Contents - Salt Lake City International Airport

Contents 

Contents iii 

Tables iv 

Illustrations v 

Inventory of Existing Conditions 

Introduction A.1 

Airport Role and Facilities A.3 

Airport System/Navigation and Communication Aids A.12 

Airports Inventory A.24 

Airport Environs A.31 

Financial Inventory A.38 

Issues Inventory A.39 

Aviation Activity Demand Forecasts 

Introduction B.1 

Historical and Existing Aviation Activity B.6 

Aviation Activity Forecast B.10 

Based Aircraft Forecast B.17 

Summary B.19 

Appendix One 

2004 Capital Improvement Program --- 

Salt Lake City Airport II Working Paper One/December 2004 

MASTER PLAN UPDATE iii

Tables 

Table A1 Summary of Hangar Facilities A.9 

Table A2 Airport Fuel Sales, 2000-2004 A.11 

Table A3 Instrument Approach Procedures A.19 

Table A4 Public Use Airports Within 35-Mile Radius A.29 

Table A5 Revenue and Expense Summary, 2000-2004 A.39 

Table B1 Population Projections, 2002-2025 B.3 

Table B2 Employment Projections, 2002-2025 B.4 

Table B3 Historical Aviation Activity, 1993-2003 B.7 

Table B4 Existing Operations by Aircraft Type, 2003 B.9 

Table B5 Summary of Based Aircraft, 1993-2003 B.10 

Table B6 General Aviation Operations Forecast Scenarios, 2003-2024 B.13 

Table B7 Military Operations Forecast Scenarios, 2003-2024 B.14 

Table B8 Summary of Operations by Aircraft Type, 2003-2024 B.15 

Table B9 Summary of Local and Itinerant Operations Forecast, 2003-2024 B.16 

Table B10 Peak Period Aircraft Operations, 2003-2024 B.17 

Table B11 Based Aircraft Forecast, 2003-2024 B.18 

Table B12 Based Aircraft Forecast by Type, 2003-2024 B.19 

Table B13 Summary of Aviation Activity Forecasts, 2003-2024 B.20 

Table B14 Summary of Operations by Airport Reference Code, 2003-2024 B.22 

Table B15 Summary of Master Plan & TAF Forecast Comparison, 2003-2024 B.23 


MASTER PLAN UPDATE iv

Illustrations 

Figure A1 Airport Location Map A.2 

Figure A2 Airport Vicinity Map A.4 

Figure A3 Existing Airport Layout A.6 

Figure A4 Airspace/NAVAIDS Summary A.15 

Figure A5 Existing Runway 34 RNAV (GPS) Approach Procedure A.20 

Figure A6 Existing Airport II & Salt Lake City International Airport Approach 

Procedure Comparison A.22 

Figure A7 Existing Airport Traffic Patterns A.23 

Figure A8 Airports Inventory (25-Mile Radius) A.25 

Figure A9 Generalized Existing Land Use A.32 

Figure A10 Generalized Existing Zoning Map A.33 

Figure A11 Airport Influence Overlay Zone Map A.35 

Figure A12 Generalized Future Land Use Map A.37 


MASTER PLAN UPDATE v

Chapter A. Inventory of Existing Conditions 

Introduction 

Salt Lake City Airport II is a vital part of the national airport system, as well as an integral 

component of the Salt Lake City Metropolitan Airports System transportation infrastructure 

within central Salt Lake County. The Airport, which was constructed in the early 1940’s for 

national defense and military training, is currently open to the general public and to 

visiting aircraft, and is also home to the Utah Army National Guard’s Aviation Support 

Facility. The Airport, along with the aviation related businesses and facilities, represents a 

vital and significant regional economic asset. 

The most recent Master Plan Update for Salt Lake City Airport II was completed in 1990. 

During the intervening years, changes within the aviation industry and local conditions 

necessitate updating the master plan to ensure Salt Lake City Airport II’s continued 

development. The focus of this document will be on the total aviation facility and its 

environs, with the overall planning goal being the development of an aviation facility that 

can accommodate future demand that is not significantly constrained by its environs. 

