
Table C1
ALL WEATHER WIND COVERAGE SUMMARY
Boulder Municipal Airport Master Plan Update
13-Knot Crosswind 10.5-Knot Crosswind
Runway & 5-Knot Tailwind & 5-Knot Tailwind
Designation Component Component
Runway 8/26 94.64% 90.73%
Runway 8 66.64% 64.47%
Runway 26 79.00% 75.84%
Source: Wind analysis tabulation provided by Barnard Dunkelberg & Company
utilizing the FAA Airport Design Software supplied with AC 150/5300-13.
Boulder Municipal Airport
MASTER PLAN UPDATE C.6
Figure C1
ALL WEATHER WIND ROSE: 13 & 10.5-KNOT CROSSWIND COMPONENTS
Boulder Municipal Airport Master Plan Update
Source: National Oceanic and Atmospheric Administration, National Climatic Data Center
Station # 72469 – Broomfield, Colorado. Period of Record – January 1995-December 2003. Total Observations: 48,435.
In an effort to evaluate the potential benefits of implementing a future instrument
approach procedure at the Airport, an Instrument Flight Rules (IFR) wind rose has been
constructed. The following table and illustration quantify the wind coverage offered by
each runway end in consideration of future non-precision approach minimums (ceiling
less than 1,000 feet and/or visibility less than 3 statute miles, but ceiling equal to or
greater than 350 feet and visibility equal to or greater than 1 statute mile).
Boulder Municipal Airport
MASTER PLAN UPDATE C.7
Table C2
IFR WIND COVERAGE SUMMARY
Boulder Municipal Airport Master Plan Update
Wind Coverage Wind Coverage
Provided Under Provided Under
IFR Conditions (1) IFR Conditions (1)
13-Knot Maximum 10.5-Knot Maximum
Runway Crosswind & 5-Knot Crosswind & 5-Knot
Designation Tailwind Tailwind
Runway 8/26 91.90% 87.23%
Runway 8 48.07% 46.49%
Runway 26 55.34% 52.24%
Source: Wind analysis tabulation provided by Barnard Dunkelberg & Company
utilizing the FAA Airport Design Software supplied with AC 150/5300-13.
(1) Ceiling of less than 1,000 feet, but equal to or greater than 350 feet and/
or visibility less than 3 statute miles, but equal to or greater than 1 statute mile.
Boulder Municipal Airport
MASTER PLAN UPDATE C.8
Figure C2
IFR WEATHER WIND ROSE: 13- & 10.5-KNOT CROSSWIND COMPONENTS
Boulder Municipal Airport Master Plan Update
Source: National Oceanic and Atmospheric Administration, National Climatic Data Center
Station # 72469 – Broomfield, Colorado. Period of Record – January 1995-December 2003. Total Observations: 47,919.
From this IFR wind coverage summary, it can be determined that Runway 26 provides
slightly better wind coverage for each crosswind component. The information provided
by this analysis will be incorporated into the formulation of various future airside
development alternatives and the ultimate development recommendations for the
Airport.
Characteristics of Demand
Certain site-specific characteristics related to aviation use and aircraft fleet makeup
impact the capacity of the airfield. These characteristics include runway use, aircraft mix,
percent arrivals, touch-and-go operations, and exit taxiways.
Boulder Municipal Airport
MASTER PLAN UPDATE C.9
Aircraft Mix. The capacity of a runway is dependent on the type and size of the aircraft
that utilize the facility. Aircraft are categorized into four classes: Classes A and B consist
of small single-engine and twin-engine aircraft (both prop and jet), weighing 12,500
pounds or less, which are representative of the general aviation fleet. Class C and D
aircraft are large jet and propeller aircraft typical of those utilized by the airline industry
and the military. Aircraft mix is defined as the relative percentage of operations
conducted by each of these four classes of aircraft. In consideration of the forecasts
presented in the previous chapter, an aircraft mix table has been generated. The
following table, entitled AIRCRAFT CLASS MIX FORECAST, 2002-2022, presents the
projected operational mix for the selected forecasts.
Table C3
AIRCRAFT CLASS MIX FORECAST, 2002-2022
Boulder Municipal Airport Master Plan Update
VFR Conditions IFR Conditions
Year Class A & B Class C Class D Class A & B Class C Class D
2003 (1) 99.0% 1.0% --- 0.0% 0.0% ---
2008 99.0% 1.0% --- 50.0% 50.0% ---
2013 99.0% 1.0% --- 50.0% 50.0% ---
2018 99.0% 1.0% --- 50.0% 50.0% ---
2023 99.0% 1.0% --- 50.0% 50.0% ---
Class A - Small Single Engine, < 12,500 pounds Class B - Small Twin-Engine, < 12,500 pounds
Class C - 12,500 - 300,000 pounds Class D - > 300,000 pounds
(1) Existing percentage breakdown was estimated by Barnard Dunkelberg & Company
Percent Arrivals. Runway capacity is also significantly influenced by the percentage of all
operations that are arrivals. Because aircraft on final approach are typically given
absolute priority over departures, higher percentages of arrivals during peak periods of
operations reduce the Annual Service Volume (ASV). The operations mix occurring on
the runway system at Boulder Municipal Airport reflects a general balance of arrivals to
departures; therefore, it will be assumed in the capacity calculations that arrivals equal
departures during the peak period.
Touch-And-Go Operations. A touch-and-go operation refers to an aircraft maneuver in
which the aircraft performs a normal landing touchdown followed by an immediate
takeoff, without stopping or taxiing clear of the runway. These operations are normally
associated with training activity and are included in local operations figures when
reported by an air traffic control tower. According to FAA Form 5010, local operations
Boulder Municipal Airport
MASTER PLAN UPDATE C.10
are estimated to represent approximately 72% of the total annual operations being
conducted at the Airport, and both flight training and glider operations represent a
majority of this activity. It is anticipated that the level of flight training will remain
through the planning period, and the Airport will continue to be a center for sport
aviation enthusiast and training with some business-related itinerant general aviation
operations in the future and that the percentage of touch-and-go operations is expected
to remain relatively consistent throughout the planning period.
Runway Use. The use configuration of the runway system is determined by the number,
location, and orientation of the active runway(s) and relates to the distribution and
frequency of aircraft operations to those facilities. Both the prevailing winds and
existing operational preferences at Boulder Municipal Airport combine to dictate the
utilization of the existing runway system. According to observations by airport
management, which coincides with the recommended noise abatement procedures,
Runway 8 is the primary use runway end. It is estimated that approximately 85% of the
Airport’s operations are conducted to the east utilizing Runway 8, with 15% being
conducted to the west utilizing Runway 26. It should also be noted that this existing
runway utilization breakdown dictates the utilization rates of existing flight patterns, and
this information will be incorporated into the modeling of the new noise contours for
the Airport.
Exit Taxiways. The capacity of a runway system is greatly influenced by the ability of an
aircraft to exit the runway as quickly and safely as possible. Therefore, the quantity and
design of the exit taxiways can directly influence aircraft runway occupancy time and the
capacity of the runway system.
Due to the location of the existing exit taxiways serving the runway system at Boulder
Municipal Airport, the number of available exit taxiways for use in the capacity
calculation is adequate. Based upon the mix index of aircraft operating at the airport
under VFR conditions, the capacity analysis, as described in the FAA Advisory Circular
150/5060-5, Airport Capacity and Delay, gives credit to only those runway exit taxiways
located between 2,000 and 4,000 feet from the landing threshold. Therefore, landings to
Runway 8 received an exit rating of two (2) and Runway 26 received an exit rating of two
(2), with four (4) being the maximum and no credit given for an exit within 750 feet of
another exit. According to this analysis, two (2) additional exit taxiways would have to
be constructed to achieve the maximum credit for each operating configuration. Given
the existing close proximity of a third exit taxiway serving Runway 8, and the Airport’s
existing/projected operational levels, it is unlikely that additional exit taxiways will be
needed at the Airport. However, the future location of all taxiway improvements (if any)
will be evaluated in conjunction with the formulation of airside development alternatives.
Boulder Municipal Airport
MASTER PLAN UPDATE C.11
Air Traffic Control Rules
The FAA specifies separation criteria and operational procedures for aircraft in the
vicinity of an airport contingent upon aircraft size, availability of radar, sequencing of
operations and noise abatement procedures, both advisory and/or regulatory, which may
be in effect at the airport. Typically, the impact of air traffic control on runway capacity
is most influenced by aircraft separation requirements dictated by the mix of aircraft
utilizing the airport. In addition, Boulder Municipal Airport does not have an Air Traffic
Control Tower (ATCT); therefore, Denver Approach would provide any future approach
and departure control.
Airfield Capacity Analysis
As previously described, the determination of capacity for Boulder Municipal Airport
will utilize the throughput method of calculation, described in the FAA Advisory Circular
150/5060-5, Airport Capacity and Delay, along with the Airport Design Computer Program
that accompanies AC 150/5300-13. Applying information generated from the preceding
analyses, capacity and demand are formulated in terms of the following results:
• Hourly Capacity of Runways (VFR and IFR)
• Annual Service Volume (ASV)
The following capacity computations provide assistance in evaluating the ability of the
existing airport facilities, both airside and landside, to accommodate forecast demand.
Hourly Runway Capacity
Calculations of hourly runway capacity begin with an evaluation of each possible runway-
use configuration at the Airport. With consideration of the airport's aircraft mix index,
annual percentage of touch-and-go operations, existing IFR operating conditions (if
applicable), and taxiway exit rating, an hourly capacity was calculated. For all runway use
configurations, the airport's base VFR hourly capacity was determined to be
approximately 104 operations, with no operations being recorded for the IFR hourly
capacity (the Airport is not currently provided with an instrument approach procedure).
Annual Service Volume
After determining the hourly capacity for each potential runway use configuration, a
weighted hourly capacity of the entire airport can be calculated. The weighted hourly
capacity takes into consideration not only the aircraft mix index, but also the percent
utilization of each possible runway use configuration. The weighted hourly capacity for
Boulder Municipal Airport
MASTER PLAN UPDATE C.12
Boulder Municipal Airport for 2003 was determined to be approximately 45 operations
per hour. This weighted hourly capacity can then be used in calculating the ASV for the
airport. The ASV is calculated using the following formula:
ASV = Cw x D x H
Cw weighted hourly capacity
D ratio of annual demand to average daily demand
H ratio of average daily demand to average peak hour demand
In consideration of the existing runway configuration, runway utilization patterns and
2003 operation counts (i.e., 68,262), Boulder Municipal Airport has been determined to
have a daily demand ratio (D) of 310 operations and an hourly demand ratio (H) of 10.01
operations, and thus, an ASV of approximately 139,848 operations.
Conditions that are involved with the determination of the weighted hourly capacity and
the daily demand are not forecast to change significantly in the future; however, the ASV
calculation does reflect the addition of an instrument approach procedure at the Airport
between the five and ten year planning horizon. It should also be noted that the
instrument approach is not being considered for the Airport as a capacity enhancement
project, but instead as an access and safety enhancement for those pilots that need to
operate at the Airport under IFR or marginal VFR conditions. The hourly ratio, as
specified in the formula, is the inverse of the daily operations that occur during the peak
hour. In other words, as operations increase, the peak periods tend to spread out,
increasing the hourly ratio (H). As the hourly ratio increases, the ASV will also increase.
As presented in the following table, even without additional runway or taxiway facilities,
the addition of an instrument approach procedure would potentially increase the ASV at
Boulder Municipal Airport to approximately 184,382 operations by the year 2023. It
should also be emphasized that the estimated ASV for the Airport only represents a
projected operational capability for the facility, and not an expectation or desire by the
City of Boulder.
For comparison purposes, this ASV tabulation should also be compared with the long-
range planning figures for hourly capacity and ASV that are presented in FAA Advisory
Circular 150/5060-5. Based on a single runway use configuration with a specified mix
index ranging from 0 to 20, the VFR and IFR hourly capacities are projected at 98 and 59
operations respectively, with a projected ASV of 230,000 operations per year. As can be
noted, the projected ASV at Boulder Municipal Airport is somewhat restricted due to a
variety of factors, which include the lack of IFR hourly capacity at the Airport due to the
absence of an instrument approach procedure and the close proximity of adjacent terrain
that would limit the ceiling and visibility minimums that could be achieved. Given the
projected operational levels at the Airport, which includes the full range of general
Boulder Municipal Airport
MASTER PLAN UPDATE C.13
aviation operations scenarios that were presented in the previous chapter, adequate
airfield capacity will be available at the facility beyond the twenty-year planning period of
this document, and it should be noted that the addition of an instrument approach
procedure is reflected in the ASV calculation for the years 2013, 2018, and 2023.
Table C4
AIRFIELD CAPACITY FORECAST SUMMARY, 2003-2023
Boulder Municipal Airport Master Plan Update
Annual
Annual Design Hour Service
Year Operations Operations Volume (ASV)
2003 68,262 10 139,848
2008 68,270 10 139,865
2013 74,235 10 181,931
2018 80,721 10 182,609
2023 87,774 (1) 10 184,382
Source: Barnard Dunkelberg and Co.
(1) Projected operational counts varied between 78,459 and 108,417 for the various forecast scenarios.
Ground Access Capacity
The capacity of the landside access system is a function of the maximum number of
vehicles that can be accommodated by a particular ground access facility. At Boulder
Municipal Airport, this relates primarily to the access roadway system capacity, which is
the number of vehicles that can utilize a certain roadway section in a given time period.
Thus, the analysis for Boulder is focused on Airport Road (i.e., the primary access road
that extends northward from Valmont Road) and the internal access roadway system that
extends northward from Airport Road.
Due to the fact that the aviation forecasts for Boulder demonstrate that the Airport’s
classification and operational levels will not exceed those that were recorded in the
1990’s, it is projected that the Airport’s current roadway system capacity will be adequate
through the planning period of this document. In addition, the 2003 City of Boulder
(COB) Transportation Master Plan (TMP) analyzed these same roadway facilities and did
not recommend any additional improvements or projects.
Boulder Municipal Airport
MASTER PLAN UPDATE C.14
Capacity Summary
This section has analyzed the capacity of existing facilities at Boulder Municipal Airport.
Both adequate airfield and ground access facilities are critical components in the ability
of the Airport as a whole to efficiently serve the public. Capacity deficiencies that cause
delays associated within one area will often be reflected in the ability or inability of the
entire facility to function properly. Based upon the airside and landside capacity
evaluations that have been presented, no additional runway facilities will be required at
the Airport to increase operational capacity, and the Airport’s current roadway system
capacity will be adequate through the planning period of this document, requiring only
minor access roadway development to serve existing undeveloped areas of the Airport.
The following facility requirements section will delineate the various facilities required to
properly accommodate future demand. That information, in addition to the capacity
analysis, will provide the basis for formulating the alternative planning scenarios for the
Airport, ensuring that the new recommended master plan can adequately accommodate
the long-term aviation development requirements of the Airport.
Facility Requirements
In efforts to identify future demand at the airport for those facilities required to
adequately serve future needs, it is necessary to translate the forecast aviation activity into
specific types and quantities. This section addresses the actual physical facilities and/or
improvements to existing facilities needed to safely and efficiently accommodate the
projected demand that will be placed on the airport. This section consists of two
separate analyses: those requirements dealing with airside facilities and those dealing with
landside facilities.
Airfield Requirements
The analysis of airfield requirements focuses on the determination of needed facilities
and spatial considerations related to the actual operation of aircraft on the Airport. This
evaluation includes the delineation of airfield dimensional criteria, the establishment of
design parameters for the runway and taxiway system, and an identification of airfield
instrumentation and lighting needs.
Airfield Dimensional Criteria
The types of aircraft that currently operate at Boulder Municipal Airport and those that
are projected to utilize the facility in the future have an impact on the planning and
design of airport facilities. This knowledge assists in the selection of FAA specified
Boulder Municipal Airport
MASTER PLAN UPDATE C.15
design standards for the airport, which include runway/taxiway dimensional
requirements; runway length; and runway, taxiway, and apron strength. These standards
apply to the "Design Aircraft", which either currently utilizes the airport or which is
projected to utilize the airport in the future. As previously mentioned, the Beech Super
King Air B200 has been identified as the Airport's "Design Aircraft" for Runway 8/26
with regard to physical dimensions (i.e., 54.5 wingspan) and approach speed (i.e., 103
knots).
According to FAA Advisory Circular 150/5300-13, Airport Design, the first step in
defining an airport's design geometry is to determine its Airport Reference Code (ARC).
A runway/airport that accommodates aircraft with an approach speed as great as 91
knots, but less than 121 knots and with wingspans as great as 49 feet, but less than 79
feet should be designed utilizing ARC B-II dimensional criteria. In addition, the current
Airport Layout Plan specifies the glider runway (Runway 8G/26G) as a non-standard
design with the proposed disposition being a non-federal installation/no action.
The previously mentioned aircraft are the Design Aircraft for dimensional criteria only
(i.e., runway/taxiway separation, runway/taxiway safety areas, aircraft parking separation,
etc.), and is not intended to be used solely to dictate runway length requirements,
although it may be used as a guide in the process of determining runway length. The
dimensional criteria illustrated in the following tables, entitled ARC B-II DIMENSIONAL
STANDARDS FOR RUNWAY 8/26 (In Feet) and ARC B-I SMALL AIRCRAFT ONLY
DIMENSIONAL STANDARDS FOR RUNWAY 8G/26G (In Feet) are those required for the
specified Design Aircraft for each runway, in conjunction with specified approach
visibility minimums, and includes the existing dimension for the corresponding facility3.
3 The Airport’s August 2001 ALP documents the design/layout of the glider runway as non-standard condition with no
reference to a specified design standard. Consultation with the FAA during this Study confirmed that the status of the
glider runway, with respect to FAA design compliance, would remain as depicted on the 2001 version of the ALP.
Boulder Municipal Airport
MASTER PLAN UPDATE C.16
Table C5
ARC B-II DIMENSIONAL STANDARDS FOR RUNWAY 8/26 (In Feet)
Boulder Municipal Airport Master Plan Update
ARC B-II ARC B-II
with > ¾ Mile with < ¾ Mile
Existing Visibility Visibility
Item Dimension Minimums (1) Minimums (2)
Runway Width 75 75 100
Runway Centerline to Parallel Runway
Centerline 220 (3) (6) 700 700
Runway Centerline to Parallel Taxiway
Centerline 200 (3) 240 300
Runway Centerline to A/C Parking 300 250 400
Runway Centerline to Holdline 125 200 250
Runway Safety Area Width 150 150 300
Runway Safety Area Length Beyond
Departure Runway End 300 (4) 300 600
Runway Object Free Area Width 442 (5) 500 800
Runway Object Free Area Length Beyond
Departure Runway End 300 (4) 300 600
Runway Obstacle Free Zone Width 400 400 400
Runway Obstacle Free Zone Length Beyond
Departure Runway End 200 200 200
Taxiway Width 35 35 35
Taxiway Safety Area Width 79 79 79
Taxiway Object Free Area Width 131 131 131
Taxilane Object Free Area Width 115 115 115
Threshold Siting Criteria Criteria Met --- ---
Source: AC 150/5300-13, Federal Aviation Administration.
Existing dimensions in bold text reflect current non-standard design conditions.
(1) Existing runway visual approach minimums.
(2) These potential instrument approach minimums cannot be accommodated at the Airport and have only been included for
reference.
(3) Existing modification of standards was approved by the FAA in 1994 for these criteria.
(4) Existing design standard is met with a 200-foot displaced threshold to Runway 8 and the application of declared distances criteria.
(5) Existing Runway 8/26 OFA is non-standard due to the proximity of the adjacent glider runway.
(6) FAA determination is required regarding potential operation of existing parallel runways as a single runway (see footnote 2 on
previous page).
Boulder Municipal Airport
MASTER PLAN UPDATE C.17
Table C6
ARC B-I SMALL AIRCRAFT ONLY DIMENSIONAL STANDARDS
FOR RUNWAY 8G/26G (In Feet)
Boulder Municipal Airport Master Plan Update
ARC B-I
Existing Visual Approach
Item Dimension Minimums (1)
Runway Width 25 60
Runway Centerline to Parallel Taxiway
Centerline NA 150
Runway Centerline to A/C Parking (north side) 95 125
Runway Centerline to Holdline NA 125
Runway Safety Area Width ND (2) 120
Runway Safety Area Length Beyond
Departure Runway End ND (2) 240
Runway Object Free Area Width ND (3) 250
Runway Object Free Area Length Beyond
Departure Runway End ND (2) 240
Runway Obstacle Free Zone Width ND (2) 250
Runway Obstacle Free Zone Length Beyond
Departure Runway End ND (2) 200
Taxiway Width NA 25
Taxiway Safety Area Width NA 49
Taxiway Object Free Area Width NA 89
Taxilane Object Free Area Width NA 79
Threshold Siting Criteria Criteria Met ---
Source: AC 150/5300-13, Federal Aviation Administration.
(1) Existing runway approach visibility minimums.
(2) Criteria can be met.
(3) Criteria cannot be met due to adjacent glider landside facilities.
NA: Not Applicable
ND: Not Defined on current ALP
As can be seen in the above tables and delineated in the following illustration, the
Runway 8/26 at Boulder Municipal Airport is in non-compliance with the FAA specified
dimensional criteria for the runway centerline to parallel runway centerline separation,
runway centerline to parallel taxiway centerline separation, runway centerline to holdline
separation, and runway object free area width. It should also be noted that the Airport
was granted a modification of standards for the runway and taxiway centerline
separations, and compliance with the holdline separation criteria is dictated by the
runway to taxiway centerline separation. With respect to the glider runway (Runway
Boulder Municipal Airport
MASTER PLAN UPDATE C.19
Runway 8G/26G), the current airport layout plan does not identify specific dimensional
criteria for the facility, therefore the runway was evaluated in consideration of ARC B-I
Small Aircraft Only dimensional standards. As can be noted from Table C6, the glider
runway does not meet standards for runway width, runway centerline separation to
aircraft parking, and runway object free area width. However, consultation with the FAA
during this Airport Master Plan Update confirmed that the status of the glider runway,
with respect to FAA design compliance, would remain as depicted on the 2001 version of
the ALP unless the use/role of the Airport is modified due to a change in the airport’s
design aircraft.
Runways
In consideration of the forecasts of future aviation activity, the adequacy of the runway
system must be analyzed from several perspectives. These include runway orientation
and airfield capacity, which were analyzed in the previous section, as well as runway
length, pavement strength and runway visibility, which will be evaluated in the following
text. The analysis of these various aspects pertaining to the runway system will provide a
basis for recommendations of future improvements.
Runway Orientation. Boulder Municipal Airport currently operates with two runways,
Runway 8/26 and Runway 8G/26G, which are oriented in an east-west direction. As
presented in a previous section, the existing runway configuration is only slightly
deficient (i.e., 94.64%) in consideration of the 13-knot crosswind component, with 95%
being the desired wind coverage for an airport's runway system. Due to the fact that
there is insufficient airport property to accommodate the siting of a crosswind runway
facility, no additional runways will be evaluated from a wind coverage standpoint.
Airfield Capacity. The evaluation of airfield capacity, as presented in previous sections,
indicates that the Airport will not exceed the capacity of the existing runway/taxiway
system before the end of the planning period.
Under existing operating conditions, with the addition of a non-precision instrument
approach procedure, the Airport's Annual Service Volume (ASV) for the year 2023 was
projected to be 184,382 operations. FAA planning standards indicate that when sixty
percent (60%) of the ASV is reached (i.e., 110,629 operations), the Airport should start
planning ways to increase capacity if feasible, and when eighty percent (80%) of ASV is
reached (147,506 operations), construction of facilities to increase capacity should be
initiated if feasible. These conditions should be monitored as trends and not just as one-
time occurrences. This trend monitoring will provide lead-time in recognizing demand
for facilities before the need occurs and will help to keep expenditures within budgetary
constraints.
Boulder Municipal Airport
MASTER PLAN UPDATE C.20
During 2003, aircraft operations at Boulder Municipal Airport totaled 68,262, which is
substantially short of the sixty percent (60%) level of the ASV. In addition, 87,774 annual
operations are forecast to occur at the Airport by the end of the planning period, which
is also well below the sixty percent (60%) level of the ASV. Therefore, no additional
runway facilities will be required at the Airport to increase operational capacity, nor does
the City of Boulder wish to increase its capacity.
Runway Length. The determination of runway length requirements for Boulder
Municipal Airport is based on several factors. These factors include:
• Airport elevation;
• Mean maximum daily temperature of the hottest month;
• Runway gradient;
• Critical aircraft type expected to use the airport; and,
• Stage length (i.e., the distance flown) of the longest nonstop trip destination.
The runway length operational requirements for aircraft are greatly affected by elevation,
temperature and runway gradient. The calculations for runway length requirements at
Boulder Municipal Airport are based on an elevation of 5,288.0 feet AMSL, 87.5 degrees
Fahrenheit NMT (Mean Normal Maximum Temperature), and a maximum difference in
runway elevation at the centerline of 9.2 feet.
Generally, for design purposes, runway length requirements at general aviation airports
are premised upon a combination of the general aviation fleet that are operating or are
projected to operate at the airport in the future. For Boulder, this fleet is dominated by
small aircraft weighing less than 12,500 pounds maximum takeoff weight (MTOW), with a
few larger aircraft (i.e., the business jets that operate at the Airport) weighing less than
20,000 pounds MTOW. As can be seen in the following table, entitled RUNWAY TAKE-
OFF LENGTH REQUIREMENTS, there are four (4) runway lengths shown for small aircraft
type runways. Each of these provides the required length to accommodate a certain type
of aircraft that will utilize the runway. The lengths range from 4,710 to 6,600 feet in
length, with the runway length shown for small aircraft seating more than ten (10)
passengers being 6,600 feet.
There are four (4) different lengths given for large aircraft under 60,000 pounds. The
specified large aircraft runway lengths pertain to those general aviation aircraft, generally
jet-powered, of 60,000 pounds or less maximum certificated take-off weight. The
requirements of the large aircraft fleet range from 6,790 feet to 11,090 feet in length.
Each of these lengths provides a runway sufficient to satisfy the operational
requirements of a certain percentage of the fleet at a certain percentage of the useful
load, (i.e., 75 percent of the fleet at 60 percent useful load). The useful load of an aircraft
is defined as the difference between the maximum allowable structural gross weight and
Boulder Municipal Airport
MASTER PLAN UPDATE C.21
the operating weight empty. In other words, it is the load that can be carried by the
aircraft composed of passengers, fuel, and cargo. Generally speaking, the following
aircraft comprise 75 percent of the large aircraft fleet weighing less than 60,000 pounds:
Learjets, Sabreliners, Citations, Falcons, Hawkers, and the Westwind.
Table C7
RUNWAY TAKE-OFF LENGTH REQUIREMENTS
Boulder Municipal Airport Master Plan Update
Length (Feet)
Aircraft Category Dry Wet
Runway 8/26 (Existing) 4,100 4,100
Airplanes less than 12,500 lbs. with less than 10 seats
75% of Small Aircraft Fleet 4,710 4,710
95% of Small Aircraft Fleet 6,520 6,520
100% of Small Aircraft Fleet 6,600 6,600
Airplanes less than 12,500 lbs. with 10 or more seats 6,600 6,600
Airplanes greater than 12,500 lbs. and less than 60,000 pounds
75% of fleet at 60% useful load 6,790 6,790
75% of fleet at 90% useful load 8,690 8,690
100% of fleet at 60% useful load 11,090 11,090
100% of fleet at 90% useful load 11,090 11,090
Source: FAA Advisory Circular 150/5300-13, Airport Design.
Lengths based on 5288’ AMSL, 87.5° F NMT and a maximum difference in runway centerline elevation of 9.2’.
An important factor to note when considering the generalized large aircraft runway take-
off length requirements presented in the previous table is that the actual length necessary
for a runway is a function of elevation, temperature, and aircraft stage length. As
temperatures change on a daily basis, the runway length requirements change
accordingly. The cooler the temperature, the shorter the runway necessary; therefore,
for example, if an airport is designed to accommodate seventy-five percent (75%) of the
fleet at ninety percent (90%) useful load, this does not mean that at certain times a larger
business jet cannot use the airport or that aircraft cannot use it with heavier loadings
than that represented by ninety percent (90%) of the maximum useful load.
Following an examination of the various runway lengths provided in the previous table,
it should be noted that Runway 8/26, with an existing length of 4,100 feet, is
Boulder Municipal Airport
MASTER PLAN UPDATE C.22
approximately 600 feet deficient in accommodating 75% of the small aircraft fleet. As
mentioned previously pilots operating from Boulder routinely adjust the operating
weight of their aircraft based upon the specific payload requirements of their flight and
the runway length available for takeoff. In addition, the specific performance capabilities
of general aviation aircraft are documented through the aircraft certification process and
defined by Federal Aviation Regulation (FAR) Part 23. Therefore, both takeoff and
landing procedures conducted at Boulder must comply with these regulations to ensure
the safety of these operations. Based on the Airport’s existing and projected operational
activity, coupled with the facilities existing site constraints (i.e., steep topography and
adjacent lake), it is concluded that the existing runway length is adequate and should be
maintained at 4,100 feet. In addition, the length of the existing glider runway, which also
measures 4,100 feet, should also be maintained with no plans for extension.
Runway Pavement Strength. As identified in the INVENTORY chapter of this document,
Runway 8/26 is rated in excellent condition, with an existing gross weight bearing
capacity of 16,000 pounds single wheel and 30,000 pounds dual-wheel main gear
configuration. According to the existing and projected operational fleet mix, this
pavement strength is adequate to accommodate the existing and projected general
aviation aircraft fleet at the airport. However, all existing airfield pavement should be
tested periodically to properly ascertain existing pavement strengths.
Runway Line of Sight and Gradient. According to existing runway line-of-sight
standards, any two (2) points located five feet (5') above the runway centerline must be
mutually visible for the entire length of the runway. If the runway has a full-length
parallel taxiway, the visibility requirement is reduced to a distance of one-half the runway
length. Boulder Municipal Airport complies with the runway line-of-sight standards for
the entire length of the runway.
Taxiways
Taxiways are constructed primarily to enable the movement of aircraft between the
various functional areas on the airport and the runway system. Some taxiways are
necessary simply to provide access between aircraft parking aprons and runways, whereas
other taxiways become necessary to provide more efficient and safer use of the airfield.
As described earlier, the taxiway system at Boulder Municipal Airport is adequate to
accommodate the required taxiway exit standards from a capacity standpoint.
Taxiway improvements that will be considered for development at Boulder Municipal
Airport will include the future extension of access taxiways and/or taxilanes to serve
additional hangar development and expansion areas on the Airport. On a related note,
the existing access taxiway system will be evaluated with respect to the interaction of the
existing taxiway and roadway system on the Airport. Every effort should be made to
Boulder Municipal Airport
MASTER PLAN UPDATE C.23
physically separate the airport roadways from the taxiways to prohibit unauthorized
vehicles from accessing the Airport’s aircraft movement areas to assist in the safety and
security of the Airport.
Instrumentation and Lighting
Electronic landing aids, including instrument approach capabilities and associated
equipment, airport lighting, and weather/airspace services, were detailed in the
INVENTORY chapter of this document. The Airport is not presently equipped with an
instrument approach procedure; however, the future implementation of a non-precision
approach will be examined in the alternatives analysis chapter of the document due to its
potential impact on the Airport’s specified design and FAR Part 77 airspace criteria.
Within the near future, Global Positioning System (GPS) approaches are expected to be
the FAA’s standard approach technology. With GPS, the cost of establishing new or
improved instrument approaches at many airports has been significantly reduced. With
respect to future instrument flight procedures (IFPs), the FAA’s Aviation System
Standards (AVN) branch designs and develops IFPs, as well as operates a fleet of flight
inspection aircraft for airborne evaluation of electronic navigational signals. The Flight
Procedures Division of AVN maintains production schedules for the IFPs, which include
LNAV, LNAV/VNAV, LPV, ILS, etc.
It should be noted that the Colorado Department of Transportation (CDOT) Division of
Aeronautics has completed a multi-phase planning study to evaluate the implementation
or enhancement of stand alone GPS instrument approaches at many Colorado airports.
Phase One of the study included the establishment of new survey monuments, along
with a cursory review/assessment of the instrument approach procedure capability for
each of the airports. Based upon this cursory Phase One assessment for Boulder
Municipal Airport, it was determined that Runway 26 could likely be equipped with a
GPS Area Navigation (RNAV) procedure that would provide LNAV/VNAV minimums as
low as a 532-foot ceiling and ¾-mile visibility. Phase Two of the study included a
detailed obstruction survey of each of the runways being considered for a new
instrument approach procedure and the surveys were prepared by a registered surveyor
in accordance with the accuracy standards specified by FAA 405, Standards for Aeronautical
Surveys and Related Products. Phase Three of the study will include the design and
development of the approach procedures by the FAA Flight Procedures Division of AVN.
Based upon the Airport’s existing site development constraints and IFR wind coverage
analysis, it is recommended that a future approach procedure with vertical guidance
(APV) (i.e., an LNAV/VNAV procedure) be evaluated for Boulder that could provide
visibility minimums as low as 1-mile. According to Appendix 16 of AC 150/5300-13, an
LNAV/VNAV procedure with these specified minimums would require a minimum 3,200-
Boulder Municipal Airport
MASTER PLAN UPDATE C.24
foot runway length, but would not require an approach lighting system. In addition, the
runway should comply with standard runway markings, standard holding position signs,
provide clear obstacle free zones, and have imaginary surfaces free of obstructions. As
noted in the previous section, Runway 8/26 does not comply with current standards for
runway centerline to holdline separation, and a final determination on this criteria must
be received from the FAA to facilitate the assessment of the approach.
Visual Landing Aids (lights). Presently, the runway at Boulder Municipal Airport is
equipped with Medium Intensity Runway Lights (MIRL) edge lights, and a 4-box visual
approach slope indicator (VASI) serving Runway 26. In conjunction with the
examination of improved instrument approaches described above, improved airport
lighting may also need to be evaluated. The type of airport lighting will be dependent on
the type of instrument approach capabilities being proposed and will be examined in the
following chapter.
Runway Protection Zones (RPZs). The function of the RPZ is to enhance the protection
of people and property on the ground off the end of runways. This is achieved through
airport control of the property within the RPZ area. This control can be exercised
through either fee-simple ownership or the purchase of an RPZ easement. The RPZ is
trapezoidal in shape and centered about the extended runway centerline. Its inner
boundary begins 200 feet beyond the end of the area usable for take-off or landing. The
dimensions of the RPZ are functions of the type of aircraft that regularly operate at the
airport, in conjunction with the specified visibility minimums of the instrument approach
(if applicable).
In consideration of the existing visual approaches and the potential instrument approach
minima for Runway 26, and the type of aircraft each runway is designed to
accommodate, it is projected that the existing RPZ dimensions will be maintained for
each runway4 for the balance of the 20-year planning period. The following table,
entitled RUNWAY PROTECTION ZONE DIMENSIONS, lists existing RPZ dimensional
requirements, along with the requirements for improved approach capabilities.
4 The RPZ dimensions for visual approaches and non-precision approaches with 1-mile approach visibility minimums
are the same for Category B aircraft.
Boulder Municipal Airport
MASTER PLAN UPDATE C.25
Table C8
RUNWAY PROTECTION ZONE DIMENSIONS
Boulder Municipal Airport Master Plan Update
Width at Width at
Runway End Outer End Length
Item (feet) (feet) (feet)
Existing RPZ Dimensions:
Runway 8 500 700 1,000
Runway 26 500 700 1,000
Runway 8G (1) 250 450 1,000
Runway 26G (1) 250 450 1,000
Required RPZ Dimensions for Various Visibility Minimums:
Visual and not lower than 1-mile, Small Aircraft
Exclusively 250 450 1,000
Visual and not lower than 1-Mile (Statute),
Approach Categories A & B 500 700 1,000
Visual and not lower than 1-Mile (Statute),
Approach Categories C & D 500 1,010 1,700
Not lower than 3/4-Mile (Statute), All Aircraft 1,000 1,510 1,700
Lower than 3/4-Mile (Statute), All Aircraft 1,000 1,750 2,500
Source: FAA Advisory Circular 150/5300-13, "Airport Design."
(1) RPZs are not currently delineated on the existing ALP for the glider runway.
Future Lighting. Based on the potential 1-mile approach visibility minimums being
considered for Boulder, an approach lighting system will not be required or
recommended for the Airport.
Glide path indicator lights are a system of lights that provide visual vertical approach
slope guidance to aircraft during an approach to the runway. Precision approach path
indicators (PAPIs) or Visual Approach Slope Indicators (VASIs) are designed for day and
nighttime use during VFR (i.e., good weather) conditions. The Precision Approach Path
Indicators (PAPIs) are the currently recognized replacement equipment for VASIs, and are
recommended for future installation to serve each runway end. However, according to
airport management, the FAA has indicated that VASIs would likely continue to be
identified as the appropriate equipment for installation at Boulder in consideration of
specific design and engineering criteria associated Boulder’s existing airfield layout.
Boulder Municipal Airport
MASTER PLAN UPDATE C.26
Runway End Identifier Lights (REILs) are a system of lights that provide an approaching
aircraft a rapid and positive identification of the approach end of the runway. Since an
approach lighting system will not be required to achieve a potential 1-mile approach
visibility minimum at Boulder, it is recommended that REILs be evaluated for installation
to serve each runway end. Prior to the installation of the REILs, a light emission study
should be conducted in consideration of the City of Boulder’s existing lighting ordinance
to determine if additional shielding of the lights would be required.
As mentioned previously, Runway 8/26 is equipped with Medium Intensity Runway
Lights (MIRLs). These lights should be maintained in conjunction with any proposed
instrument approach procedure enhancements. In addition, Medium Intensity Taxiway
Lights (MITLs), which are presently in place on Taxiway “A”, should be maintained on
the existing parallel taxiway system.
Landside Requirements
Landside facilities are those facilities that support the airside facilities, but are not actually
a part of the aircraft operating surfaces. These consist of such facilities as terminal
buildings, hangars, aprons, access roads and support facilities. Following a detailed
analysis of these facilities that are to be examined for Boulder, current deficiencies can be
noted in terms of accommodating both existing and future aviation needs at the Airport.
General Aviation Requirements
Aircraft based at Boulder Municipal Airport are stored in one of three areas: large
storage hangars, T-hangars, or apron tiedowns. Currently, 234 aircraft are based at the
Airport5. Over the course of the twenty-year planning period, the number of based
aircraft at the Airport is forecast to increase by as many as 64 new aircraft, which would
only represent a return to early 1990 aircraft basing levels. In consideration of present
day and future basing practices by aircraft owners, it is anticipated that an increasing
percentage of the based aircraft fleet at Boulder will be stored in hangars.
Tiedown Storage Requirements/Based Aircraft. Aircraft tiedowns are provided for those
aircraft that do not require, or do not desire, to pay the cost for hangar storage. Space
calculations for these areas are based on 360 square yards of apron for each aircraft to be
stored on the apron. This amount of space allows for aircraft parking and circulation
between the rows of parked aircraft. Based upon existing aircraft storage practices and
strong demand for new hangar facilities, it is projected that a significant number of
5 Subsequent to the preparation of these forecasts in the summer of 2004, which have been approved by the FAA, the
Airport recorded 190 total based aircraft for the year 2005 and a breakdown of these aircraft by type was presented in
Table B2 of the previous chapter.
Boulder Municipal Airport
MASTER PLAN UPDATE C.27
existing based aircraft that are currently stored on the apron would prefer to have hangar
storage. As a result, it is anticipated that the based aircraft apron requirements will
generally decline through the planning period as additional hangar storage facilities are
constructed at the Airport, with the excess apron then being available for transition to
itinerant aircraft apron.
Tiedown Storage Requirements/Itinerant Aircraft. In addition to the needs of the based
aircraft tiedown areas addressed in the preceding section, transient aircraft also require
apron parking areas at Boulder Municipal Airport. This storage is provided in the form
of transient aircraft tiedown space. In calculating the area requirements for these
tiedowns, typically, an area of 400 square yards per aircraft is used. As previously
described, it’s projected that the forecast decreasing demand for based aircraft apron
would be available for use to accommodate the forecast increase in demand for itinerant
aircraft apron through the planning period.
The accompanying table shows the type of facilities and the number of units or acres
needed for that facility in order to meet the forecast demand for each development
phase. It is expected that most of the owners of aircraft that will be newly based at the
Airport will desire some type of indoor storage facility. The actual type of hangar
storage facility to accommodate based aircraft has been identified as T-hangars, executive
hangars, and larger corporate and/or FBO type hangars, although the actual number, size,
and location of these hangars will depend on user needs and financial feasibility.
Access and perimeter roadway locations, auto parking requirements, and land
requirements are not included in this tabulation because the amount of land necessary
for these facilities will be a function of the location of other facilities, as well as the most
effective routing of roadways. The following table, entitled GENERAL AVIATION
FACILITY REQUIREMENTS, 2003-2023, depicts the area required for general aviation
landside facilities during all stages of development. Based upon the assessment of
projected hangar and apron needs at the Airport, it appears that the Airport has adequate
space to accommodate the forecast demand for these facilities through the planning
period of this document. In addition, this will assist in the preparation of detailed facility
staging plan that is presented in later chapters of this document.