This initial INVENTORY chapter will examine three basic elements involved with the 

existing and future development of Salt Lake City Airport II. These elements are: the 

airport facilities (runways, taxiways, aircraft parking aprons, hangars, maintenance 

facilities, ground access, etc.); the relationship to the airport/airspace system; and, the 

airport environs. Subsequent chapters will detail the airport’s forecasts of aviation 

activity, the ability of airport facilities to safely and efficiently meet the needs associated 

with the projected aviation activity, the compatibility of the airport with surrounding 

land uses, and recommended future development within and around airport property. 

As illustrated in the following figure, entitled AIRPORT LOCATION MAP the Airport is 

located within the Salt Lake Valley, with the Wasatch Mountains to the east, and the 

Oquirrh Mountains to the west. Although the Airport is located within the municipal 

boundary of West Jordan City, it is a facility that serves the entire metropolitan area 


MASTER PLAN UPDATE A.1

138 

Great 

Salt Lake 

Tooele Valley Airport 

36 

80 

71 

Toole 

Army Depot 

Tooele 

TOOELE 

Figure A1 Airport Location Map 

Source: Microsoft Streets & Trips, 2004. 

80 

Salt Lake City 

International Airport 

186 

111 

71 

154 

West Valley 

City 

Taylorsville 

Bennion 

j 

SALT LAKE CITY AIRPORT II 

Camp Williams 

Military Reservation 

Skypark 

Airport 

215 

Riverton 

UTAH 

Jake Garn Airport 

West 

Jordan 

68 

154 

Bountiful 

SALT 

LAKE 

CITY 

15 

15 

15 

89 

Millcreek 

73 

71 

Murray 

209 

Sandy 

Utah Lake 

Approximate Scale = 1” = 5 Miles 

MORGAN 

Cottonwood 

Heights 

210 

Barnard Dunkelberg & Company 

SALT LAKE 

Pleasant Grove 

Orem 

Provo 

MASTERPLANUPDATE 

NORTH 


15 

89 

Provo 

Municipal 

Aiport 

52 

92 

80 

Heber City Municipal- 

Russ McDonald Field Airport 

A.2

within Salt Lake County. According to data compiled by the Wasatch Front Regional 

Council, Salt Lake City recorded a population count of 923,931 for 2002. The local 

economy is well diversified with healthcare, education, and tourism being important 

industries that are supported by a highly educated workforce. The Valley location, back 

dropped by the mountains, provides a unique setting for numerous recreational activities 

(i.e., hiking, rock climbing, mountain biking, wildlife viewing, and world class skiing) that 

are available to residents and visitors throughout the year. 

This Airport Master Plan Update is intended to provide a comprehensive evaluation of 

the Airport, and result in a long-term facilities and operational plan for 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 influence future 

activity and facilities at the Airport. 

Airport Role and Facilities 

Salt Lake City Airport II currently 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, National Guard Army Aviation facilities, transport of mail and 

newspapers, along with other aviation-related activities. 

The Airport, which is owned by the Salt Lake City Corporation (a municipal corporation 

of the State of Utah) and operated by the Salt Lake City Department of Airports, is 

classified as a general aviation reliever airport to Salt Lake City International Airport by 

the FAA's National Plan of Integrated Airport Systems (NPIAS). According to the 

Wasatch Front Regional Council, Salt Lake City Airport II is one of five Urban Area 

airports that are “essential in promoting economic activity and the movement of goods 

and services to and from the Wasatch Front Urban Area (WFUA)”. This assessment is 

further emphasized by the fact that new airport development within the WFUA can not 

be accommodated. 

As shown in the following illustration, entitled AIRPORT VICINITY MAP, Salt Lake City 

Airport II is located within the southwest quadrant of the Salt Lake City Metropolitan 

Area, approximately 10 miles south of Salt Lake City International Airport. Interstate 15 



SALT LAKE 

201 

W 4100 S 

111 

80 


Figure A2 Airport Vicinity Map 

Source: Microsoft Streets & Trips, 2004. 