Boulder Municipal Airport
MASTER PLAN UPDATE C.28
Table C9
GENERAL AVIATION FACILITY REQUIREMENTS, 2003-2023
Boulder Municipal Airport Master Plan Update
Total Number Required (In yd2)
Facility 20031 2008 2013 2018 2023
Itinerant GA Apron (yd.2) (1) --- 10,409 11,520 12,746 14,338
Based A/C GA Apron (yd.2) (1) --- 33,000 28,380 23,430 21,120
Total Apron (yd.2) (1) 44,444 (2) 43,409 39,900 36,176 35,458
Glider Storage (yd.2) 23,000 (3) 19,977 21,554 23,131 24,709
Hangar Space
T-hangars (no./yd.2) 80/41,900 95/49,760 115/60,240 140/73,340 160/83,820
Exec./Corp. (no./yd.2) 7/4,667 11/7,335 11/7,335 11/7,335 11/7,335
Total (yd.2) 114,011 117,813 129,029 139,982 151,322
Source: Barnard Dunkelberg & Company projections based on FAA AC 150/5300-13
(1) Does not differentiate between based and/or itinerant apron.
(2) Total reflects currently paved apron area. An additional unpaved/grass apron area consisting of approximately
8,400 square yards is available for use.
(3) Total reflects unpaved area currently designated for storage, with additional expansion area available to the east.
Ground Access Requirements
Ground access facility requirements, based upon the previously presented demand and
capacity analysis, have been developed for the vehicular access roadway system that
presently serves the Airport. The capacity analysis presented in the previous chapter
indicated that the two-lane airport access road (Airport Road), with additional dedicated
turning lanes and Independence Road, which serves the north side of the Airport, would
have adequate capacity to accommodate the anticipated airport-generated and
background traffic through the planning period. However, the demand placed on these
roadways should be analyzed periodically to determine if facility improvements are
needed. In addition, opportunities to provide a more direct access route between the
north and south sides of the Airport will be investigated in the forthcoming alternatives
evaluation section of this document.
Support Facilities Requirements
In addition to the aviation and airport access facilities described above, there are several
airport support facilities, which have quantifiable requirements and which are vital to the
Boulder Municipal Airport
MASTER PLAN UPDATE C.29
efficient and safe operation of the airport. The support facilities at Boulder Municipal
Airport that require further evaluation include the fuel storage facility.
Fuel Storage Facility. Between the years 1999 and 2003, there was an average of 156,192
gallons of fuel sold per year at Boulder Municipal Airport. Based on 2003 total
operation counts, this equates to approximately 2.3 gallons per operation. As operations
increase, fuel storage requirements can be expected to increase proportionately. By
increasing the ratio of gallons sold per operation to adjust for the slight percentage
increase in itinerant aircraft forecast to operate at the Airport, an estimate of future fuel
storage needs can be calculated as a two-week supply during the peak month of
operations. As can be seen in the following table, entitled FUEL STORAGE
REQUIREMENTS, 2003-2023, it appears that the Airport's fuel storage requirements can be
accommodated through the year 2023 utilizing existing storage facilities.
Table C10
FUEL STORAGE REQUIREMENTS, 2003-2023
Boulder Municipal Airport Master Plan Update
2003 2008 2013 2018 2023
Average Day of
Peak Month Operations 220 220 239 260 283
Two Week Operations 3,080 3,080 3,346 3,640 3,962
Gallons Per Operation (1) 2.3 3.0 3.5 4.0 5.0
Fuel Storage (gallons) 30,000 (2) 9,240 11,711 14,560 19,810
(1) A projected increase in the ratio of gallons of fuel sold per operation is a result of the projected increase in the number of
intinerant aircraft operations forecast to occur at the Airport.
(2) Existing fuel storage capacity (20,000 gallons avgas & 10,000 gallons Jet A).
Planning Issues Identification/Verification
As referenced in the INVENTORY OF EXISTING CONDITIONS chapter of this document,
identification of the current and future airport planning issues, which may influence the
use of a public facility, is an important step in the planning process. A preliminary list of
these issues was identified at the conclusion of that chapter, and that list has continued
to evolve and expand in response to input that has been received throughout the
planning process.
The following updated list identifies those issues that will be considered in the
preparation of the airside and landside plan alternatives for Boulder Municipal Airport,
Boulder Municipal Airport
MASTER PLAN UPDATE C.30
and ultimately provide the basis for the formulation of the future plans for the facility.
These issues, which have been organized into airside and landside categories, are
represented on the following illustrations, entitled AIRPORT PLANNING ISSUES MAP and
EXISTING AIRPORT TRAFFIC PATTERNS MAP. It should also be noted that some of the
issues are referenced in more than one category due to their complexity or boundary
relationships, and the existing airport traffic pattern graphic has been included separately
to provide a point-of-beginning for discussions concerning potential opportunities to
modify flight tracks in consideration of aircraft overflights.
Airside Issues:
• Maintain Airport Infrastructure Development
• Verify Airport Design Standards
• Evaluate Future Instrument Approach Procedure
• Reevaluate Existing Airport Flight Patterns to Minimize Overflights of Existing
Residential Development
• Evaluate Airport Environmental Issues (i.e., Aircraft Noise, Overflight of Raptor
Nesting Areas, Prairie Dog Habitat Expansion).
Landside Issues:
• Maintain Airport Infrastructure Development
• Enhance General Aviation Security
• Maintain Financial Self Sufficiency of the Airport
• Verify Airport Design Standards
• Evaluate Self-Service Fueling Facility6
• Improve Ramp/Security Lighting
• Improve Handicap Accessibility to/from General Aviation Ramp
• Evaluate Options to Improve Vehicular and/or Pedestrian Access between
North and South Side of the Airport
• Evaluate Airport Environmental Issues (i.e., Aircraft Noise, Overflight of Raptor
Nesting Areas, Prairie Dog Habitat Expansion, and Storm Water Management)
• Improve Airside/Landside Separation Standards (Roadways and Taxiways)
Airport Management Issues:
• Enhance General Aviation Security
• Enhance Airport Relationship with Surrounding Community
• Maintain Financial Self Sufficiency of the Airport
• Improve Methods of Noise Complaint Reporting and Documentation
• Investigate Airport Leasing Practices
6 A new self-service fueling facility was installed at the Airport in 2005.
Boulder Municipal Airport
MASTER PLAN UPDATE C.33
• Reevaluate Existing Airport Flight Patterns to Minimize Overflights of Existing
Residential Development
• Evaluate Airport Environmental Issues (i.e., Aircraft Noise, Overflight of Raptor
Nesting Areas, Prairie Dog Habitat Expansion, and Storm Water Management).
Summary
The need for facilities, which have been identified in this chapter, can now be utilized to
formulate the overall future Master Plan of the Airport. The following table summarizes
the projected facility requirements necessary to accommodate the projected operational
demands through 2023. The formulation of this plan will begin by establishing goals for
future airport plans and an analysis of plan alternatives whereby demand for future
airport facilities can be accommodated. These alternatives will be presented in the
following chapter, entitled ALTERNATIVES ANALYSIS.
Boulder Municipal Airport
MASTER PLAN UPDATE C.34
Table C11
FACILITY REQUIREMENTS SUMMARY, 2003-2023
Boulder Municipal Airport Master Plan Update
Facility 2003(1) 2008 2013 2018 2023
Dimensional Standards
Runway 8/26 ARC B-II same same same same
Runway 8G/26G ARC B-I/Sm. Aircraft Only(2) same same same same
Runway Length/Width
Runway 8/26 75' x 4,100' same same same same
Runway 8 G/26G 25' x 4,100' 60' x 4,100' (3) same same same
General Aviation Apron Requirements (In yds.2)
Itinerant (yd.2) --- 10,409 11,520 12,746 14,338
Based (yd.2) --- 33,000 28,380 23,430 21,120
Subtotal (yd.2) 44,444 (4) 43,409 39,900 36,176 35,458
Glider Storage (yd.2) 23,000 (5) 19,977 21,554 23,131 24,709
General Aviation Aircraft Storage Facilities (No./yds.2)
T-hangars (no./yd.2) 80/41,900 95/49,760 115/60,240 140/73,340 160/83,820
Exec./Corp. (no./yd.2) 7/4,667 11/7,335 11/7,335 11/7,335 11/7,335
Aviation Fuel Storage Requirements
AVGAS (gallons) 20,000 same same same same
Jet A (gallons) 10,000 same same same same
(1) Actual.
(2) Existing dimensional criteria to be verified through FAA consultation.
(3) A potential future requirement to increase runway width is to be evaluated in the Planning Concepts and Alternatives Analysis chapter of
this document.
(4) Total reflects currently paved apron area. An additional unpaved/grass apron area consisting of approximately 8,400 square yards
is available for use.
(5) Total reflects unpaved area currently designated for storage, with additional expansion area available to the south.
Boulder Municipal Airport
MASTER PLAN UPDATE D.1
Planning Concepts and Alternatives Analysis
Introduction
The purpose of this chapter is to present the Planning Concepts and Alternatives for
Boulder Municipal Airport, in terms of both their vision and reasoning. Therefore, several
basic assumptions have been established, which are intended to direct the future planning
of the Airport. These assumptions are supported by the aviation activity forecasts and
include a commitment for continued airport operation, which supports local and regional
needs.
The first assumption states that Runway 8/26 will be maintained to Airport Reference
Code (ARC) B-II design standards with future instrument approach visibility minimums
of 1-mile being protected to Runway 26. This is the same ARC designation that was
identified in the 1992 Airport Master Plan.
The second assumption states that the Airport’s existing glider operation will be
maintained, utilizing either the present Runway 8G/26G configuration that reflects a
non-federal/non-standard design installation, or an alternate layout configuration.
The third assumption states that the existing runway length of 4,100 feet for Runway
8/26 will be maintained.
Planning Goals
Accompanying these assumptions are several goals, which have been established for
purposes of directing the plan and establishing continuity in the future operation of the
Airport. In the future, the Airport is projected to have the same type and volume of
flying activity that has occurred over recent history. However, there may be
improvements to how the Airport supports that activity in terms of safety and
Boulder Municipal Airport
MASTER PLAN UPDATE D.2
infrastructure enhancements and responding to community needs. The planning goals
take into account several categorical considerations relating to the needs of the Airport
both in the short-term and the long-term, including safety, noise, capital improvements,
land use compatibility, financial and economic conditions, public interest and
investment, and community recognition and awareness.
The goals of this Master Plan are:
• Ensure that the future planning of the Airport will continue to support its
role in the region, to accommodate a variety of general aviation users in
Airport Reference Code (ARC) B-II and below, ranging from glider to
corporate aviation operators.
• Provide effective direction for the future operation of Boulder Municipal
Airport through the preparation of a balanced plan and adherence to the
adopted improvement program.
• Continue the provision of a safe and efficient environment for aircraft
operation.
1) Plan the Airport to be able to safely accommodate the forecast
aircraft fleet with facilities properly sized to accommodate forecast
demand.
2) Maintain/update minimum standards, rules, and regulations for
future operation of the Airport and the maintenance of existing
facilities.
3) Direct any future land acquisition recommendations (i.e., fee simple
and/or easement) in consideration of airport safety and land use
compatibility.
• Preserve the Airport’s ground transportation access requirements with the area’s
regional transportation goals.
• Maintain/enhance the self-sustaining capability of the Airport and ensure the
financial feasibility of future airport capital improvements.
1) Program facilities to be constructed when demand is realized
(construction is to be driven by actual demand, not forecast demand).
• Continue to address community concerns such as noise, wildlife habitat and impacts
and environmentally sustainable maintenance practices.
• Plan and develop the Airport to be environmentally compatible with the community
and minimize environmental impacts on both airport property and property adjacent
to the Airport.
Boulder Municipal Airport
MASTER PLAN UPDATE D.3
Airside Planning Alternatives
Introduction
Because all other airport functions relate to and revolve around the basic runway/
taxiway layout, airside planning recommendations must first be carefully examined and
evaluated. It is essential that the initial development of the Airport be commensurate
with the anticipated needs and requirements of the airport users; however, the long-term
expansion capabilities of the facility must also be considered and planned for to ensure
the future success of the project. The main objective of the planning alternatives
presented herein is to identify future projects that will result in a runway/taxiway system
capable of accommodating the forecast aviation activity.
To accommodate the projected operational demand at Boulder Municipal Airport
through the year 2023 (i.e., the end of the twenty-year planning period), two
development alternatives for the Airport have been prepared and are presented in the
following illustrations. Both the forecast operations and the goals of the City of Boulder,
relative to aviation development and economic enhancement, were incorporated into the
planning effort.
Alternatives
The following airside planning alternatives were evaluated.
Alternative One. Preserve the Airport’s existing parallel runway configuration & design
standards, and implement future instrument approach upgrades to Runway 26.
Runway 8/26.
• ARC Dimensional Criteria: Maintain existing ARC B-II design standards through the
planning period of this document. Resolve existing non-standard dimensional
criteria for runway centerline to holdline and runway object free area width
through a request for a modification of standards. The FAA has previously
granted existing modification of standards for both parallel runway and parallel
taxiway centerline separation standards, and these additional modification
requests are needed to provide consistency with previous non-standard design
criteria determinations. In addition, the future application of instrument
approach criteria for the Airport will not require the implementation of more
restrictive FAA dimensional criteria in consideration of the proposed 1-mile
visibility minimums.
• Dimensions: Based on the Airport’s existing and projected operational activity,
coupled with the facility’s existing site constraints (i.e., steep topography and
Boulder Municipal Airport
MASTER PLAN UPDATE D.5
adjacent lake), the runway is to be maintained at its existing dimensions of 75 feet
wide and 4,100 feet in length.
• Pavement: Maintain existing gross weight bearing capacity of 16,000 pounds single
wheel and 30,000 pounds dual-wheel gear configuration.
• Instrument Approach Criteria: The existing Runway 26 visual approach will be
upgraded to a GPS Area Navigation (RNAV) procedure that will likely provide
LNAV/VNAV ceiling minimums as low as a 532 feet and visibility minimums of 1-
mile. In addition, the size of the runway protection zones (RPZs) for each
runway end will be maintained at 500’ x 700’ x 1,000’.
• Runway Lighting: The existing Medium Intensity Runway Lights (MIRLs) that
currently serve the runway system will be maintained. In addition, Runway End
Identifier Lights (REILs) are recommended for each runway end; however, a light
emission study should be conducted in consideration of the City of Boulder’s
existing lighting ordinance to determine if shielding of the lights will be needed.
Also, the existing visual approach slope indicators (VASIs) serving Runway 26 are
to be maintained, with VASIs being recommended for future installation on
Runway 8, if feasible due to terrain. An approach lighting system will not be
required at the Airport based upon the proposed 1-mile approach visibility
minimums for Runway 26.
• Landing/Navigational Aids: The proposed Runway 26 instrument approach
upgrade is to be developed utilizing GPS technology; therefore, no additional
ground-based NAVAIDs are recommended or required for installation.
Runway 8G/26G.
• ARC Dimensional Criteria: As noted in the previous chapter, the Airport’s current
Airport Layout Plan (ALP) drawing documents the design/layout of the glider
runway as a non-standard condition with no reference to a specified FAA design
standard. Based upon initial FAA review, it has been determined that the current
operational status of the glider runway could be maintained as a non-federal
installation and absent of applicable FAA design standards.
• Dimensions: The existing runway length is adequate to accommodate the operation
of the glider tow planes and would be maintained at 4,100 feet. In addition, the
existing runway width would be maintained at its current non-standard width of
25 feet due to the non-federal status of the runway.
• Pavement: There is no available existing gross weight bearing capacity data for the
paved portion of the glider runway. In accordance with specified FAA design
Boulder Municipal Airport
MASTER PLAN UPDATE D.6
criteria, this pavement should be designed to a 12,500 pounds single wheel gear
configuration.
• Instrument Approach Criteria: Maintain the runways existing visual approach
procedures to each runway end. In addition, the size of the existing RPZs for
each runway end would be maintained at 250’ x 450’ x 1,000’.
• Runway Lighting: The existing glider runway is not equipped with runway edge
lights and no improvements are recommended since this runway is only used
during daylight hours.
• Landing/Navigational Aids: no improvements are recommended.
Taxiway System
Taxiway “A”.
• Airplane Design Group (ADG): Maintain existing ADG II standards through the
planning period of this document.
• Dimensions: Maintain existing width (i.e., 35 feet) and the existing centerline
separation from the runway of 200 feet1.
• Pavement: Maintain existing gross weight bearing capacity commensurate with the
runway facility (i.e., 16,000 pounds single wheel, 30,000 pounds dual-wheel gear
configuration).
• Taxiway Lighting: Maintain existing Medium Intensity Taxiway Lights (MITLs) to
serve the taxiway system.
Glider Runway Taxiway System. The existing glider runway is not equipped with a
parallel taxiway system and no improvements are recommended.
Landside Improvements
The following landside improvement areas have been identified and are presented in the
following text.
1 An existing modification of standards for the 200-foot centerline separation was approved by the FAA
in 1994.
Boulder Municipal Airport
MASTER PLAN UPDATE D.7
General Aviation Development:
• Existing west side hangar area, located south of the commercial aviation flight
line. Recommend infill hangar/apron development (corporate and executive
hangars) within undeveloped parcels. New vehicular access roadway or
extension of existing roadways would be required (Acreage: 2.6 acres).
• Southeast quadrant, located adjacent to the existing T-hangar development
(Future). Programmed for T-hangar and executive hangar development
opportunities that require additional vehicular access roadway and taxiway
development (Acreage: 7.5 acres).
• Existing north side glider storage area, located adjacent to Independence Road.
Recommend continuation of existing tiedown and glider trailer storage area
(Acreage: 6.0 acres).
Commercial Aviation Development:
• Northeast quadrant, located along the flightline at the east end of the general
aviation ramp. Programmed for commercial aviation storage/maintenance
hangars and apron development. Facility expansion will require additional
vehicular access roadway development (Acreage: 1.1 acres).
Property/Easement Acquisition
The City of Boulder does not presently own or control those portions of the existing
Runway 8 arrival and departure RPZs that extend beyond the current boundary of the
Airport. Based upon the previously described airside development recommendations,
the following property and/or easement acquisition recommendations are presented.
Runway 8 RPZ (Arrival and Departure).
• Easement Acquisition: 6.5 acres.
Development Projects
The major projects associated with the Alternative One development include:
Airside.
1) Acquire RPZ/avigation easement for Runway 8 and Runway 8G RPZs
(approx. 6.5 acres).
2) Conduct Runway 26 Type D Survey to support GPS approach procedure with
vertical guidance (VNAV).
3) Install Runway 26 REILs.
4) Install Runway 8 VASI, if FAA criteria can be met.
5) Install new hangar access taxiway at east end of general aviation ramp.
6) Implement Runway 8/26 pavement maintenance projects.
Boulder Municipal Airport
MASTER PLAN UPDATE D.8
7) Implement Runway 8G/26G pavement maintenance projects.
8) Implement Taxiway “A” pavement maintenance projects.
9) Implement general aviation apron pavement maintenance projects.
10) Install Runway 8 REILs.
Landside.
1) Construct roadway cul-de-sac/turnaround on existing airport access roadway.
2) Install perimeter fencing with control access gates (Phase One).
3) Construct new access roadway to serve southeast general aviation
development area.
4) Construct T-hangars and executive hangars with apron/taxiway paving within
southeast general aviation development area (Phase One).
5) Construct new access roadway to serve southwest general aviation
development area.
6) Construct corporate and executive hangars with apron/taxiway paving within
southwest general aviation development area (Phase One).
7) Construct T-hangars and executive hangars with apron/taxiway paving within
southeast general aviation development area (Phase Two), including the
phase-out of older T-hangar facilities.
8) Install perimeter fencing with control access gates (Phase Two).
9) Implement general maintenance projects to City-owned hangars (painting,
siding, etc.).
10) Construct T-hangars and executive hangars with apron/taxiway paving within
southeast general aviation development area (Phase Three).
11) Install perimeter fencing with control access gates (Phase Three).
The implementation of Alternative One reflects many of the development
recommendations shown on the current Airport Layout Plan (ALP). The ARC for
Runway 8/26 is to be maintained at ARC B-II design criteria, with a proposed GPS
approach procedure being developed to Runway 26. In addition, the glider runway (i.e.,
Runway 8G/26G) is to be retained in its present location, maintain the existing non-
standard design configuration, and continue the FAA’s non-federal runway installation
status that precludes federal funding participation on any projects associated with the
glider runway facility.
Boulder Municipal Airport
MASTER PLAN UPDATE D.9
Alternative Two. Revise the Airport’s existing parallel runway configuration with the
relocation of the glider runway, preservation of the Runway 8/26 design standards, and
implementation of future instrument approach upgrade to Runway 26.
Runway 8/26. Recommended improvements are the same as those specified for
Alternative One.
Runway 8G/26G2.
• ARC Dimensional Criteria: The glider runway is to be repositioned adjacent to the
north side of Runway 8/26 and be developed as an unpaved turf/dirt strip3. The
dimensional criteria for the glider runway would be incorporated by the existing
ARC B-II design standards for Runway 8/26, requiring one set of RPZs and one
set of runway safety area (RSA) and runway object free area (ROFA) boundaries.
• Dimensions: The existing glider runway length of 4,100 feet would be reduced to
3,900 feet to accommodate for the outboard placement of the threshold lights
located at the Runway 8 landing threshold. In addition, the new compacted
dirt/turf glider strip would be developed to a width of 75 feet to minimize
potential conflicts with the existing Runway 8/26 MIRLs.