SALT LAKE CITY 

INTERNATIONAL 

AIRPORT 

172 

171 

W 1300 S 

W 3100 S 

W 4700 S 

154 

California Ave 

201 

West 

Valley 


173 

215 

186 

154 

Kearns Bennion 

W 6200 S Bennion Blvd 

West Jordan 

Jaguar Dr 

48 

W 1000 N 

89 

Taylorsville 

S 1300 W Temple Dr 

S 900 W 

Midvale 

Main St 

DAVIS 

15 

184 

SALT 

LAKE 

CITY 

89 

South 

Salt 

Lake 

171 

266 

89 

71 

Murray 

Union 

186 

E 5600 S 

E 5900 S 

E 7800 S 

S 900 E 

E 1300 S 

181 

152 

Highland Dr 


Holladay 



NORTH 


80 

Millcreek 

195 

190 

Cottonwood 

Heights 

210 

152 

A.4

and 215 intersect approximately 4 miles east of the Airport, and Bangerter Highway (S.H. 

154) is located less than one mile to the east. 

Airside Facilities 

Salt Lake City Airport II is operated with one primary runway, oriented in a general 

north-south direction, along with the supporting parallel taxiway system. Figure A3, 

entitled EXISTING AIRPORT LAYOUT, provides a graphic presentation of the existing 

airport facilities. Additional Airport information includes: 

• Airport Reference Point: Latitude N 40° 37’ 10.34” and Longitude W 111° 59’ 

34.39” 

• FAA Site Number: 25287.A 

• Airport Elevation: 4,603 feet above mean sea level (AMSL) 

• Acreage: 881.39 acres 

• Mean Normal Temperature of hottest month: 92° F. 

Runways 

Runway 16/34. The single runway at the Airport, Runway 16/34, is 5,860 feet in length 

and 100 feet in width 1 . The runway is constructed of asphalt 2 , considered to be in good 

condition, and has a gross weight bearing capacity of 12,500 pounds for the single-wheel 

main landing gear configuration. The runway is equipped with pilot-controlled Medium 

Intensity Runway Lights (MIRL) and four (4) light precision approach path indicators 

(PAPIs) located on the left-hand side of each runway end. In addition, each runway is 

also equipped with runway end identifier lights (REILs). 

Taxiways 

In addition to Runway 16/34, the airside facilities at the Salt Lake City Airport II consist 

of a dual parallel taxiway system that provides access between the runway surfaces and 

the landside aviation use areas. 

Taxiway “A”. Taxiway “A” is the primary parallel taxiway system serving Runway 16/34 

at the Airport. This taxiway, which is constructed of asphalt, is 50 feet in width and has 

four (4) connector taxiways that link the runway with the existing general aviation and 

Utah Army National Guard development on the west side of the Airport. Taxiway “A” 

is located on the west side of the runway and is separated from the runway by 737 feet 

1 The physical length of the runway (end to end of pavement) is approximately 6,098 feet with a 238-foot relocated threshold on 

Runway 34. Therefore, the published declared distances for each operational configuration is 5,860 feet. 

2 A runway overlay project was completed in 2003. 



T-Hangars & 

Shade Hangars 

4800 W St 

Maintenance 

Hangar 

FBO Hangar 

Utah Army 

Natl. Guard Facilities 

Canopy 

Maintenance Structure 

Closed Taxiway 

Fuel Storage 

Dirt Berm 

Fuel Storage 

Figure A3 Existing Airport Layout 

Dirt Road 

T-Hangars 

Source: Salt Lake City Department of Airports, Planning and Capital Programming, and Aerial Photography, 2003. 