• Pavement: The proposed glider strip is to be unpaved, consisting of either
compacted dirt or turf. There are also low maintenance synthetic turf products
on the market that could be utilized in lieu of the compacted dirt or a turf
surface.
• Instrument Approach Criteria: Maintain the runways existing visual approach
procedures to each runway end. In addition, separate RPZs would not be
required for the glider strip and thus the size of the existing RPZs for each end of
Runway 8/26 would be maintained at 500’ x 700’ x 1,000’.
• Runway Lighting: The proposed glider strip would not be equipped with runway
edge lights.
• Landing/Navigational Aids: No improvements are recommended.
2 Reference to a parallel glider runway would be removed from the ALP, with the Airport offering both a
paved and unpaved version of Runway 08/26 from which to operate.
3 The existing non-standard parallel runway configuration would be revised to a single runway layout that
complies with specified FAA design standards.
Boulder Municipal Airport
MASTER PLAN UPDATE D.11
Taxiway System
Taxiway “A”. Recommended improvements are the same as those specified for
Alternative One.
New Parallel Taxiway System.
• Airplane Design Group (ADG): The existing glider runway is to be converted to a
parallel taxiway system which serves the north side of Runway 8/26 and provides
access to the relocated glider strip. It is recommended that the taxiway system be
developed to ADG II standards (i.e., with a 240-foot runway to taxiway centerline
separation) with connector taxiways being developed to serve each runway end
and the midfield taxiway connector4 location.
• Dimensions: Construct new taxiway to a 35 foot width, but increase the existing
centerline separation from the runway to 240 feet to avoid future applications for
a modification of standards to the runway/taxiway centerline separation and the
runway centerline to holdline separation on the taxiway.
• Pavement: Design and construct gross weight bearing capacity commensurate with
small aircraft standards (i.e., 12,500 pounds single wheel gear configuration).
• Taxiway Lighting: The taxiway system would primarily be used by gliders and tow
planes during daylight hours only. Therefore, in pavement edge reflectors are
recommended for installation in lieu of MITLs.
Landside Improvements
The following landside improvement areas have been identified and are presented in the
following text.
General Aviation Development:
• Existing west side hangar area, located south of the commercial aviation flight
line. Recommend infill hangar/apron development (corporate and executive
hangars) within undeveloped parcels. New vehicular access roadway or
extension of existing roadways would be required (Acreage: 1.0 acres).
• Southeast quadrant, located adjacent to the existing T-hangar development
(Future). Programmed for T-hangar and executive hangar development
opportunities that require additional vehicular access roadway and taxiway
development (Acreage: 8.6 acres).
4 The midfield taxiway connector is to be positioned in conjunction with the existing midfield departure
location for the glider tow operations.
Boulder Municipal Airport
MASTER PLAN UPDATE D.12
• Existing north side glider storage area, located adjacent to Independence Road.
Recommend continuation of existing tiedown and glider trailer storage area
(Acreage: 6.0 acres).
Aviation-Related Development:
• Southwest quadrant, located between the existing mobile home park and Airport
Boulevard. Programmed for aviation-related business or office development that
does not require airside access to the runway/taxiway system. Facility
development will require additional vehicular access roadway construction
(Acreage: 1.0 acres).
Property/Easement Acquisition
The City of Boulder does not presently own or control those portions of the existing
Runway 8 arrival and departure RPZs that extend beyond the current boundary of the
Airport. Based upon the previously described airside development recommendations,
the following easement acquisition recommendations are presented.
Runway 8 RPZ (Arrival and Departure).
• Easement Acquisition: 6.5 acres.
Improvement Projects
The major projects associated with the Alternative Two development include:
Airside.
1) Acquire RPZ/avigation easement for future Runway 8 and Runway 8G RPZs
(approx. 6.5 acres).
2) Relocate/construct new unpaved glider runway.
3) Convert existing glider runway to north side parallel taxiway system.
4) Conduct Runway 26 Type D Survey to support GPS approach procedure with
vertical guidance (VNAV).
5) Install Runway 26 REILs.
6) Install Runway 8 VASI, if FAA criteria can be met.
7) Install new hangar access taxiway at east end of general aviation ramp.
8) Implement Runway 8/26 pavement maintenance projects.
9) Implement Taxiway “A” pavement maintenance projects.
10) Implement general aviation apron pavement maintenance projects.
11) Install Runway 8 REILs.
Boulder Municipal Airport
MASTER PLAN UPDATE D.13
Landside.
1) Construct roadway cul-de-sac/turnaround on existing airport access roadway.
2) Install perimeter fencing with control access gates (Phase One).
3) Construct new access roadway to serve southeast general aviation
development area.
4) Construct T-hangars and executive hangars with apron/taxiway paving within
southeast general aviation development area (Phase One).
5) Construct new access roadway to serve southwest general aviation
development area.
6) Construct corporate and executive hangars with apron/taxiway paving within
southwest general aviation development area (Phase One).
7) Construct T-hangars and executive hangars with apron/taxiway paving within
southeast general aviation development area (Phase Two).
8) Install perimeter fencing with control access gates (Phase Two).
9) Implement general maintenance projects to City-owned hangars (painting,
siding, etc.).
10) Construct T-hangars and executive hangars with apron/taxiway paving within
southeast general aviation development area (Phase Three).
11) Install perimeter fencing with control access gates (Phase Three).
The implementation of Alternative Two reflects a change from the current non-standard
parallel runway configuration to a single runway layout (i.e., Runway 8/26) that offers an
adjacent unpaved dirt/turf runway for use by gliders and tow planes. The ARC for
Runway 8/26 is to be maintained at ARC B-II design criteria, with a proposed GPS
approach procedure being developed to Runway 26. In addition, the relocation of the
glider runway and the development of a north side parallel taxiway system would provide
an airfield layout and design configuration that complies with specified FAA design
standards and that would be project eligible for federal funding participation.
A comparative summary of the two planning alternatives for Boulder Municipal Airport
is presented in the following table entitled AIRSIDE PLANNING ALTERNATIVES
SUMMARY.
Boulder Municipal Airport
MASTER PLAN UPDATE D.14
Table D1
AIRSIDE PLANNING ALTERNATIVES SUMMARY
Boulder Municipal Airport Master Plan Update
Alternative Alternative
Existing One Two
Runway 8/26
Dimensions 75’ x 4,100’ 75’ x 4,100’ 75’ x 4,100’
Airport Reference Code B-II B-II B-II
Instrument Approach Visual Approaches/
Each Runway End
Visual & RNAV GPS/
1 -Mile Vis.
Visual & RNAV GPS/
1 -Mile Vis.
Runway Lighting MIRLS, VASI (RW
26)
MIRLS, VASI (Ea.
RW. End) & REILS
MIRLS, VASI (Ea. RW.
End) & REILS
Runway 8G/26G (1)
Dimensions 25’ x 4,100’ 25’ x 4,100’ (To Be Relocated)
Airport Reference Code (Not Defined) (Not Defined) ---
Instrument Approach None None ---
Runway Lighting None None ---
Glider Runway (2)
Dimensions --- --- 75’ x 3,900’ (2)
Airport Reference Code --- --- B-II
Instrument Approach --- --- None
Runway Lighting --- --- None
Landside Development
Area (Infill or Expansion)
General Aviation 16.1 Acres 16.1 Acres 17.5 Acres
Commercial Aviation 2.9 Acres 1.1 Acres ---
Aviation-Related --- --- 1 Acre
Sources: BARNARD DUNKELBERG & COMPANY.
(1) The existing glider runway is currently designated on the Airport Layout Plan as a Non-Federal installation that does
not comply with existing FAA dimensional criteria.
(2) New glider runway would be developed adjacent to existing Runway 8/26 and the two runways would be operated as
a single runway facility.
Landside Improvement Concepts
Introduction
With alternatives for the framework of the airport’s ultimate airside development
identified, the placement of needed landside facilities can now be analyzed in more detail.
In general, landside facilities consist of terminal area development, aircraft parking
aprons, support facility development, hangar development areas, and airport access. The
Boulder Municipal Airport
MASTER PLAN UPDATE D.15
overall objective of the landside development planning at the Airport is the provision of
facilities, which are conveniently located and accessible to the community, and which
accommodate the specific requirements of airport users.
Based on the forecast aviation activity levels and resultant facility requirements
determination, it is anticipated that the projected demand for both apron and aircraft
storage facilities can be accommodated at the Airport through the planning period. In
addition, various undeveloped parcels of airport property will be evaluated with respect
to long-term general aviation development capability.
General Aviation Development
The existing commercial general aviation development area, located along the Runway
8/26 flight line, can accommodate additional aviation infill/expansion development,
consisting of both large storage/maintenance hangars and apron expansion.
Approximately 2.9 acres of development area has been identified for these types of uses.
There is also a large area of undeveloped airport property, consisting of approximately
7.5 acres, located south and east of the Airport’s large existing T-hangar complex. This
area is well suited to accommodate new T-hangar facilities, as well as the addition of
larger executive-type hangars, and these are the type of facilities which are depicted for
future development on the current Airport Layout Plan. In addition, between 1.0 and
2.6 acres have been identified within the southwest quadrant of the Airport to
accommodate the larger corporate/executive hangar types, although taxiway access may
not be a feasible option.
As can be noted from the previous chapters of this document, the Airport is projected to
need hangar storage facilities for additional based aircraft throughout the 20-year
planning period of this study. In consideration of the proposed general aviation
development areas identified previously, the Airport would be capable of
accommodating the projected general aviation aircraft storage requirements beyond the
specified planning period.
Airport Traffic Pattern Evaluation
The establishment and regulation of airport traffic patterns are specified in Federal
Aviation Regulations (FARs) Part 91, 93, and 97, and airport owners and operators in
coordination with the FAA are responsible for selecting the patterns. Left traffic patterns
are standard, and should always be established except where obstacles, terrain, and or
noise-sensitive areas dictate. In addition, airport operators will often establish local
procedures or patterns for other than fixed-wing, powered aircraft such as gliders,
helicopters, ultralights, etc. This is the case at Boulder, which currently operates with a
parallel powered aircraft and glider runway configuration, as well as a helicopter pattern.
Boulder Municipal Airport
MASTER PLAN UPDATE D.16
In accordance with guidance by Advisory Circular (AC) No. 90-66A, entitled
RECOMMENDED STANDARD TRAFFIC PATTERNS AND PRACTICES FOR
AERONAUTICAL OPERATIONS AT AIRPORTS WITHOUT OPERATING CONTROL TOWERS,
both gliders and tow aircraft during towing operations have the right-of-way over
powered aircraft. If a glider operating area is located to one side of a powered-aircraft
runway, the glider pattern will typically be located on the side of the airport closest to the
glider operating area. This pattern configuration permits the gliders to fly the same
pattern direction as the powered aircraft for both wind conditions when right traffic
patterns are implemented for the opposing runway end.
In the case of Boulder Municipal Airport, separate traffic pattern areas have been
developed for the gliders and the powered aircraft; however, the pattern areas are located
on the opposite side of the associated runways. This existing traffic pattern layout,
which was depicted in the previous chapter on Figure C5, entitled EXISTING AIRPORT
EAST FLOW TRAFFIC PATTERN MAP, has likely been selected in response to a
combination of several factors that include prevailing winds/predominant runway use
configuration, surrounding terrain, and adjacent noise sensitive land uses. Therefore,
opportunities to modify or refine the patterns are somewhat limited given the existing
guidance criteria. However, due to the fact that many of the noise complaints received
by the Airport are associated with the overflight of aircraft within the traffic pattern area,
it may be possible to redistribute a portion of the glider tow plane overflight operations
to areas further removed from the more heavily populated areas within the airport
environs, with only a minor revision to the glider tow plane departure track. This
optional revision to the glider tow plane traffic pattern, which is only recommended for
implementation with Alternative Two, is presented on the following figure, entitled
OPTIONAL AIRPORT EAST FLOW TRAFFIC PATTERN MAP. This pattern revision would
have to be reviewed by the local glider tow plane operators and the FAA Flight Standards
District Office (FSDO) for both operational feasibility and overall merit.
Glider Operations
The Airport presently accommodates facilities and operations for two commercial glider
operators and one glider club that operate and base from the facility. Over 19,000 glider
operations are conducted annually from the existing facility (i.e., Runway 8G/26G) that is
located on north side and parallel to Runway 8/26. Due to the fact that the existing
glider runway is classified as a non-federal installation by the FAA and is not eligible for
FAA project funding, an optional development site for the glider strip was identified by
the Alternative Two illustration. The proposed alternative depicts the development of
an unpaved dirt/turf glider strip located adjacent to Runway 8/26, with the existing
glider runway being converted to a north side parallel taxiway system.
Boulder Municipal Airport
MASTER PLAN UPDATE D.18
This proposed layout of the runways would essentially operate as a single runway
configuration, and thus eliminate the existing non-standard dimensional criteria for the
current parallel runway system. Due to the application/recognition of FAA design
standards, the existing glider storage could not be increased in width; however, the new
taxiway system would create a new and expanded area for the movement and staging of
gliders prior to takeoff. From an operational standpoint, the previously presented
optional revision to the glider flight pattern could be implemented with this alternative,
and would permit approximately 70%5 of the glider tow operations (i.e., approximately
13,500 operations) to be routed directly to the south side of the Airport without having
to double back along the south side of Independence Road. This potential change in the
glider flight pattern would likely have little effect to the footprint of the DNL noise
contours, but may significantly reduce the impact of adjacent overflight noise for the
existing noise sensitive residential development located northeast of the Airport. The
City of Boulder, along with the input from the local glider community, now have the
option of selecting from two glider runway configurations that can best meet the future
development requirements of the Airport.
Aviation-Related or Non-Aviation Development
Alternative One of the airside planning alternatives identified one area, consisting of
approximately one acre, that may well be suited for aviation-related or non-aviation
development. The site, which is located within the southwest quadrant of the Airport,
could be provided with direct vehicular access from Airport Road and would not be
equipped with taxiway access to the runway/taxiway system.
Vehicular Access
Ground access is an important element in the overall ability of an airport to function
properly. Not only is it vital that airport users have easy access to and from the airport’s
general aviation facilities using ground transportation, but also surface transported
freight (e.g., Fedex, UPS, and DHL) must be easily shipped to and from businesses located
on or in the vicinity of the airport. Also, because airports are employment centers,
proper access for people employed on airport property must be provided.
In an effort to better segregate existing vehicles and aircraft traffic from the airport
roadway system, as well as improve airport security, it is recommended that the airport’s
existing access roadway system be modified and expanded to restrict airfield access to
unauthorized vehicles. This will require the development of a roadway cul-de-
sac/turnaround or gated barrier, located southeast of the existing Terminal/FBO
building, that would restrict the movement of vehicles across the existing access taxiway
5 Operational estimates were obtained from a Soaring Society of Boulder (SSB) representative.
Boulder Municipal Airport
MASTER PLAN UPDATE D.19
and onto the aircraft apron area. The closure of this roadway to public access would also
require the development of a new access road, extending northward from Airport Road
along the existing airport boundary, to provide public access to the existing maintenance
hangar. This roadway would also be required to provide landside access to the proposed
general aviation expansion area located within the southeast quadrant of the Airport.
Additional access road construction would also be required to serve the future general
aviation expansion area located within the southwest quadrant of the airport. This
proposed roadway would extend northward from Airport Road, adjacent to the airport
property line.
Aviation Support Improvements
Aviation support functions are those that are required for the airport to operate properly,
but are not part of the runway/taxiway system and do not relate directly to aircraft
storage facilities. There are no plans to implement an Air Traffic Control Tower (ATCT)
at the airport, and airport fire protection services will continue to be provided by the City
of Boulder Fire Department.
Fuel Storage/Distribution System. It was determined that the Airport's projected fuel
storage requirements can be accommodated through the year 2023 utilizing existing
storage facilities. It should be noted that following an evaluation of existing fueling
contract agreements, including historical and future fuel sales data, a self-serve fuel
facility was installed at the Airport in 2005.
American with Disabilities Act (ADA). There has been several inquires from the public
regarding the Airport’s design considerations associated with the American with
Disabilities Act (ADA). It should be noted that in 1991, the Airport expended over
$109,000 for ADA improvements, with over 56% being funded by the Airport. The
specified improvements included the installation of an ADA enclosure, an ADA lift, two
ADA accessible restrooms, and handrail improvements to the existing stairwells. In
addition, the airport has historically maintained a parking position on the apron that was
identified as a handicap parking area. The striping for this parking area has been covered
by pavement maintenance projects over the years and should be re-painted in
conjunction with future striping projects on the apron.
Boulder Municipal Airport Glider Rules & Regulations. If the Airport’s glider runway is
relocated, as presented in Alternative Two, it is recommended that a Glider Rules &
Regulations document be formally developed and approved by the City of Boulder with
input being provided by the local glider community (both commercial operators and
clubs) and the FAA’s Flight Standards District Office (FSDO). The Airport’s existing
glider operations document (prepared by the Soaring Society of Boulder), entitled SSB
Boulder Municipal Airport
MASTER PLAN UPDATE D.20
820 Club Operating Procedures could be used as a beginning template for the new
document.
Summary
The proposed plan alternatives for Boulder Municipal Airport are intended to present
the City of Boulder with a variety of options for future facility expansion. Following a
careful assessment of the potential impacts of each alternative, in conjunction with a
detailed FAA evaluation, the City must select a Recommended Improvement Plan, which
will be presented in the AIRPORT PLANS chapter of this document. It is possible that the
Recommended Improvement Plan will represent a combination, or phasing, of the two
alternatives, utilizing portions of each to represent the ultimate airport configuration.
Boulder Municipal Airport
MASTER PLAN UPDATE E.1
Airport Plans
Introduction
The plan for the future of Boulder Municipal Airport has evolved from an analysis of many
considerations. Among these are: aviation demand forecasts; facility requirements;
aircraft operational characteristics; environmental considerations; public input; and, the
general direction of the future vision of the Airport, as expressed by the City of Boulder.
The two (2) proposed planning alternatives that were presented in the previous chapter
provided the public, Working Group and City representatives with options for future facility
operation, management, and improvement. Following an assessment of the potential
impacts of each alternative, a combination of Alternatives One and Two are recommended
for implementation.
Because previous chapters have established and quantified the future needs of the
Airport, the various elements of the selected plan are categorically reviewed here in an
outline and graphic format. A brief written description of the individual elements,
represented in the set of Airport Plans for Boulder Municipal Airport, is accompanied by
a graphic description presented in the form of the Airport Layout Plan, the Airspace
Plans, the Approach Profiles and Inner Approach Surface Drawings, and the Terminal
Area Plan.
It is recognized that future demand for facilities cannot be totally predicted at the
Airport, particularly during the latter stages of the twenty-year planning period.
Therefore, particular emphasis is placed on the initial portion of the planning period, the
first six years. Here, the projections are more definable and the magnitude of program
accomplishment is more pronounced. In addition, due to inherent funding constraints
for the Airport that are dependent upon revenue generation and grant availability, this
Plan must focus on the very highest priority projects, which includes maintenance and
improvement of existing facilities. Furthermore, careful management within the initial
years of the planning period is essential to promoting land use compatibility within the
Airport environs, as well as promoting the continued operational success of this facility.
Boulder Municipal Airport
MASTER PLAN UPDATE E.2
Airport Sponsor Grant Assurances
In response to numerous comments and questions received from Working Group
Members and the general public concerning options to restrict certain operations at the
Airport or potentially close the Airport, the following information on airport sponsor
grant assurances has been compiled for review.
The Federal Aviation Administration (FAA) administers the Airport Improvement
Program (AIP) which provides grants to airport sponsors for airport development,
airport planning, and noise compatibility programs. In order to receive a grant from the
AIP or an earlier federal program, the airport sponsor must provide a written grant
assurance (i.e., a contract) to comply with the current 37 individual grant assurances and
all applicable federal statutes, executive orders, federal regulations, and Office of
Management and Budget (OMB) circulars. The majority of the grant assurances are tied
directly to requirements in Federal law and have been developed to ensure that the
investments made with both federal and local funding are able to be utilized by the
public and airport users. In general, the assurance specifies that the airport will remain
open, be maintained for public use, and reserve the use of airport property and revenues
for the benefit of aviation.
In the case of Boulder Municipal Airport, the planning recommendations set forth in
this chapter reflect the City of Boulder’s (i.e., the Airport Sponsor’s) desire to maintain
the facility as a general aviation airport that meets the needs of local users, which
includes both the business community and recreational users. In accordance with grant
assurance #22a, entitled Economic Nondiscrimination, the Airport Sponsor will “make the
airport available as an airport for public use on reasonable terms and without unjust
discrimination to all types, kinds, and classes of aeronautical activities, including
commercial aeronautical activities offering services to the public at the airport”.
However, it should be noted that an airport sponsor “may prohibit or limit any given
type, kind or class of aeronautical use of the airport if such action is necessary for the
safe operation of the airport or necessary to serve the civil aviation needs of the public”
in accordance with grant assurance #22i, also entitled Economic Nondiscrimination. This
method of restriction is typically employed at airports to restrict the operation of
skydiving, ultralight aircraft, and balloon operations where there has been an FAA
determination of potential safety and/or compatibility issues with the operation of fixed
wing aircraft.
In addition to maintaining and operating Boulder Municipal Airport as a safe general
aviation airport, the City of Boulder also desires that the future planning of the Airport
address environmental and community concerns. A description of current programs and
future strategies is described in the following section.
Boulder Municipal Airport
MASTER PLAN UPDATE E.3
Airport Layout Plan
The Airport Layout Plan (ALP), which illustrates both airside and landside facilities, is a
graphic depiction of the existing and ultimate Airport facilities that will be required to
enable the Airport to properly accommodate the existing and forecasted future demand
in a safe manner. In addition, the ALP provides detailed information on both Airport
and runway design criteria, which is necessary to define relationships with applicable
standards. The following illustration, entitled AIRPORT LAYOUT PLAN, and the
following paragraphs describe the major components of the future Airport Plan.
Runway System
The following development recommendations for Runway 8/26 & Runway 8G/26G are
presented in the following text.
Runway 8/26
Dimensions. The existing runway length and width are to be maintained at 4,100 feet
and 75 feet respectively, with the existing runway centerline location also being retained.
Pavement. The future gross weight bearing capacity of the runway is to be designed to
16,000 pounds single wheel and 30,000 pounds dual-wheel main gear configuration, thus
maintaining the runway’s existing pavement strength.
As part of the Colorado Division of Aeronautics continuing pavement management
activities, the Colorado Division of Aeronautics contracts with pavement engineering
consultants to conduct an evaluation of the condition of the pavements at Colorado
airports on three year intervals. This report, entitled Boulder Municipal Airport 2003
Pavement Evaluation and Pavement Management System (PMS) Update, was completed in
November 2003.
The pavement condition rating quantifies the various distresses measured in a pavement
using seven classification ratings that range from an “excellent” rating (a maximum
pavement condition index (PCI) of 100, typically associated with new pavement
construction or new overlay construction), to a “failed” rating (minimum pavement
condition index of 0).
The pavement condition index provides a general sense of the pavement condition and
the magnitude of work that will be required to rehabilitate the pavement. To put this
rating into perspective, it is helpful to consider its relationship in the PMS. In general, a
pavement section with a PCI ranging from 0 to 40 is considered to be in such poor
condition that reconstruction is usually the only feasible repair alternative. On the other
Boulder Municipal Airport
MASTER PLAN UPDATE E.5
hand, a pavement section with a PCI value ranging from 75 to 90 is a prime candidate for
preventative maintenance techniques such as crack sealing and patching.
The pavement condition index and associated pavement rating for Boulder Municipal
Airport in 2003 is presented in Appendix One of this document. The generalized
findings of the pavement evaluation identified a Recommended Work Plan consisting of
asphalt overlay projects for the parallel taxiway system and general aviation ramp.
Airport Reference Code (ARC) Dimensional Criteria. Maintain existing ARC B-II design
standards.
Instrument Approach Criteria. The existing Runway 26 visual approach will be shown to
be upgraded to a straight-in GPS Area Navigation (RNAV) procedure providing
LNAV/VNAV visibility minimums of 1-mile. As identified previously in the Capacity
Analysis and Facility Requirements chapter, these specified instrument approach minimums
could improve access to the Airport by property equipped aircraft by as much as 3.8% of
the time annually. If it’s later determined that the straight-in GPS RNAV procedure is not
feasible, Airport Management has requested that a circling VOR approach be developed
to Runway 26. In addition, the existing Runway 8 visual approach is to be maintained.
Runway Protection Zone (RPZ). Both the existing Runway 8 and Runway 26 approach
RPZ dimensions (i.e., 500' x 700' x 1,000') are to be maintained. In addition, the existing
Runway 26 departure RPZ, which is also dimensioned at 500' x 700' x 1,000', will be
maintained due to the continued application of declared distances standards.
Runway Lighting. The runway’s existing medium intensity runway lights (MIRLs) are to
be maintained, as well as the existing Runway 26 VASI. In addition, a VASI is
recommended for installation to Runway 8. As noted in previous chapters, Runway End
Identifier Lights (REILs) had been recommended for installation to each runway end,
contingent upon the findings of a light emission study to determine compliance with the
City of Boulder’s existing lighting ordinance. It should be noted that the City of Boulder
has elected not to install REILs at the Airport. In addition, an approach lighting system
will not be required at the Airport based upon the proposed 1-mile approach visibility
minimums for Runway 26).
12 Current airport leases specify that the ownership of new buildings or hangars constructed on the Airport must
transfer to the City of Boulder upon their completion. A more typical arrangement is for private developers to retain
ownership of the hangar for the term of the lease (e.g., 20 to 30 years), with the leasehold improvements becoming the
property of the Lessor (i.e., the City of Boulder) at the end of the lease term, at the discretion of the Lessor. It should
also be noted that to increase the number of years for the term of the lease, the language in the City Charter would need
to be changed, which requires voter approval from COB voters.
Boulder Municipal Airport
MASTER PLAN UPDATE E.6
Runway 8/26 (Glider Runway)
Dimensions. The glider runway is to be maintained at its current dimensions (i.e., 25’ x
4,100’) and existing centerline separation of 220 feet from Runway 8/26. Based upon
initial FAA review, it has been determined that the existing glider runway can be
maintained as a non-federal installation, reflecting non-standard FAA design criteria.
Pavement. In conjunction with future maintenance and reconstruction projects, it is
recommended that the glider runway’s existing chip and seal surface be maintained.
There is no specified gross weight bearing capacity for this runway.
Airport Reference Code (ARC) Dimensional Criteria. The runway is defined as a non-
federal installation reflecting non-standard design criteria. Therefore, no ARC design
standards are specified.
Instrument Approach Criteria. The runway’s existing visual approaches to each end are
to be maintained.
Runway Protection Zone (RPZ). The size of the existing RPZs are to be maintained at
250’ x 450’ x 1,000’ for each runway end.
Runway Lighting. There are no runway lights or approach lighting systems
recommended for installation to this runway facility.
Taxiway System
The recommendations for the taxiway system are presented in the following text.
Taxiway “A”, and Connectors
Airplane Design Group (ADG)/Dimensions. The existing ADG II standards for the
taxiway are to be maintained through the planning period of this document. These
criteria specify maintenance of the existing 35-foot taxiway width. In addition, a
modification of standards has been authorized by the FAA for the existing non-standard
200-foot centerline separation from the runway. The specified Airplane Design Group
(ADG) II centerline separation dimension is 240 feet.
Pavement. Maintain existing gross weight bearing capacity commensurate with Runway
8/26 (i.e., 16,000 pounds single wheel; 30,000 pounds dual-wheel gear configuration).
Taxiway Lighting. Maintain existing Medium Intensity Taxiway Lights (MITLs) to serve
the taxiway system.
Boulder Municipal Airport
MASTER PLAN UPDATE E.7
Proposed New Taxiway
Due to the location of the existing exit taxiways serving Runway 8/26 at Boulder
Municipal Airport, the number of available exit taxiways for use in the capacity
calculation was determined to be adequate. However, the current Airport Layout Plan
(ALP) identifies the addition of an angled exit taxiway to connect with the Taxiway “A-3”
connector. According to the exit taxiway cumulative utilization percentages presented in
AC 150/5300-13, approximately 100 percent of the Category A aircraft landings on
Runway 26 could utilize a new right or acute angled taxiway at this location during wet
pavement conditions. This compares to a taxiway utilization rate of approximately 60
percent for the existing Taxiway “A-4” connector. Therefore, it is recommended that the
future Taxiway “A-3” connector continue to be shown on the ALP as a future project to
reduce runway occupancy times in consideration of Runway 26 landings.
Proposed New Taxilane
A new 35-foot wide taxilane is proposed to be constructed near the east end of the
general aviation ramp to serve an expanded T-hangar and executive hangar area when
this development occurs. This taxilane is to be designed in accordance with Airplane
Design Group (ADG) II criteria, and the recommended gross weight bearing capacity is
to be commensurate with Runway 8/26. There is no future lighting proposed for this
taxilane system; however, edge reflectors are to be installed. In addition, the existing
taxilane located at the west end of the general aviation ramp is to be repositioned to the
west to comply with ADG II criteria. This taxilane modification will necessitate the
widening of the taxilane by approximately 17 feet along the western edge of the
pavement.
Property/Easement Acquisition
The Airport sponsor (i.e., the City of Boulder) presently owns the property associated
with the existing Runway 26 and Runway 26G RPZs. In addition, the City controls a
portion of the Runway 8 approach RPZ and Runway 26 departure RPZ with an existing
avigation easement. It is recommended that the balance of the Runway 8 and 08G
approach RPZs, including the balance of the Runway 26 departure RPZ, also be acquired
in easement. Therefore, the following property acquisition recommendations are
presented:
Runway 8 Approach RPZ & Runway 26 Departure RPZ (Existing).
• Easement Acquisition: 4.0 acres.
Runway 8G Approach RPZ and Adjacent Approach Surface (Future).
• Easement Acquisition: 1.5 acres.
Boulder Municipal Airport
MASTER PLAN UPDATE E.8
Landside Improvements
The ALP also identifies various areas for landside facilities. It is recognized that the
development of these areas will be demand driven; therefore, where appropriate, options
have been provided for the type of facilities that is likely to develop within a certain area.
Illustrations and accompanying discussion of the proposed landside development are
detailed in the LANDSIDE AREA PLAN section described in the following pages.
Airspace Plan
The Airspace Plan for the Airport is based upon Federal Aviation Regulations (FAR) Part
77, Objects Affecting Navigable Airspace. In order to protect the Airport’s airspace and
approaches from hazards that could affect the safe and efficient operation of aircraft,
federal criteria contained in the FAR Part 77 document have been established to provide
guidance in controlling the height of objects in the vicinity of the Airport. FAR Part 77
criteria specify a set of imaginary surfaces which, when penetrated, designate an object as
being an obstruction.
The Airspace Plan, which is illustrated in the following figures, provides plan and profile
views that depict these criteria as they specifically relate to Boulder Municipal Airport.
The plan is based on the ultimate planned runway lengths, along with the ultimate
planned approaches to each runway end. Therefore, it is based on larger-than-utility
Airport criteria with a non-precision instrument approach with vertical guidance (NPV)
to Runway 26 and visual approaches to Runways 08, 08G, and 26G. It should also be
noted that due to the facility’s existing visual approaches, an Airport Obstruction Chart
has not been developed for Boulder Municipal Airport. Therefore, the obstruction data
that has been documented for this planning effort is only generalized, and does not
reflect an official survey evaluation.
Boulder Municipal Airport
MASTER PLAN UPDATE E.11
Inner Portion of the Approach Surface Plans
To provide a more detailed view of the inner portions of the Part 77 imaginary approach
surfaces and the Runway Protection Zones (RPZs), the following drawings are provided.
An RPZ is trapezoidal in shape, centered about the extended runway centerline, and
typically begins 200 feet beyond the end of the runway. The RPZs are safety areas within
which it is desirable to clear all objects (although some uses are normally acceptable).
The size of the RPZ is contingent upon the approach category of the design aircraft and
the visibility minimums associated with the type of approach (visual and not lower than
one mile, not lower than three-quarters of a mile, and lower than three-quarters of a
mile). As noted in previous sections, the existing Runway 8 and Runway 26 approach
RPZs and Runway 26 departure RPZ dimensions (i.e., 500' x 700' x 1,000') are to be
maintained. In addition, the existing Runway 8G and Runway 26G RPZ dimensions (i.e.,
250' x 450' x 1,000') are to be maintained to comply with the specified RPZ design
standards for the visual approaches on small aircraft-only runways.
Generally speaking, the Airport sponsor, as either fee-simple acquisition or as an
easement, should control the RPZs. If an easement is purchased, it is a purchase of the
air rights/right of flight over the actual ground.
The Inner Portion of the Approach Surface Drawings, which are depicted in Figures E4
through E6, provides large-scale RUNWAY 8drawings with both plan and profile
delineations. They are intended to facilitate identification of the roadways, utility lines,
railroads, structures, and other possible obstructions that may lie within the confines of
the inner approach surface area associated with each runway end. The illustrations also
depict the approach clearance requirements specified by threshold siting criteria. As with
the Airspace Plan, the Inner Portion of the Approach Surface Drawings is based on the ultimate
planned runway length, along with the ultimate planned approach to each runway end.
Boulder Municipal Airport
MASTER PLAN UPDATE E.15
Landside Area Plan
Introduction
With the framework of the Airport’s ultimate airside plan and improvements identified,
the placement of needed landside facilities can now be analyzed. In general, landside
facilities consist of terminal area improvements, aircraft parking aprons, support
facilities, hangar areas, and Airport access. The overall objective of landside planning at
the Airport is the provision of facilities, which are conveniently located and accessible to
the community, and which accommodate the specific requirements of airport users.
Based on the forecast aviation activity levels and resultant facility requirements
determination, it is projected that there will be demand for additional general aviation
itinerant aircraft apron, aircraft storage facilities, interior taxilanes, and Airport access
roadway development. Therefore, various undeveloped parcels of Airport property,
including potential reuse development areas, will be evaluated with respect to aviation
and aviation-related development capability. These potential areas are presented in the
following text. Figure E7, entitled TERMINAL AREA PLAN, presents a detailed view of
the existing landside development area along the south side of the Airport. This
development area was also depicted on the previously presented AIRPORT LAYOUT
PLAN. It should also be noted that with respect to the construction of new aircraft
storage facilities, the actual number, size, and location of these hangars will ultimately
depend on specific user needs and financial feasibility.
General Aviation Facilities
The recommended plan for the Airport identifies those areas suitable for the
construction of future aircraft storage hangars and related structures intended for general
aviation use (e.g., T-hangars, small executive hangars, larger executive/corporate hangar
facilities, general aviation apron, and tiedown positions). Again, the identification of
these existing and proposed facilities on the Airport Layout Plan is a requirement of the
Airport Sponsor grant assurances (i.e., grant assurance #29 entitled Airport Layout Plan).
In addition, the construction of the proposed taxilane at the east end of the general
RUNWAY 8RUNWAY 8aviation ramp will necessitate the relocation or removal of
existing tiedown positions on the apron, and it is recommended that each of the
Airport’s apron tiedown areas be re-evaluated for compliance with the appropriate
airplane design group (ADG) criteria. It should also be noted that the actual
development of new aircraft storage facilities or access taxiways will be demand driven
and follow a detailed market analysis to be conducted be the City of Boulder or a private
developer to quantify and document the actual demand and financial feasibility of the
project. A brief description of these potential landside planning areas is presented in the
following text.
Boulder Municipal Airport
MASTER PLAN UPDATE E.17
Southwest Planning Area.
• Corporate/Executive Hangar Infill Development with Auto Parking (3 hangar units)
• Executive Hangar Infill Development with Auto Parking (10 hangar units)
• Aviation Service Hangar along flightline (1 hangar unit)
• Vehicular Access Roadway Development
• Existing Taxilane Modification
• Existing Aircraft Tiedown Position Modifications
Southeast Planning Area.
• Large Executive Hangar Development with Auto Parking along flightline (6 hangar
units)
• T-hangar/Executive Hangar Development with Auto Parking (80 hangar units)
• Vehicular Access Roadway Development
• Future Taxilane Development
• General Aviation Apron Expansion/Tiedown Modifications (12,550 square yards)
• Existing Aircraft Tiedown Position Modifications
North Planning Area.
• Maintenance of Existing Glider Tiedown and Trailer Storage Area
Aviation-Related/Non-Aviation Planning Area
In addition to general aviation aircraft storage facilities, there is one site that has been
designated for the development of aviation-related or non-aviation facilities at the
Airport. A brief description of this development area, which cannot be feasibly served
with taxiway access, is presented in the following text.
Southwest Development Area (1 Acre).
• Aviation Compatible Commercial/Office Development Area with Auto Parking
• Vehicular Access/Roadway Development
• No Taxiway/Apron Development
• Will likely request release from FAA for future sale of property
Airport Vehicular Access
The Airport’s recommended plan includes the modification of the existing access
roadway system to restrict airfield access by unauthorized vehicles. This will require the
installation of a gated barrier, located southeast of the existing Terminal/FBO building,
to restrict the movement of vehicles across the existing taxilane and onto the aircraft
apron area. The closure of this roadway to public access would also require the
development of a new Airport access road, extending northward from Airport Boulevard
along the existing airport boundary. This proposed roadway would provide public
Boulder Municipal Airport
MASTER PLAN UPDATE E.18
access to the existing commercial hangar at the east end of the flightline, as well as
provide landside access to the expanded executive hangar and T-hangar development
area within the southeast quadrant of the Airport. The City of Boulder has also
expressed interest in adding a sidewalk along the north side of Airport Boulevard and
along one or both sides of Airport Road to improve pedestrian access to future landside
planning areas, as well as adjacent property owners and businesses.
Additional Airport access roadway development is also recommended to serve the future
general aviation expansion area and aviation-related development area located within the
southwest quadrant of the Airport. This proposed roadway would extend northwest
from Airport Road. This proposed improvement would occur if and when additional
demand for west end development occurs.
Airport Traffic Pattern
Based upon the Airport traffic pattern analysis that was completed in the previous
chapter, it has been determined that the existing traffic pattern layout, which was
depicted in the CAPACITY ANALYSIS AND FACILITY REQUIREMENTS chapter, should be
maintained. This recommendation is premised upon a combination of several factors
that include prevailing winds/predominant runway use configuration, surrounding
terrain, and adjacent noise sensitive land uses. Given the recommendation to preserve
the existing airfield layout configuration, in conjunction with the specified guidance
criteria, opportunities to modify or refine the existing traffic patterns are limited to
minor variations of the glider tow plane patterns. It is also recognized that the precise
track of the flights is not always feasible due to local weather conditions, and minor
variations are to be expected. In addition, it’s acknowledged that some pilots do overfly
noise sensitive areas within the Airport environs, but it is likely that a majority of these
are transient operators who are unfamiliar with the published noise abatement
procedures for the Airport. Both the new noise reporting systems and the increased
awareness of the Airport’s noise abatement procedures will assist the Airport in
determining the person(s) to inform on this issue.
Glider Facilities Planning and Operational Evaluation
As an element of this master planning process, the FAA has reviewed the existing glider
operating procedures at Boulder Municipal Airport, which are conducted from a
designated glider runway (Runway 8G/26G), that is located north of Runway 8/26.
From this review, the FAA has determined that the Airport’s existing glider operation can
be maintained at the facility. It is also recommended that the existing glider clubs and
commercial glider operators maintain current operational rules and regulations on file
with the Airport Manager/City of Boulder. In addition, these tow plane operators
should continue to monitor compliance with the specified flight tracks, as well as
Boulder Municipal Airport
MASTER PLAN UPDATE E.19
minimize repeated overflights of noise sensitive land uses within the defined soaring
areas.
Aviation Support Facilities
Fuel Storage/Distribution System. It was determined that the Airport's projected fuel
storage requirements can be accommodated through the year 2023 utilizing existing
storage facilities. In addition, in response to input received from Airport tenants, the
City of Boulder has installed a self-serve fuel facility on the Airport, which is located
along the flightline near the west end of the general aviation ramp. It is also
recommended that a Spill Prevention Control and Countermeasures (SPCC) plan be
maintained and updated as necessary for the Airport’s fueling operation, and that the
future construction and operation of all fuel storage facilities maintain compliance with
specified Airport rules and regulations, applicable uniform Building Code Standards, fire
codes, and recommendations of the National Fire Protection Association.
Americans with Disabilities Act (ADA). In response to several inquiries from the public
regarding the Airport’s design considerations associated with the Americans with
Disabilities Act (ADA), additional needed improvements have been identified to
complement the Airport’s existing ADA enclosure, ADA lift, two ADA accessible
restrooms, and handrail improvements to the existing stairwells. These recommended
improvements include:
• Restriping of the existing handicap tiedown parking position on the apron.
• Improving ADA landside/airside access between the automobile parking area and
the aircraft parking area (e.g., parking lot, sidewalk, ramp, and access gate
improvements).
• Conduct annual meeting with the Boulder Disabilities Task Force to determine
any new project specific needs.
Miscellaneous Airport Support Facilities. The Airport’s capital improvement program
will also continue to include general maintenance improvements for City owned hangars
and facilities that include painting and repair. In addition, future fencing projects and the
installation of control access gates are to be constructed in phases throughout the
planning period of the project.
Airport Property Map
The AIRPORT PROPERTY MAP, which is presented in the following illustration (Figure
E8), indicates how various tracts of land within the Airport boundaries were acquired
(e.g., federal funds, surplus property, local funds, etc.). The purpose of the drawing is to
Boulder Municipal Airport
MASTER PLAN UPDATE E.21
provide documentation of the current and future aeronautical use of land acquired with
federal funds. According to existing City of Boulder property records, there are a total
of 178.95 acres of fee simple property and 11.03 acres of avigation easements that is
owned/controlled by the City of Boulder. Of these totals, approximately 136 acres is
represented by the airport operations area, with 47.61 acres of the fee property and 2.83
acres of the easements being encumbered by FAA funding participation.