4560 W St 

Airport Road 

2 

Denver & Rio Grande Wester RR 

Airport Property Line 

12 

11 

10 

1 

3 

Taxiway A 

14 

4 

13 

16 

5 

15 

7 

9 

6 

Bingham Highway 

16 

Taxiway B 

6200 S St 

Runway 16/34 (100’ x 5,862’) 

34 


Existing Runway 

Protection Zone 

(500’ x 700’ x 1,000’) 

Visual Approach 

4800 S St 

Unpaved 

Perimeter Road 

Abandoned Pavement 

Segmented Circle 

AWOS 

Aircraft 

Tiedown Apron 

Water Tanks 


Fire Station 

Flood 

Detention Basins 

Jordan Landing 

Parkway 

Existing Relocated Threshold 

7800 St 

Existing Runway 

Protection Zone 

500’ x 700’ x 1,000’ 

(1-Mile Approach Visibility Mins.) 


NORTH 


Bangerter Highway/S.H. 154 

A.6

(centerline to centerline). For night use, the taxiway system is equipped with a medium 

intensity taxiway lighting system (MITL). 

Taxiway “B”. Taxiway “B” is the secondary parallel taxiway system serving Runway 

16/34 at the Airport. This taxiway, which is also constructed of asphalt and 50 feet in 

width, has four (4) connector taxiways that link the runway with the existing general 

aviation and Utah Army National Guard development on the west side of the Airport. 

Taxiway “B” is located on the west side of the runway (i.e., the inboard side of Taxiway 

“A”) and is separated from the runway by 400 feet (centerline to centerline). In addition, 

Taxiway “B” is utilized primarily for training by the Utah Army National Guard 

Helicopters (i.e., both the AH-64 Apache’s and the UH-60 Blackhawks) and other 

helicopter flight schools, with four (4) helipads located at, or near the intersections with 

the existing connector taxiways. The location and use of these helipads relative to the 

runway will be evaluated in the upcoming FACILITY REQUIREMENTS chapter of the this 

document in consideration of both AC 150/5390-2A Heliport Design and FAR Part 77 

criteria. For night use, the taxiway system is 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 

north to south along the west side of the airport. These facilities include the Utah Air 

National Guard facilities, Fixed Base Operator (FBO) facilities, maintenance hangar 

facilities, aircraft parking aprons, general aviation aircraft storage hangars, fuel storage 

facilities, and access roadways. 

Aprons. There are two (2) primary aircraft parking aprons at Salt Lake City Airport II 

that are located on the west side runway, adjacent to Taxiway “A”. The public use 

general aviation ramp is centrally located with respect to the runway facility and is 

represented by a combination of transient and based aircraft apron. These combined 

apron areas consist of approximately 420,000 square feet of aircraft parking and 

movement area that provides over 100 aircraft tiedown spaces. There is also a small 

public use aircraft parking area, consisting of approximately 50,000 square feet, located 

south of the intersection of the Taxiway “A” and Taxiway “A-3” intersection. This apron 

is currently being used as tiedown for the two based civilian helicopters on the field (i.e., 

the Hughes 300), but could also accommodate fixed-wing aircraft tiedowns. 

The second large aviation apron area, consisting of approximately 650,000 square feet, is 

associated with the Utah National Guard Army Aviation Support Facility located within 

the southwest quadrant of the Airport. It should be noted that this apron area is used 

exclusively by the Utah National Guard and is separated by security fencing and control 

access gates from the rest of the airport facilities. There are currently a total of twenty- 



eight (28) based aircraft assigned to this Guard facility which includes nineteen (19) AH- 

64 Apache helicopters, eight (8) UH-60 Blackhawk helicopters, and one C-12 Beech 

Super King Air B200 fixed wing aircraft.. However, the Attack Helicopter Unit, 

represented by the nineteen (19) AH-64 Apache helicopters, are currently deployed to the 

Middle East and scheduled for return in the Spring of 2005. In addition, by the summer 

of 2005 it is likely that there will be an additional eight (8) UH-60 Blackhawk helicopters 

assigned and based at the Airport. 