Land Use Drawing
Figure E9, entitled LAND USE DRAWING, depicts existing and recommended use of all
land within the ultimate Airport property line. The purpose of the Land Use Drawing is to
provide Airport management a plan for leasing revenue-producing areas on the Airport.
All future development within the bounds of the property owned by the City of Boulder
will be compatible with the primary purpose and function of the Airport and will
generate lease revenue to support the operation of the Airport. Some areas of the facility
are not likely to be provided with taxiway access and are identified for aviation-related
use or aviation support activities that do not require airside access. The revenue
generation potential of these areas will vary based upon local traffic patterns and
vehicular access. Specific proposals for aviation-related uses will be subject to additional
review and approval by the Federal Aviation Administration.
The Land Use Drawing also provides guidance to local authorities for establishing
appropriate land use zoning in the vicinity of the Airport. As specified by the FAA,
Grant assurance #21, entitled Compatible Land Use, states that the Airport Sponsor “will
take appropriate action, to the extent reasonable, including the adoption of zoning laws,
to restrict the use of land adjacent to or in the immediate vicinity of the airport to
activities and purposes compatible with normal airport operations, including landing and
takeoff of aircraft”. As Airport Sponsor, the City of Boulder has been proactive in the
establishment of Ordinance No. 5200, which defines a series of overlay zoning
designations (i.e., four separate zones) that make up an “Airport Influence Zone”. These
zones, which were presented in the INVENTORY OF EXISTING CONDITIONS chapter,
were designed to promote land use compatibility in the vicinity of the Airport.
Based upon the Airport’s current traffic pattern and existing/future noise contours, it is
recommended that the existing overlay zoning boundaries be maintained as is, with no
new boundary or development restrictions being proposed. These current overlay
zoning boundaries are presented on Figure E10, entitled AIRPORT INFLUENCE OVERLAY
ZONE MAP WITH FLIGHT TRACKS.
Boulder Municipal Airport
MASTER PLAN UPDATE E.24
General Aviation Security
In December of 2003, the Transportation Security Administration (TSA) published a
report on general aviation airports security that identified a series of non-regulatory “best
practices” guidelines. This listing of recommended guidelines were designed to establish
non-regulatory standards for general aviation airport security, and provide assistance to
airport sponsors in the preparation of a flexible security plan that can be tailored to each
airport’s available resources, level of alert, and potential threat characteristics.
The specific guidelines of the report were focused on the following major categories:
• Personnel
• Aircraft
• Airports/Facilities
• Surveillance
• Security Plans & Communications
From the standpoint of airport master planning, the guidelines associated with
“Airports/Facilities” have been referenced for their physical planning considerations.
Airport Vehicular Access. Consider reasonable vehicle access control to facilities and
ramps, which may include signage, fencing, gates or positive control techniques. This
may include restricting access to the airside to as few locations as possible, balancing the
need for authorized access with access control.
Lighting. Consider installing effective outdoor area lighting to help improve the security
of (a) aircraft parking and hangar areas; (b) fuel storage areas, (c) airport access points;
and other appropriate areas. Proximity sensors should be considered.
Hangars. Secure hangar/personnel doors when unattended.
Signage. It is recommended that airports post appropriate signage. Wording may
include, but is not limited to warnings against trespassing, unauthorized use of aircraft
and tampering with aircraft, as well as reporting of suspicious activity. Signage should
include phone numbers of the nearest responding law enforcement agency, 9-1-1, or
TSA’s 1-866-GASECURE, whichever is appropriate.
Boulder Municipal Airport already incorporates many, if not most of these security
guidelines into their daily operational procedures; however, some of these
recommendations will be reflected as future project proposals for the Airport and have
been included as projects in the PLANNING PROGRAM chapter of this document.
Boulder Municipal Airport
MASTER PLAN UPDATE E.25
Airport Management Plan
This section of the Master Plan has been developed to address the Airport’s operational
and facility management issues that have been identified through the course of this
planning effort. Response to these issues will be accomplished in accordance with the
City of Boulder’s desire to fulfill the “vision” of Boulder Municipal Airport. The vision
of Boulder Municipal Airport is to provide the City of Boulder and Boulder County a
safe, self-sufficient, and community oriented general aviation airport, serving the needs
of both business and recreational aviation users.
In addition, the Airport will continue to operate in a safe, well-maintained, and
financially self-supporting manner, addressing concerns and possible impacts on the
community, aviation users, and environment. The specific operations and management
improvement recommendations for each Airport category are presented in the following
text.
Airport Improvements.
• Maintain an aesthetically appealing appearance of the Airport through the
development of a standard of quality and good condition for all city-owned
buildings, and bringing all buildings and structures, both city-owned and non
city-owned, up to this standard of condition.
• Promote fair and equitable leasing practices at the Airport for business
development and retention. Methods to accomplish these goals include:
1) Establish a formal bidding process for the leasing of Airport facilities
2) Change property reversion clause and the number of years in the
lease term (i.e., 30 years)2
3) Establish a City of Boulder staff team to review proposals and leases
4) Develop a marketing program for available space and businesses at
the Airport
5) Provide incentives for businesses to grow and generate quality jobs
and income
6) Ensure airport leasing practices promote the best interests of the City
• Work to attain the environmental goals and objectives of the City when
performing new construction, reconstruction or major/minor maintenance
repair. Also, seek to utilize the city’s environmentally sustainable techniques such
as integrated pest management, Leadership in Energy and Environmental Design
(LEED), wildlife management policies, etc.
• Coordinate with other City agencies and adjacent property owners to address
noxious weed areas on or near Airport property.
Boulder Municipal Airport
MASTER PLAN UPDATE E.26
Airport Operations.
• Improve data collection and information gathering on aircraft operational activity
and aircraft noise impact observations to better inform city staff and the public
of the type of aircraft operations that are impacting residents in the vicinity of
the Airport.
• Periodically review and revise the Airport’s noise abatement procedures as
needed.
• Increase the promotion of the Airport’s existing Voluntary Noise Abatement
Program through an updated and comprehensive pilot education program that
includes distribution of updated “Fly Friendly” brochures, the display of “Fly
Friendly” posters, and the installation of noise abatement Airport signage.
• Develop an incentive program to promote adherence to the Voluntary Noise
Abatement Program for aircraft operators based at the Airport.
• Promote the scheduling of bi-annual pilot meetings that could include a Fly
Friendly educational program.
• Research and promote proven technologies to improve land use compatibility
within the Airport environs (e.g., retrofit aircraft propellers or engines to provide
quieter operations and investigate alternative glider launch mechanisms, etc.).
• Communicate with commercial glider operators and glider clubs to review and
coordinate minor modifications to existing tow plane patterns. In addition, tow
plane operators should continue to monitor compliance with the specified flight
tracks, as well as minimize repeated overflights of noise sensitive land within the
defined soaring areas. It is also recommended that the existing glider clubs and
commercial glider operators maintain current operational rules and regulations
on file with the Airport Manager/City of Boulder.
Airport Environs Community Outreach.
• Generate quarterly and annual reports on Airport activity levels and aircraft noise
impact observations. These reports could also include general information on
Airport events and construction projects.
• Conduct periodic check-ins through public discussions regarding noise and
community impacts.
• Evaluate options to establish an Airport Noise Measurement Program.
• Continue to promote overflight protection of Raptor Nesting Areas.
• Coordinate the promotion of the Airport’s existing Voluntary Noise Abatement
Program with a dual tract Airport environs information campaign for Airport
neighbors.
Boulder Municipal Airport
MASTER PLAN UPDATE F.1
Environmental Overview
Introduction
The following narrative presents an analysis and inventory of environmental information
gathered through correspondence with various state and federal agencies that have an
interest in the area surrounding the Airport site. The purpose of this analysis and inventory
is to provide preliminary information concerning environmental resources in an effort to
define and identify critical resources that would need to be addressed prior to the
implementation of any of the proposed Airport planning recommendations. This process of
information gathering within an Airport Master Plan is also necessary to identify potential
projects that may require environmental clearance (e.g., an environmental assessment)
prior to implementation or construction.
Development recommendations involving the future configuration of the Airport have
been reviewed in previous chapters. The primary changes proposed in the Airport
layout include the implementation of a new instrument approach procedure, visual
approach landing aids, planning of new aircraft access taxiways and apron, the
construction of a new access roadway, and the planning of additional commercial and
general aviation aircraft storage facilities. In addition, RPZ easement acquisition is
recommended for land use control and approach protection within the Runway 8 and
Runway 8G runway protection zones and associated approach surfaces.
Existing Conditions Summary
As presented in the INVENTORY OF EXISTING CONDITIONS chapter, Boulder Municipal
Airport is located in north-central Colorado, within Boulder County and the Denver
metropolitan area, approximately 3 miles northeast of the Central Business District
(CBD) of the City of Boulder. In addition, the Airport is located approximately 13 miles
west Interstate 25 and approximately 18 miles north of Interstate 70. The airport
Boulder Municipal Airport
MASTER PLAN UPDATE F.2
property is primarily situated on rolling terrain with several drainage features (i.e., lakes,
creeks, ponds, and ditches, etc.) located in and around the Airport. Hayden Lake and the
Boulder and Whiterock Ditch, are the predominant water features located directly west
of, and adjacent to the airport property. In addition, Boulder Creek extends south and
east of the Airport, through an area known as Sawhill Lakes (i.e., an area of numerous
water-filled gravel pits) which are concentrated along the extended runway centerline.
Currently, Boulder County, which includes Boulder Municipal Airport, is in non-
attainment for 8-Hour Ozone standards. According to U.S. Environmental Protection
Agency (EPA) guidance and planning standards, ground-level ozone is the principal
component of smog, which is created by a chemical reaction between volatile organic
compounds (VOCs) and nitrogen dioxide (NOx). A non-attainment area is typically
defined as a locality where air pollution levels persistently exceed the National Ambient
Air Quality Standards (NAAQS), and the EPA normally makes this designation only after
air quality standards have been exceeded for several consecutive years.
The Airport Reference Point (ARP) is located at Latitude 40˚ 02' 21.947" N and
Longitude 105˚ 13' 32.958" W. The Airport has an elevation of 5,288 feet above mean
sea level (AMSL) and consists of approximately 179 acres. The surrounding terrain is
generally rolling plains and valleys, with the foothills and mountains being located to the
west of the Airport. The climate of Boulder County is influenced by the mountains in
the west and the high plains to the east, with cold winters and warm summers. Average
annual precipitation is approximately 19.15 inches; with over 50% of the precipitation
falling as snow (the region receives an average of 83.1 inches of annual snowfall). Mean
annual temperature ranges from 87.5° F in July to 20.4° F in January.
Generally, the land to the east and directly west of the Airport is characterized as open
space. There are several residential properties located north of the Airport, and two
mobile home communities located to the south and southwest of the Airport.
Additionally, a jail complex and large business park are located directly south of the
Airport. According to the current Colorado Solid Waste Facilities list, the nearest landfill
in the vicinity of the Airport is located approximately fifteen (15) miles south of Boulder,
along State Highway 93. In addition, the Valmont Butte site, which was purchased by
the City of Boulder in September 2001, is a 102-acre land parcel located near 63rd Street
and Valmont Road. The purchase was a joint acquisition of three City departments that
included Open Space & Mountain Parks (OSMP), Fire, and Public Works. The OSMP
Department owns 27-acres of land located on the northern and western sections of
the site, and the north section of the site includes the Valmont dike. The OSMP
Department intends to preserve the land per the OSMP Charter.
The City of Boulder and its service area (Areas I & II) had an estimated population of
111,500 people in 2004, which is projected to increase by 13,350 people by the year 2030
Boulder Municipal Airport
MASTER PLAN UPDATE F.3
(to a total population of 124,850 people). The City of Boulder police department and
sheriff’s offices provide crime protection to the area, with Airport fire protection being
provided by the City of Boulder Fire Department located approximately 2 miles
southwest of the Airport.
The primary surface transportation access to the Airport is provided by way of Valmont
Road from the south, and Colorado State Highway 157, which is located west of airport.
Access to the facility’s glider operating area, which is located on the north side of the
Airport, is provided via Independence Road.
Biological communities found within the Airport environs are typical of the Great
Plains/Foothill Boundary area along the eastern edge of the Rocky Mountains.
Grassland is the predominant habitat, and this unique location at the foothills of the
Rocky Mountains provided the necessary climatic and soil conditions to support all three
of the major Great Plains grassland types (i.e., shortgrass, mixed grass and tall grass
prairie).
It is generally possible to associate various wildlife species with dominant plant types,
although wildlife species are usually not confined to one specific area, and, the influences
of man have sharply curtailed the historic ranges of most native species. Animal species
generally found in the area surrounding the Airport include mule deer, squirrel, raccoon,
striped skunk, prairie dog, coyote, rabbits, sparrows, meadowlarks, sandpipers, hawks,
and doves. In addition, the eastern edge of the Rocky Mountains also defines the
western boundary of the North American Central Flyway for waterfowl within North
America.
Environmental Analysis
Noise
In predicting the approximate noise impacts that could occur from the operation of
Boulder Municipal Airport, several assumptions were made to estimate the number of
operations, type of aircraft, and the Airport configuration that would be most reasonable
to model for the 2003 base year, and for the end of the planning period, year 2023. If
FAA recommended land use development is strictly controlled within these contours,
then most noise related land use problems should be alleviated before they develop.
However, this is not to say that the City would stop receiving noise complaints due to
overflights by aircraft from well outside of the 65 DNL noise contour. The two sets of
total operations, defined by aircraft type, which were used as a basis for generating the
noise contours, are shown in the following table entitled EXISTING AND FUTURE
OPERATIONS BY AIRCRAFT TYPE, 2003 & 2023. It should also be noted that due to the
Boulder Municipal Airport
MASTER PLAN UPDATE F.4
reported noise impacts generated by the tow plane operations at the Airport, these
operations were doubled prior to data input into the noise model in efforts to generate a
potential worst case scenario for the noise contour development.
Table F1
EXISTING AND FUTURE OPERATIONS BY AIRCRAFT TYPE, 2003 & 2023
Boulder Municipal Airport Master Plan
Operations By Type 2003 (a) 2023
General Aviation (1) (2) 68,242 87,754
Air Taxi (3) 535 702
Single Engine 39,803 50,327
Multi-Engine 4,500 5,792
Turboprop 3,000 3,861
Glider 19,304 25,449
Business Jet 650 1,097
Helicopter 450 527
Military 20 20
TOTAL 68,262 87,774 (4)
(a) Actual.
(1) Total includes general aviation-related air taxi operations.
(2) Operational estimates were prepared by Barnard Dunkelberg & Company.
(3) As presented in the Forecasts of Aviation Activity chapter, the Airport has a limited amount of Air Taxi service and
these operations have been included in the general aviation operations category.
(4) Current Master Plan forecast total.
Day-Night Sound Level. Noise is generally defined as unwanted sound and, as such, the
determination of acceptable levels is subjective. The day-night sound level (DNL)
methodology is used to determine both the noise levels resulting from existing
conditions (i.e., current estimated operational counts) and the potential noise levels that
could be expected to occur in the future based upon the forecast operational counts for
the end of the planning period. The basic unit in the computation of DNL is the Sound
Exposure Level (SEL). A SEL is computed by adding the decibels adjusted dB(A) level
for each second of a noise event above a certain threshold. For example, a noise
monitor located in a quiet residential area [40 dB(A)] receives the sound impulses of an
approaching aircraft and records the highest dB(A) reading for each second of the event
as the aircraft approaches and departs the site. Each of these one-second readings is
then added logarithmically to compute the SEL. Table F2, entitled COMPARATIVE NOISE
Boulder Municipal Airport
MASTER PLAN UPDATE F.5
LEVELS, depicts the typical dB(A) values of noise commonly experienced by people.
This illustrates the relative impact of single event noise in “A” weighted level.
Table F2
COMPARATIVE NOISE LEVELS
Boulder Municipal Airport Master Plan
Activity dB(A) Levels
Rustling Leaves 20
Room in Quiet Dwelling at Midnight 32
Soft Whisper (at 5 feet) 34
Men’s Clothing Department of Large Store 53
Window Air Conditioner 55
Conversational Speech 60
Household Department of Large Store 62
Busy Restaurant 65
Typing Pool 65
Vacuum Cleaner in House (at 10 feet) 69
Cessna 172 Single Engine Aircraft (1,000 feet overhead) (1) 74.3
Ringing Alarm Clock (at 2 feet) 80
Loudly Reproduced Orchestral Music in Large Room 82
Printing Press Plant (medium size automatic) 86
Heavy City Traffic 92
Heavy Diesel-Propelled Vehicle (at 25 feet) 92
Air Grinder 95
Cut-off Saw 97
Home Lawn Mower 98
Turbine Condenser 98
150 Cubic Foot Air Conditioner 100
Banging of Steel Plate 104
Air Hammer 107
Jet Airliner (500 feet overhead) 115
Note: Prolonged levels over 85 dB(A) represent beginning of hearing damage.
Adapted from Impact of Noise on People, Federal Aviation Administration, 1977, unless noted otherwise.
(1) Measured dBA reading obtained from FAA Advisory Circular 36-1H Noise Levels for U.S. Certificated and Foreign
Aircraft.
Boulder Municipal Airport
MASTER PLAN UPDATE F.6
The computation of DNL involves the addition, weighting, and averaging of each SEL to
achieve the DNL level in a particular location. The SEL of any single noise event
occurring between the hours of 10:00 p.m. and 7:00 a.m. is automatically weighted by
adding 10 dB(A) to the SEL to account for the assumed additional irritation perceived
during that time period. All SELs are then averaged over a given time period (day, week,
year) to achieve a level characteristic of the total noise environment. Very simply, a DNL
level for a specified area over a given time is approximately equal to the average dB(A)
level that has the same sound level as the intermittent noise events. Thus, a DNL 65 level
describes an area as having a constant noise level of 65 dB(A) that is the approximate
average of single noise events even though the area would experience noise events much
higher than 65 dB(A) and periods of quiet.
The main advantage of DNL is that it provides a common measure for a variety of
differing noise environments. The same DNL level can describe both an area with very
few high level noise events and an area with many low level events. DNL is thus
constructed because it has been found that the total noise energy in an area predicts
community response.
DNL levels usually are depicted as grid cells or contours. Grid cells are squares of land of
a specific size that are entirely characterized by a noise level. Contours are interpolations
of noise levels based on the centroid of a grid cell and drawn to connect all points of
similar level. Contours appear similar to topographical contours and form concentric
“footprints” about a noise source. These footprints of DNL contours drawn about an
airport are used to predict community response to the noise from aircraft using that
airport.
Computer Modeling. The DNL noise contours were generated using the Integrated
Noise Model (INM) Version 6.1, specifically developed by the Federal Aviation
Administration (FAA) to plot noise contours for airports. The original version was
released in 1977 with the current version being released in March of 2003. The program
is provided with standard aircraft noise and performance data that can be tailored to the
characteristics of individual airports.
The INM program requires the input of the physical and operational characteristics of the
airport. Physical characteristics include runway coordinates, airport altitude, and
temperature. Operational characteristics include aircraft mix, flight tracks, and approach
profiles. Optional data that is contained within the model includes departure profiles,
approach parameters, and aircraft noise curves. All of these options were incorporated
in order to model the noise environment at Boulder Municipal Airport. In addition, the
actual input data for the INM program is included for reference in Appendix Five of this
document.
Boulder Municipal Airport
MASTER PLAN UPDATE F.7
Land Use Compatibility Matrix. The Land Use Compatibility Matrix, presented on the
following page, indicates those land uses that are compatible within certain DNL noise
contours. It identifies land uses as being compatible, incompatible, or compatible if
sound attenuated. The matrix, which was developed by the FAA, can act as a guide to
the town and county for land use planning and control and a tool to compare relative
land use impacts that would result from various airfield planning alternatives. It must be
remembered that the DNL noise contours do not delineate areas that are either free from
excessive noise or areas that will be subjected to excessive noise. In other words, it
cannot be expected that a person living on one side of a DNL noise contour will have a
markedly different reaction than a person living nearby, but on the other side. What can
be expected is that the general aggregate community response to noise within the DNL
65 noise contour, for example, will be less than the public response from the DNL 75
noise contour.
This study generated the 55, 60, 65, 70, and 75 DNL noise contours to determine land
use compatibility. The area between the 55 and 65 DNL noise contours is an area within
which most land uses are compatible, but is an area where single event noise complaints
are often received. The area between the 65 and 70 DNL noise contours is an area of
significant noise exposure where many types of land uses are normally unacceptable and
where land use compatibility controls are recommended. Finally, the area inside the 70
and 75 DNL noise contour identifies land uses that are subjected to a significant level of
noise and the sensitivity of various uses to noise is increased.