Hangar Facilities. The Airport is served by one full-service Fixed Based Operator 

(FBO), which operates from one large aviation service hangar that is located northwest of 

the Taxiway “A-3” connector. There is also a large aviation service hangar located west 

of the Taxiway “A-4” connector that is currently being utilized by an aircraft 

maintenance company. There are two (2) privately owned corporate hangars located 

northwest of the Taxiway “A-4” connector, adjacent to Taxiway “A”, with an additional 

82 T-hangars and shade hangars located further to the west that are sponsor owned. 

There is an additional 45 sponsor owned T-hangars located between the FBO hangar and 

the Utah Army National Guard facility. The following table, entitled SUMMARY OF 

HANGAR FACILITIES, provides generalized inventory information about the hangars. 

The layout and location of the various hangar types were illustrated in Figure A3, entitled 

EXISTING AIRPORT LAYOUT. 



Table A1 

SUMMARY OF HANGAR FACILITIES 

Salt Lake City Airport II Master Plan Update 

Hangar Number of Hangar Condition/ 

Building # Type Ownership Bays Size Status 

1 Utah Army National Guard 

Building Federal --- --- Excellent 






Maintenance/Storage Hangar Federal --- 130 x 400 Excellent 


Maintenance/Storage Hangar Federal --- 250 x 250 Excellent 

6 T-hangar Sponsor 18 50 x 630 Good 

7 FBO Aeronautical Service 

Hangar Sponsor --- 90 x 130 Poor 

8 Beacon Sponsor --- --- --- 

9 Aeronautical Service Hangar Sponsor --- 125 x 175 Fair 

10 T-hangar (Shade) Sponsor 21 50 x 440 Good 

11 T-hangar Sponsor 20 50 x 440 Good 

12 T-hangar (Shade) Sponsor 21 50 x 440 Good 

13 T-hangar Sponsor 20 50 x 440 Fair 

14 T-hangar Sponsor 27 60 x 600 Fair 

15 Corporate Hangar Sponsor --- 75 x 75 Excellent 

16 Corporate Hangar Sponsor --- 75 x 75 Excellent 

Source: Salt Lake City Department of Airports Personnel. 

According to information obtained from the Salt Lake City Department of Airports, 

there are 58 people on the “hangar wait list” and 13 people on the “hangar transfer list” 

from the existing shade hangars. All of the people on the wait list have requested a 

preference for closed hangars as opposed to open-type shade or patio hangars. While 

the City does maintain a hangar wait list for the Airport, the Salt Lake City Department 

of Airports recently surveyed the prospective tenants on this list to if they would be 

willing to pay rental rates based on cost recovery for new hangar construction. None of 

the surveyed individuals responded favorably to that inquiry, but instead indicated their 



preference to remain on the wait list for an existing hangar at the current, lower rental 

rates. 

Utah Army National Guard Facilities. The Utah National Guard Army Aviation 

Support Facility, which is home to the 211 th Aviation Group, is located on approximately 

59 acres within the southwest quadrant of the Airport. The various components of the 

facility include the 1 st Battalion, the 211 th Aviation Regiment (Attack Helicopter Unit), 

the 1 st Battalion, the 211 th Aviation Regiment (Utility Helicopter Unit) the 193 rd Aircraft 

Maintenance Company, and the 23 rd Army Band. There are currently a total of twentyeight 

(28) based aircraft assigned to this Guard facility which includes nineteen (19) AH- 

64 Apache helicopters, eight (8) UH-60 Blackhawk helicopters, and one C-12 Beech 

Super King Air B200 fixed wing aircraft.. However, the Attack Helicopter Unit (i.e., the 

nineteen (19) AH-64 Apache helicopters) are currently deployed to the Middle East. The 

primary mission of the 211 th Aviation Group is to provide command, control, and 

supervision of the Army Corps Attack Helicopter Battalions. In addition, the regiment 

provides support to local Drug Enforcement Agency (DEA) and law enforcement, as 

well as assists with military transportation. The Utah National Guard facility also has a 

separate fuel storage facility that is located near the southeast corner of their apron area. 