2003 Noise Contours. Using the existing 2003 aircraft operation base counts and types
previously presented in Table F1 (including a doubling of the tow plane operations),
noise contours were generated and are presented in Figure F2 entitled 2003 EXISTING
NOISE CONTOURS WITH GENERALIZED EXISTING LAND USE. As can be seen, each of
the noise contours extends beyond airport property to varying degrees, with a small area
of existing rural residential development (i.e., potentially nine houses located on the
north side of Independence Road) being within the 65 DNL noise contour. The 75 DNL
noise contour encompasses approximately 73 acres, the 70 DNL noise contour
encompasses approximately 108 acres, the 65 DNL noise contour encompasses
approximately 184 acres, the 60 DNL noise contour encompasses approximately 372
acres, and the 55 DNL noise contour encompasses approximately 952 acres.
2023 Noise Contours. The 2023 aircraft operation counts and types presented in Table
F1 (including a doubling of the tow plane operations), were used to generate the noise
contours that are illustrated in Figure F3 entitled 2023 FUTURE NOISE CONTOURS WITH
GENERALIZED EXISTING LAND USE. In comparison, the 2023 noise contours are very
similar in size to the 2003 contours, with the 65 DNL noise contour being smaller by
approximately 20 acres due to a quieter aircraft fleet in the future. In addition, the 65
DNL noise contour would continue to encompass the existing rural residential
Boulder Municipal Airport
MASTER PLAN UPDATE F.11
development located north of Independence Road, essentially remaining unchanged.
The future 75 DNL noise contour encompasses 60 acres, the 70 DNL noise contour
encompasses 90 acres, the 65 DNL noise contour encompasses approximately 165 acres,
the 60 DNL noise contour encompasses approximately 386 acres, and the 55 DNL noise
contour encompasses approximately 1,079 acres.
Nationally, the aircraft fleet, particularly the jet fleet, is becoming quieter. The majority
of the business jet aircraft that produce the greatest noise levels will, by age, be removed
from service during the twenty-year planning period on which this study is based. In
addition, the National Business Aviation Association (NBAA) passed a voluntary
resolution to eliminate the operation of all Stage 1 business jets in 2005, and all newly
manufactured business jets comply with Stage 3 noise reduction criteria. In addition,
propeller upgrades are available for some of the general aviation fleet1 to reduce noise,
and some general aviation aircraft manufacturers are opting to utilize de-rated engines in
their aircraft, which allow engine operation at lower revolutions per minute (rpms) to
achieve improved noise reduction levels.
As can be seen from the noise contours generated on the previous illustrations, the
projected increase in operations at the Airport through the twenty-year planning period
are essentially offset by the projected retirement from the fleet of the older and noisier
business jet aircraft2. In addition, the future contour represents the conditions at the
Airport considering no major airside facility additions or modifications, just the natural
growth in airport operations. If a major facility change were proposed, then an
environmental document would have to be prepared prior to implementation of the
proposed project. The environmental document would be prepared in response to the
National Environmental Policy Act (NEPA), which requires environmental
documentation for any major Federal protect—in other words, a project that is funded
or approved by a Federal agency. Since there is no project being proposed at this time
that would result in a different set of noise contours, no NEPA document is required.
Additionally, there is no expectation of a major facility change since the forecasts
estimate that the Airport will remain the same type of facility and operate at the same
levels as it does today or possibly higher as it did in the early 1990s.
Airport Environs Land Use Planning. Noise impacts are significant components in
establishing sensible land use planning practices within the environs of the Airport, in
many cases encompassing a greater area than those covered by other considerations.
Therefore, detailed land use planning practices and mechanisms are appropriate and
should be employed in terms of establishing a proper and realistic set of land use
1 The existing commercial glider tow plane operator and glider clubs at Boulder have installed 4-blade noise
reducing propellers on their aircraft.
2 The Airport did have an older Stage II business jet (i.e., Learjet 25) based at the facility that was sold in late
2004 and is no longer hangared at Boulder.
Boulder Municipal Airport
MASTER PLAN UPDATE F.12
recommendations for the Airport environs3. These practices are essential to ensure
longevity of growth in aviation activity beyond that programmed in this Master Plan
Update for Boulder Municipal Airport.
As presented in the previous chapter, the City of Boulder (i.e., Airport Sponsor) has
been proactive in the establishment of Ordinance No. 5200, which defines a series of
overlay zoning designations (i.e., four separate zones) that make up an “Airport
Influence Zone”. These zones, which are designed to promote land use compatibility in
the vicinity of the Airport were developed by the City of Boulder in response to specified
FAA grant assurances which specify that the Airport Sponsor “will take appropriate
action, to the extent reasonable, including the adoption of zoning laws, to restrict the use
of land adjacent to or in the immediate vicinity of the airport to activities and purposes
compatible with normal airport operations, including landing and takeoff of aircraft”.
Air and Water Quality
The proposed Airport development outlined in this Master Plan is not expected to have
a significant impact on the long-term quality of the air and water in the vicinity of the
Airport. The forecast 2023 annual operations (i.e., 87,774) are below the threshold
(180,000 general aviation operations, according to FAA Order 5050.4A) required to do an
air quality analysis.
The Clean Air Act (42 U.S.C. §§ 7401-7671q) requires the adoption of National Ambient
Air Quality Standards (NAAQS) to protect the public health and welfare from the effects
of air pollution. Current standards are set for sulfur dioxide (SO2), carbon monoxide
(CO), nitrogen dioxide (NO2), ozone (O3), particulate matter equal to or less than 10
microns in size (PM10), fine particulate matter equal to or less than 2.5 microns in size
(PM2.5), and lead (Pb).
According to the Office of Air Quality Planning and Standards (OAQPS) within the U.S.
Environmental Protection Agency (EPA), Boulder County was designated as non-
attainment in consideration of NAAQS standards for 8-Hour Ozone. A non-attainment
area is defined as a locality where air pollution levels persistently exceed the NAAQS. The
EPA normally makes this designation only after air quality standards have been exceeded
for several consecutive years. The Clean Air Act Amendments of 1990 require Federal
agencies to ensure that their actions conform to the appropriate State Implementation
Plan (SIP). The SIP is a plan that provides for implementation, maintenance, and
enforcement of the NAAQS, and includes emission limitations and control measures to
attain and maintain the NAAQS. Conformity is defined as demonstrating that a project
3 Planning options to modify the City’s Airport Influence Overlay Zoning Map were examined in the Airport
Plans chapter of this document.
Boulder Municipal Airport
MASTER PLAN UPDATE F.13
conforms to the SIP’s purpose of eliminating or reducing the severity and number of
violations of the ambient air quality standards and achieving expeditious attainment of
such standards. Therefore, prior to implementation, individual airport construction
projects will be subject to an air quality conformance analysis to determine if State of
Colorado conformity requirements are to be met.
During construction of Airport improvements, short-term air quality impacts may be
expected from heavy equipment pollutant emissions, fugitive dust resulting from the
movement of earth for cut and fill, any open burning that may occur on the Airport, and
the operation of concrete batch plants. Compliance with all local, state, and federal air
quality regulations would be required of all contractors.
The most significant hydrological features in the immediate area of the Airport are
Hayden Lake, the Boulder and Whiterock Ditch, and Boulder Creek. Airport
development is not expected to impact the quality of this water resource, but any
construction projects requiring earthwork would likely result in some erosion and
sedimentation. However, the contractors would be required to follow guidelines
outlined in the Federal Aviation Administration’s Advisory Circular 150/5370-10A,
Standards for Specifying Construction of Airports, which is the FAA’s guidance to Airport
sponsors concerning protection of the environment during construction. Final plans
and specifications for any project will incorporate the provisions of AC 150/5370-10A to
ensure minimal impact due to erosion, air pollution, sanitary waste, and the use of
chemicals. Additionally, the Airport’s existing stormwater permit and associated
Stormwater Management Plan (SWMP) will have to be updated in response to any
changed impacts to stormwater quality resulting from the implementation of airport
projects (see letter from the Water Quality Control Division of the Colorado
Department of Public Health & Environment in Appendix Two). Also, any diversion of
surface water that may result from the implementation of Airport projects must be made
in priority with a water right decreed for the proposed uses, or in accordance with a
water court approved plan (see letter from the Colorado Division of Water Resources in
Appendix Two).
Historical, Architectural, Archaeological, and Cultural Resources
The Colorado Historical Society and the Office of Archeology and Historic Preservation
have been contacted regarding properties documented within the project area that meet
the criteria for listing on the National Register of Historic Places. The Colorado
Historical Society has identified two potentially historic resources with or adjacent to the
airport boundary. These include the North Boulder Farmers Ditch and the Boulder &
Left Hand Ditch (see letter from the Colorado Historical Society in Appendix Two). In
addition, prior to any ground disturbing activity, local tribes will need to be contacted
pursuant to Section 106 of the National Historic Preservation Act. Should construction
Boulder Municipal Airport
MASTER PLAN UPDATE F.14
activity expose previously unidentified archaeological resources, work must be
discontinued pursuant to Section 106, and the Office of Archaeology and Historical
Preservation would be contacted.
Threatened or Endangered Species
The Endangered Species Act, as amended, requires each federal agency to insure that any
action authorized, funded, or carried out by such agency is not likely to jeopardize the
continued existence of any endangered or threatened species or result in the destruction
or adverse modification of habitat of such species. The U.S. Fish and Wildlife Service
and the Colorado Division of Wildlife have been contacted and, based on information
currently available, the identified master plan projects are not likely to adversely affect
federally-listed candidate, proposed, threatened or endangered species (see letter from
the U.S. Fish and Wildlife Service in Appendix Two). If it is determined later that a
federally listed, proposed, or candidate species is located within the project area, a
biological assessment would need to be performed to determine if the species would be
impacted or if any critical habitat of such species would be impacted. Should a biological
assessment determine any impacts to such species or habitat, then appropriate mitigation
measures would be coordinated with the U.S. Fish and Wildlife Service and the Colorado
Division of Wildlife.
It should also be restated that the City of Boulder has developed mapping to identify
Seasonal Wildlife Closure Areas to assist in the protection of nesting and roosting sites
of raptors (i.e., prairie falcons, peregrine falcons, golden eagles, and osprey). A map of
the Seasonal Wildlife Closure Areas was presented in the INVENTORY OF EXISTING
CONDITIONS chapter of this document. According to the City of Boulder/Boulder
Municipal Airport website, flight operations over the closure areas between February 1st
and July 31st are requested to maintain a minimum altitude of 1,000 feet above the
terrain.
In addition, the City of Boulder has identified three goals that should be utilized when
considering strategies to protect wildlife in the urban area. These include:
• Goal 1: Protect the biodiversity and overall health of natural ecosystems,
focusing on native species.
• Goal 2: Utilize an ecosystem management approach to the protection of city-
owned natural lands in all policy decisions.
• Goal 3: Encourage humane treatment of wildlife in the management of conflicts
between wildlife and human safety uses.
Therefore, the City of Boulder is committed to protecting prairie dogs and a number of
prairie dog management techniques have been implemented at the Boulder Municipal
Boulder Municipal Airport
MASTER PLAN UPDATE F.15
Airport in order to protect prairie dogs and maintain the safety for pilots and their
aircraft and to ensure that mandates from the FAA are met. The specific FAA design
guidelines that are typically impacted by prairie dogs include the grading criteria of the
runway and taxiway safety areas. These safety areas are to be:
1. Cleared and graded and have no potentially hazardous ruts, humps, depressions,
or other surface variations;
2. Drained by grading or storm sewers to prevent water accumulation;
3. Capable, under dry conditions, of supporting snow removal equipment, and the
occasional passage of aircraft without causing structural damage to the aircraft;
4. Free of objects, except for objects that need to located in the safety area because
of their function. Objects higher than 3 inches above grade should be
constructed, to the extent practicable, on low impact resistant supports. Other
objects, such as manholes, should be constructed at grade.
Airport staff must continue efforts to reduce encroachment by prairie dogs and other
wildlife onto Airport property. Prairie dogs should be removed from Airport property
as soon as possible to minimize damage potential within airfield safety areas and the
undermining of airfield pavements.
Management of prairie dogs at the Airport will be done in accordance with policies and
guidance established by city policy or plans. When prairie dog removal is necessary, the
airport staff will make every effort to relocate as many prairie dogs as possible; however,
the city currently does not have any areas of OSMP land available for prairie dog
relocation at this time or in the foreseeable future.
Until relocation sites are available, airport staff will use the following decision-making
process in determining the appropriate removal method:
1. Minimize conflicts with wildlife through non-removal methods where possible
(barriers).
2. Remove animals on a portion of the site and construct barriers to prevent
colonization in undesirable areas of the site.
3. Relocate if receiving sites are available.
4. Trap and donate prairie dogs to the U.S. Fish and Wildlife Service for use in the
black-footed ferret reintroduction program, raptor rehabilitation program or an
equivalent program.
5. If lethal control is necessary, trap and euthanize the animals in a humane
manner4.
4 At present, the Airport uses CO2 cartridges that are placed into the prairie dog holes, and then covered.
Boulder Municipal Airport
MASTER PLAN UPDATE F.16
Wetlands
Wetlands are basically defined as areas inundated by surface or groundwater with a
frequency sufficient to support vegetation or aquatic life requiring saturated or seasonally
saturated soil conditions for growth and reproduction. Wetlands generally include
swamps, marshes, bogs, sloughs, river overflows, mud flats, and natural ponds.
Wetlands also include estuarine areas, tidal overflows, shallow lakes and ponds with
emergent vegetation and wetland ecosystems, including those areas that affect, or are
affected by, the wetland itself (e.g., adjacent uplands or regions upstream and
downstream).
The U.S. Army Corps of Engineers has been contacted regarding the presence of any
wetlands that may be impacted by Airport development, and there was no indication that
the specified property was found to have jurisdictional wetlands (see letter from the
Department of the Army Corps of Engineers, Denver Regulatory Office, in Appendix
Two). However, it should be noted that this finding is premised solely upon available
office resources, and not upon onsite review of the subject property. To verify this
preliminary information prior to any project implementation, the Department of the
Army will likely require that an onsite investigation be conducted to determine if the
proposed Airport improvement projects would require the issuance of a Department of
the Army Permit prior to construction. In addition, the project will also have to comply
with all regulations presented in The City of Boulder Wetlands Protection Ordinance (B.R.C.
1981, Title 9, Chapter 9). As part of any project implementation, project staff will apply
for the Wetlands Permit to insure compliance with all sections of this code.
Wild and Scenic Rivers
According to a listing of Wild and Scenic Rivers compiled and managed by the U.S.
Army Corps of Engineers, the Bureau of Land Management, the National Park Service,
the U.S. Forest Service, and the U.S. Fish & Wildlife Service, the nearest wild and scenic
river in the vicinity of Boulder Municipal Airport is located approximately 40 miles to
north (i.e., the Cache la Poudre River). Therefore, there will not be any impacts to this
nationally significant river resource as a result of the proposed Airport development.
Section 4(f) Property
Section 4(f) of the Department of Transportation Act (recodified at 49 USC, Subtitle I,
Section 303) provides that no publicly owned park, recreation area, wildlife or waterfowl
refuge, or land of a historic site that is of national, state, or local significance will be used,
acquired, or affected by programs or projects requiring Federal assistance for
implementation. The nearest City Park (i.e., Valmont City Park) is located at Valmont
Road and Airport Road, which is approximately one-half (0.5) mile south of the Airport.
Boulder Municipal Airport
MASTER PLAN UPDATE F.17
There is also a paved multi-use bicycle trail (i.e., the Cottonwood Trail) that extends
along the west side of Hayden Lake, follows the Four-Mile Canyon Creek, and continues
southwestward to the Foothills Parkway Multi-Use Trail. In addition, the Cottonwood
Trailhead is located on the north side of Independence Road, just north of Hayden Lake,
and extends northwestward to intersect with Jay Road. It is anticipated that the planning
projects recommended in this Master Plan Update will not impact the current use of
such properties (i.e., the Cottonwood Trail that intersects the northwest corner of the
Runway 8 RPZ). A response letter from the Colorado State Parks Natural Areas
Program was not received and available for inclusion in Appendix Two.
It should also be noted, that any future park or recreation improvements to be
undertaken in the vicinity of the Airport must be coordinated with Airport staff and the
Federal Aviation Administration, with the improvements being developed in a manner
that is compatible with the Airport.
Environmental Justice
There are no federal projects proposed by this Airport Master Plan that would trigger the
requirement for additional analysis to determine if any one racial or economic group of
people living within the vicinity of the Airport is disproportionately affected.
Hazardous Substances and Wastes
No hazardous substances and/or wastes will be generated from any development
proposed by this Airport Master Plan. However, construction activities can generate
hazardous wastes, and some construction materials constitute hazardous substances.
These include fuel, oil, lubricants, paints, solvents, concrete-curing compounds,
fertilizers, herbicides, and pesticides. Proper practices can be implemented to prevent or
minimize the potential for these hazardous substances to be released into the
environment and are included below.
Chemicals, petroleum-based products and waste materials, including solid and liquid
waste, should be stored in areas specifically designed to prevent discharge into storm
water runoff. Areas used for storage of toxic materials should be designed with full
enclosure in mind, such as the establishment of a dike around the perimeter of the
storage area.
Construction equipment maintenance should be performed in a designated area and
control measures, such as drip pans to contain petroleum products, should be
implemented. Spills should be cleaned up immediately and disposed of properly.
Boulder Municipal Airport
MASTER PLAN UPDATE F.18
Farmland
Information regarding the occurrence of any prime and unique farmland on, or in, the
vicinity of the Airport was requested from the District Conservationist with the Natural
Resources Conservation Service (NRCS). According to information obtained from the
Colorado NRCS website (i.e., www.co.nrcs.usda.gov/), the nearest Prime Farmland soil is
located approximately one mile southeast of the Airport. In addition, there are
“Farmlands of Statewide Importance” located north of the Airport (the northside of
Independence Road) and east of the Airport (adjacent to Airport property along the
extended runway centerline. A farmlands map for Boulder County has been included for
reference in Appendix Two. Based upon the farmland boundaries presented on this
map, it’s not expected that Airport plans, as depicted in the Airport Master Plan, will
have an impact on prime farmland within Boulder County, and the submittal of
Farmland Conversion Impact Rating Form AD-1066 will not be required.
According to information obtained from the NRCS (i.e., the Soil Survey of Boulder
County Area, Colorado), there are two (2) primary soil associations that are found on
Airport property: the Nederland-Valmont association and the Niwot-Loveland-Calkins
association.
The Nederland-Valmont association is made up of nearly level to moderately steep old
high terraces, alluvial fans, and benches. The soils were formed in gravelly and cobbly
alluviam, with slopes ranging from 1 to 25 percent and elevations ranging from 5,300 to
6,500 feet. This association makes up about 20 percent of the area, and is represented by
about 25 percent Nederland soils and 25 percent Valmont soils, with the remaining 50
percent consisting of Nunn, Hargreave, Kutch, Laporte, Longmont, Renohill, and Samsil
soils, including Terrace escarpments.
The Niwot-Loveland-Calkins association consists of narrow, nearly level areas adjacent
to major streams. The soils of this association were formed from loamy alluviam, with
slopes ranging from 0 to 3 percent and elevations ranging from 4,900 to 5,500 feet. This
association makes up about 10 percent of the area, and is represented by about 35
percent Niwot soils, 15 percent Loveland soils, and 10 percent Calkins soils. The
remaining 40 percent of the soils consist of Ascalon, Heldt, Manter, McClave, Nunn, and
Valmont.
Boulder Municipal Airport
MASTER PLAN UPDATE G.1
Planning Program
Introduction
The improvements necessary to efficiently accommodate the forecast aviation demands for
Boulder Municipal Airport have been placed into three phases: phase one (Short-Term),
phase two (Mid-Term), and phase three (Long-Term). The proposed improvements are
illustrated graphically by time period on the PHASING PLAN (see Figure G1), along with the
project cost estimates that are presented on the following pages.
Implementation Schedule and Project List
A list of proactive capital improvement projects has been assembled from the facility
requirements documentation and recommended development plan previously presented.
The project list has been coordinated with the Airport Layout Plan drawing set and the
Capital Improvement Program, which is continuously updated by airport management
and the Federal Aviation Administration. The projects for the first six years are listed in
a general priority order. In the second and third phases (years 7-20), the projects are
listed primarily as placeholders without a priority designation. Boulder Municipal
Airport’s phased capital improvement program (CIP) and associated costs, entitled
DEVELOPMENT PLAN PROJECT COSTS, are presented as Tables G1, G2, and G3 of this
chapter. The City of Boulder will develop a CIP and airport work plan that adheres to
goals and objectives specified in this Master Plan Update. Furthermore, it is anticipated
that the project phasing will invariably alter as city and federal priorities evolve over the
coming months and years.
This development plan is conservative, demand driven, and focused on the maintenance
and improvement of existing facilities. It is also a solid plan that represents the Airport’s
best opportunity to meet the needs of Boulder’s general aviation community. In
addition, the decision to implement or construct a project will be based on such factors
as need and funding availability. The ultimate success of Boulder Municipal Airport
Table G1
PHASE I (SHORT-TERM) AIRPORT PLAN PROJECT COSTS
Boulder Municipal Airport Master Plan Update
Total Recommended Financing Method
Project Description Note Costs City (a)State (b)Private (c)Federal (d)
Short-Term Projects
A.1 Conduct General Aviation Aircraft Storage
Market Analysis Study $20,000 $0 $20,000 $0 $0
A.2 Acquire Easement for Runway 8 & 8G
RPZ (approx. 6.5 acres) $162,500 $4,063 $4,063 $0 $154,375
A.3 Conduct Runway 26 Type D Survey
for VNAV GPS Approach Procedure $20,000 $500 $500 $0 $19,000
A.4 Promote/Manage the Airport's Voluntary
Noise Abatement Program $12,500 $12,500 $0 $0 $0
A.5 Design/Implement the Airport's Wildlife
Management Program $40,000 $40,000 $0 $0 $0
A.6 Implement Hangar/Building Maintenance
Projects & Site Enhancement Improve-
ments (i.e., Landscaping, Signage, etc.) $70,000 $70,000 $0 $0 $0
A.7 Implement Airport Lighting Improve-
ments to Enhance Safety & Security $5,000 $5,000 $0 $0 $0
A.8 Implement Runway 26 VNAV GPS
Approach Procedure (Publication
& Marking) $25,000 $625 $625 $0 $23,750
A.9 Implement ADA Improvements @
General Aviation Terminal Bldg. & Apron $500 $500 $0 $0 $0
A.10 Install Runway 8 VASI $24,000 $600 $600 $0 $22,800
A.11 Construct 5 Executive Hangars & Apron
within GA Development Area $1,000,000 $0 $0 $1,000,000 $0
A.12 Rehabilitate Taxiway "A" Pavement (i.e.,
West 1/2) $750,000 $18,750 $18,750 $0 $712,500
A.13 Construct Apron Overlay Project $795,000 $19,875 $19,875 $0 $755,250
A.14 Construct New Airport Access Road to
Serve GA Development Area $135,000 $3,375 $3,375 $0 $128,250
A.15 Implement Utility Infrastructure
Extensions to Serve Expanded GA
Development Area $72,000 $72,000 $0 $0 $0
A.16 Install Perimeter Fencing (Phase One)
@ 4,400 l.f. w/4 Gates $165,000 $8,250 $0 $0 $156,750
A.17 Construct 4 Executive Hangars & One
13-Unit T-Hangar within Northeast
Development Area $1,110,000 $0 $0 $1,110,000 $0
A.18 Construct Aircraft Apron/Taxilane to
Serve New Hangar Facilities $405,000 $20,250 $0 $0 $384,750
A.19 Purchase Airport Maintenance Equip. $25,000 $1,250 $1,250 $0 $22,500
A.20 Implement Runway 8/26 Pavement
Maintenance Projects $35,000 $1,750 $1,750 $0 $31,500
A.21 Implement Runway 8G/26G Pavement
Maintenance Projects $20,000 $20,000 $0 $0 $0
A.22 Implement Taxiway Pavement Maint-
enance Projects (Crack Seal) $35,000 $1,750 $1,750 $0 $31,500
A.23 Construct 1 Large Maintenance/Storage
Hangar within GA Development Area $1,500,000 $0 $0 $1,500,000 $0
A.24 Extend Sanitary Sewer Line to Hangar "N" $30,000 $30,000 $0 $0 $0
Subtotal (Phase I) $6,456,500 $331,038 $72,538 $3,610,000 $2,442,925
Notes
Cost estimates, based upon 2005 data, are intended for preliminary planning purposes and do not reflect a detailed engineering evaluation.
(a) Local Funding - Private, current revenues, cash reserves, bonds, etc
(b) State Funding (Colorado Division of Aeronautics)
(c) Third Party Funding
(d) FAA AIP (Airport Improvement Program) - Unless Otherwise Note
Table G2
PHASE II (MID-TERM) AIRPORT PLAN PROJECT COSTS
Boulder Municipal Airport Master Plan Update
Total Recommended Financing Method
Project Description Note Costs City (a)State (b)Private (c)Federal (d)
Mid-Term Projects
B.1 Construct 6 Executive Hangars within
Northeast Development Area $1,350,000 $0 $0 $1,350,000 $0
B.2 Construct Aircraft Apron/Taxilane to
Serve New Hangar Facilities $42,500 $0 $0 $42,500 $0
B.3 Implement the Airport's Wildlife
Management Program $10,000 $10,000 $0 $0 $0
B.4 Promote/Manage the Airport's Voluntary
Noise Abatement Program $10,000 $10,000 $0 $0 $0
B.5 Implement Runway Pavement Maint-
enance Projects (Crack Seal) $15,000 $750 $750 $0 $13,500
B.6 Install Perimeter Fencing (Phase Two)
@ 6,000 l.f. w/4 Gates $205,000 $10,250 $0 $0 $194,750
B.7 Construct 1 Large Executive Hangar within
Northeast Development Area $450,000 $0 $0 $450,000 $0
B.8 Purchase Airport Maintenance Equip. $25,000 $1,250 $1,250 $0 $22,500
B.9 Implement Hangar/Building Maintenance
Projects & Site Enhancement Improve-
ments (i.e., Landscaping, Signage, etc.) $50,000 $50,000 $0 $0 $0
B.10 Implement Apron Pavement Maint-
enance Projects (Crack Seal) $20,000 $1,000 $1,000 $0 $18,000
B.11 Widen Existing Westside Access Taxiway
to Comply with ARC B-II Design Stds. $81,000 $4,050 $4,050 $0 $72,900
B.12 Implement Runway 8G/26G Pavement
Maintenance Projects $13,500 $13,500 $0 $0 $0
B.13 Construct New Access Taxiway to Serve
Expanded GA Development Area $45,000 $2,250 $0 $0 $42,750
B.14 Implement Taxiway Pavement Maint-
enance Projects (Crack Seal) $35,000 $1,750 $1,750 $0 $31,500
B.15 Replace Four 10-Unit T-Hangars within
Existing Development Area $1,200,000 $0 $0 $1,200,000 $0
B.16 Expand Existing General Aviation Apron
at East End of Ramp $60,000 $3,000 $3,000 $0 $54,000
Subtotal (Phase II) $3,612,000 $107,800 $11,800 $3,042,500 $449,900
Notes
Cost estimates, based upon 2005 data, are intended for preliminary planning purposes and do not reflect a detailed engineering evaluation.
(a) Local Funding - Private, current revenues, cash reserves, bonds, etc
(b) State Funding (Colorado Division of Aeronautics)
(c) Third Party Funding
(d) FAA AIP (Airport Improvement Program) - Unless Otherwise Note
Table G3
PHASE III (LONG-TERM) AIRPORT PLAN PROJECT COSTS
Boulder Municipal Airport Master Plan Update
Total Recommended Financing Method
Project Description Note Costs City (a)State (b)Private (c)Federal (d)
Long-Term Projects
C.1 Implement the Airport's Wildlife
Management Program $10,000 $10,000 $0 $0 $0
C.2 Promote/Manage the Airport's Voluntary
Noise Abatement Program $10,000 $10,000 $0 $0 $0
C.3 Install Perimeter Fencing (Phase Three)
@ 6,000 l.f. w/2 Gates $200,000 $10,000 $0 $0 $190,000
C.4 Rehabilitate Runway Pavement $1,673,500 $167,350 $0 $1,506,150
C.5 Construct 6 Executive Hangars & One
9-Unit T-Hangar within Southeast
Development Area $1,340,000 $0 $0 $1,340,000 $0
C.6 Construct Aircraft Apron/Taxilane to
Serve New Hangar Facilities $275,000 $13,750 $0 $0 $261,250
C.7 Construct Three 9-Unit T-Hangars within
Southeast Development Area $750,000 $0 $0 $750,000 $0
C.8 Construct Aircraft Apron/Taxilane to
Serve New Hangar Facilities $330,000 $16,500 $0 $0 $313,500
C.9 Purchase Airport Maintenance Equip. $25,000 $1,250 $0 $0 $23,750
C.10 Implement Apron Pavement Maint-
enance Projects (Crack Seal) $25,000 $1,250 $1,250 $0 $22,500
C.11 Implement Taxiway Pavement Maint-
enance Projects (Crack Seal) $35,000 $1,750 $1,750 $0 $31,500
C.12 Implement Hangar/Building Maintenance
Projects & Site Enhancement Improve-
ments (i.e., Landscaping, Signage, etc.) $25,000 $25,000 $0 $0 $0
C.13 Construct Aircraft Maintenance/Storage
Hangar within Northwest Development
Area $700,000 $0 $0 $700,000 $0
C.14 Replace Two 10-Unit T-Hangars within
Existing Development Area $600,000 $0 $0 $600,000 $0
C.15 Implement Runway 8G/26G Pavement
Maintenance Projects $35,000 $1,750 $1,750 $0 $31,500
C.16 Construct Future Taxiway “A-3” connector $60,000 $3,000 $0 $0 $57,000
Sub-Total Costs (Phase III) $6,093,500 $261,600 $4,750 $3,390,000 $2,437,150
Total Costs/All Projects $16,162,000 $700,438 $89,088 $10,042,500 $5,329,975
Notes
Cost estimates, based upon 2005 data, are intended for preliminary planning purposes and do not reflect a detailed engineering evaluation.
(a) Local Funding - Private, current revenues, cash reserves, bonds, etc
(b) State Funding (Colorado Division of Aeronautics)
(c) Third Party Funding
(d) FAA AIP (Airport Improvement Program) - Unless Otherwise Note
Boulder Municipal Airport
MASTER PLAN UPDATE G.5
does not rely upon the completion of each and every capital item programmed in the
development plan. To meet realistic funding expectations, it may be necessary to weigh
the items of the development plan in a thoughtful and global manner.
In other words, the City may be required to selectively implement the capital items.
Knowing the full scope of development possibilities enables the community to capitalize
on opportunities, respond to financial realities, and select projects that are consistent
with the overall planning recommendations of the Master Plan.
Cost Estimates
Cost estimates for individual projects, based on current dollars, have been prepared for
improvements that have been identified as necessary during the 20-year planning period.
Facility costs have been formulated using unit prices extended by the size of the
particular facility and tempered with specific considerations related to the region, the
Airport, and the development site. That being said, these estimates are intended to be
used for planning purposes only and should not be construed as construction cost
estimates, which can only be compiled following the preparation of detailed engineering
design and documents.
Capital Improvement Program (CIP)
To assist in the preparation of the Capital Improvement Program, which the City of
Boulder keeps on file and up to date with the FAA, the first phase of the project/cost list,
PHASE I (0 to 6 YEARS) DEVELOPMENT PLAN PROJECTS, appearing on a previous page,
has been organized by year, in a format similar to that used by the FAA. The projects,
phasing, and costs presented in this Master Plan are the best projections that can be
made at the time of formulation. The purpose of the project list, phasing, and costs
listed here is to provide a progressive projection of capital needs, which can then be
utilized in city and federal financial programming. It is realized that, as soon as this long-
range planning document is published, the project list is dated and; therefore, it will
always differ to some degree with the Airport’s 6-year CIP on file with the FAA.
Phasing Plan
To supplement the information provided by the project list and project cost estimates,
an illustration has been prepared. This graphic, entitled PHASING PLAN and included as
Figure G1 of this chapter, indicates the suggested phasing for improvement projects
throughout the 20-year planning period.
Boulder Municipal Airport
MASTER PLAN UPDATE G.7
These are suggested schedules and variance from them may be necessary, especially
during the latter time periods. Attention has been given to the first six years because the
projects outlined in this time frame include many critical improvements. The demand
for certain facilities, especially in the latter time frame, and the economic feasibility of
their development are to be the prime factors influencing the timing of individual project
construction. Care must be taken to provide for adequate lead-time for detailed planning
and construction of facilities in order to meet aviation demands. It’s also important to
minimize the disruptive scheduling where a portion of the facility may become
inoperative due to construction and to prevent extra costs resulting from improper
project scheduling. These scheduling issues can be particularly critical in conjunction
with the construction of new hangars, based upon the availability of existing
development sites vs. the development of new areas that may require significant upfront
infrastructure construction costs.
Financial Plan
Funding sources for the capital improvement program depend on many factors,
including Airport Improvement Program (AIP) project eligibility, the ultimate type and
use of facilities to be developed, debt capacity of the City, the availability of other
financing sources, and the priorities for scheduling project completion. For planning
purposes, assumptions were made related to the funding source of each capital
improvement. The projects costs provided in the Development Plan Project tables are
identified with likely funding sources.
Sources of Capital Funding
AIP Entitlement Grants. The Wendell H. Ford Aviation Investment and Reform Act for
the 21st Century (AIR-21), enacted in April 2000, established the first-ever Non Primary
Airports Entitlement Program. AIR-21 set aside grant funding for general aviation
airports listed in the National Plan of Integrated Airport Systems (NIPAS) for pavement
maintenance work. General aviation airports can each receive up to $150,000 per year
based on FAA’s assessment of maintenance needs over a five-year period. This funding
set-aside was renewed in conjunction with the Vision 100-Century of Aviation
Reauthorization Act for federal fiscal years 2004-2007, and the federal/city funding
allocation was revised to a 95%/5% split for the specified period. For the convenience
of the airport sponsor, if a project is anticipated to cost in excess of $150,000, the
participating airport can roll over (i.e., save) the Non Primary Entitlement funds up to
federal fiscal year 2007 (the end of Vision 100), at which time the accumulated total of
rolled-over funds can be used for larger projects. These set-aside funds cannot be
transferred to another airport and any unused funds at the end of the entitlement
program revert to the FAA. The Non Primary entitlement funds are generally earmarked
Boulder Municipal Airport
MASTER PLAN UPDATE G.8
for routine work to preserve and extend the useful life of runway, taxiway, and apron
pavements at smaller general aviation airports. However, project eligibility was expanded
under Vision 100 to include support facilities, fuel farms and hangars, in addition to the
previously approved list of pavement maintenance projects (e.g., pavement seal coating,
joint/crack sealing, pavement overlays, patching, marking, clearing/maintaining airfield
drainage and perimeter fencing).
AIP Discretionary Grants. The FAA also provides discretionary grants (on a 95%/5%
basis per Vision 100), over and above entitlement funding, to airports for projects that
have a high federal priority for enhancing safety, security, and capacity of the airport and
would be difficult to fund otherwise. The amount that individual grants vary can be
significant in comparison to entitlements and are awarded at the FAA’s total discretion.
Discretionary grant applications are evaluated based on need, the FAA’s project priority
ranking system, and the FAA’s assessment of a project’s significance within the national
airport and airway system.
FAA Facilities & Equipment Funds. Within the FAA’s budget appropriation, money is
available in the Facilities and Equipment (F&E) Fund to purchase navigational aids and
air safety-related technical equipment, including Air Traffic Control Towers (ATCTs) for
use at commercial service airports in the national airport system. Each F&E development
project is evaluated independently through a cost/benefit analysis to determine funding
eligibility and priority ranking. The qualified projects are totally funded (i.e., 100%) by
the FAA, with the remaining projects likely being AIP or PFC eligible. In addition, the
airport can apply for NAVAID maintenance funding through the F&E program for those
facilities that are not F&E funded. It’s possible that some of the proposed navigational
aid-related development projects for Boulder Municipal Airport would qualify for F&E
funding, if available.
State Grants. Currently, state grants for aviation projects in Colorado are administered
through the Aeronautics Division of the Colorado Department of Transportation
(CDOT) utilizing a combination of Fuel Tax Entitlement Disbursements and the
Colorado Discretionary Aviation Grant Program. As with many states, these funds have
historically been primarily utilized to provide assistance on pavement “maintenance”
oriented projects, such as crack sealing and marking.
For Federal projects, CDOT has a policy of funding appropriate projects at a participation
level of fifty percent (50%) of the federal required match on State apportionment and
discretionary projects. For State projects, the CDOT will provide ninety percent (90%)
match of the total state project (not to exceed $250,000) unless otherwise agreed to by
the Commission. The sponsor will be responsible for the remaining ten percent (10%)
of the total project cost.
Boulder Municipal Airport
MASTER PLAN UPDATE G.9
Private Third-Party Financing. Many airports use private third-party financing when the
planned improvements will be primarily used by a private business or other organization.
Such projects are not ordinarily eligible for federal funding. Projects of this kind
typically include hangars, FBO facilities, fuel storage, air cargo facilities, exclusive aircraft
parking aprons, industrial development areas, non-aviation commercial areas, and
various other projects.
Airport Revenues. As with many smaller general aviation facilities, generating the
necessary cash flow to balance the operations and maintenance costs of an airport is
typically a constant challenge. The capital costs associated with an airport’s development
program, whether for city matching funds for a state or federal grant, or for 100 percent
funding of non-grant capital projects, can be a further daunting challenge for any small
airport. Smaller general aviation airports often rely on supplemental funding from a
municipal or county government to assist with funding the capital needs of their
facilities.
Historically, Boulder Municipal Airport has been fortunate to operate in a self-
supporting manner financially, with the facility being operated as an enterprise fund that
is separate from other City of Boulder funds.
Summary - Master Plan Capital Improvement Program Financial
Implications
The previously presented AIRPORT PLAN PROJECT COSTS tables provide a reasonable
estimate of the funding that will be needed to cover the costs of this progressive capital
improvement program at the Airport. With the best information available today, the
tables provide information related to what projects will be needed, when those projects
are likely to be constructed, and how the improvements are likely to be funded (i.e., city,
federal, etc.). It is realized that the timing for project implementation will change as
sponsor and FAA priorities evolve; however, the projections of funding needs are
reasonable estimates for long-term capital improvement planning purposes.
The financial implications for financing of Airport improvements is probably best
summarized in a presentation of the total expected expenditures, broken down by phase
and recommended financing method. This information is presented in the following
table entitled CAPITAL IMPROVEMENT EXPENDITURES BY PHASE.
Boulder Municipal Airport
MASTER PLAN UPDATE G.10
Table G4
CAPITAL IMPROVEMENT EXPENDITURES BY PHASE
Boulder Municipal Airport Master Plan Update
CIP Total City Private State Federal AIP
Phase Cost Funding (1) Funding Funding (2) Funding (3)
Phase I (Short-Term) $6,456,500 $331,038 $3,610,000 $72,538 $2,442,925
Phase II (Mid-Term) $3,612,000 $107,800 $3,042,500 $11,800 $449,900
Phase III (Long-Term) $6,093,500 $261,600 $3,390,000 $4,750 $2,437,150
Totals: $16,162,000 $700,438 $10,042,500 $89,088 $5,329,975
(1) City funding is provided by Airport Sponsor (i.e., the City of Boulder).
(2) State funding is provided by the CDOT Aeronautics Division.
(3) Federal funding is provided by the FAA.
As presented in the accompanying tables, the Boulder Municipal Airport Development
Plan cost estimates for an approximate twenty-year planning period, not including
maintenance and operational expenses, amount to approximately $16.2 million. The
anticipated FAA share is approximately $5.3 million, with the State share of $89,088, and
the City share being approximately $700,438. In addition, approximately $10.0 million
are projected to be spent on private projects (e.g., non FAA-eligible hangars,
apron/taxiway development, etc.) that will generate revenue and could be financed
through some form of private financing.
Of the city share, approximately $331,038 are required during the phase one period
(Short-Term), $107,800 during the phase two period (Mid-Term), and $261,600 during
the phase three period (Long-Term). The state share includes approximately $72,538
during the phase one period, $11,800 during the phase two period, and $4,750 during the
phase three period. The federal share includes programmed expenditures of $2.4 million
during the phase one period, $449,900 during the phase two period, and $2.4 million
during the phase three period.
In addition, maintenance and operation expenses will increase as the Airport develops
and more airport facilities are completed. Revenues generated by these facilities should
also increase. It is a worthy and feasible goal that operational expenses and revenues
should balance at the Airport. This relationship should, however, be monitored closely
so those future imbalances can be anticipated and provided for in the budgeting and
capital improvement process.
Boulder Municipal Airport
MASTER PLAN UPDATE G.11
It should also be noted that projects represented as potentially needed in this Master Plan
are based on forecast demand; only those projects that are required to meet actual
demand will be proposed for construction. If demands do not increase as rapidly as
anticipated, a number of the proposed projects should be revised, delayed, or potentially
eliminated.
Because demand and improvement needs can best be defined in the short-term, the
Phase I project list is the most comprehensive and is generally the most challenging to
finance. As indicated in the table above, federal funding needs could total as much as
$2.4 million dollars during the six years comprising Phase I; and, City funding needs to
match these federal dollars, including projects ineligible for federal participation, could
be approximately $331,038. Even with the increases in AIP funding over the past few
years, Boulder Municipal Airport’s needs may exceed the capabilities of the FAA to
participate.
Also, it may be a significant task for the Airport to fund the city share of the proposed
capital improvement costs, should significant federal funds become available. Financial
implications are significant for both the Airport Sponsor and FAA; yet, an attainable
balance can and should be structured.