Fuel Storage Facility. Currently, aviation fuels are stored in two (2) above ground 

storage tanks: one AvGas tank and one Jet A tank with each having a storage capacity of 

10,000 gallons. The FBO is responsible for fuel delivery and maintaining the storage 

tanks to current Environmental Protection Agency (EPA) standards. The Salt Lake City 

Department of Airports receives a minimum fuel flowage fee of 6 cents per gallon of 

fuel sold, and the fuel sales records for the past five years are presented in the following 

table, entitled AIRPORT FUEL SALES, 2000-2004. 



Table A2 

AIRPORT FUEL SALES, 2000-2004 


Year AvGas (gallons) Jet A (gallons) Total (gallons) (1) 

2000 (1) --- --- 189,166 

2001 (1) --- --- 183,366 

2002 (1) --- --- 156,270 

2003 (1) 121,876 50,023 171,899 

2004 (1) 100,924 37,139 138,063 

Source: Salt Lake City Department of Airports and FBO records. 

(1) Fuel sales are based on the City of West Jordan fiscal year which ends on June 30th. 

Automated Weather Observing System. The Airport is served by an Automated Weather 

Observing System III (AWOS III), which is located near the mid-field point of the runway 

and approximately 750 feet east 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, cloud height and type. The AWOS III provides a minute-by-minute update to 

airborne pilots via VHF radio frequency. The radio frequency for the Salt Lake City 

Airport II AWOS III is 134.425 MHz. 

Aircraft Rescue and Fire Fighting (ARFF) Facility. Salt Lake City Airport II currently 

does not have on-airport fire fighting facilities and these are not required by the FAA at 

general aviation airports. Airport fire protection services are currently provided by the 

West Jordan Fire Department. The nearest fire station, Station 53, is located 

approximately one third mile east of the Runway 34 threshold, and just north of the 

intersection of 7800 South Street and West Jordan Landing. Existing equipment 

provided by Station 53 includes one truck (75’ Quint) with extrication equipment, 1,500 

GPM pump, 300 gallon water tank; a paramedic ambulance; and 1-ton auxiliary with a 

250 gallon water tank. 

Existing Ground Access and Parking Facilities 

Ground Access. Due to the Airport’s metropolitan location within the City of West 

Jordan, there are a variety of north-south and east-west roadways that provide easy 

access to the existing landside facilities located on the west side of the Airport. The 

nearest Utah Department of Transportation expressway (i.e., the Bangerter Highway) is a 

north-south highway that is located approximately one half mile east of the Airport. 



Both 6200 South Street and 7800 South Street are east-west arterials 3 that intersect 

Bangerter Highway and extend along the northern and southern boundaries of the 

Airport. Both 6200 South Street and 7800 South Street also intersect Airport 

Road/4560 West Street (classified as a major collector 4 street), which extends along 

western boundary of the Airport and provides access to the Airport’s general aviation 

landside facilities and the Utah Army National Guard. 

According to data contained in the 2003 West Jordan Master Transportation Plan, both 

population and employment projections for the Traffic Analysis Zone (TAZ) in the 

vicinity of the Airport are forecast to increase by over a factor of 3 and 100 respectively 

by the year 2020. These projected changes in land use patterns and their associated 

impacts on vehicular access will be carefully monitored by West Jordan planning officials 

to ensure that future development on, and in the vicinity of the Airport can be 

adequately accommodated. Proposed roadway improvements in the vicinity of the 

Airport for which planning is underway include the extension of 7800 South Street 

across Bingham Highway and the development of the Mountain View Corridor (MVC) 5 . 

Parking Facilities. There are several vehicular parking areas associated with the Airport’s 

landside development (i.e., FBO, maintenance, and aircraft storage facilities) located on 

the west side of the Airport. 

Airspace System/Navigation and Communication Aids 

As with all airports, Salt Lake City Airport II functions within the local, regional, and 

national system of airports and airspace. The following narrative provides a brief 

description of the Airport’s role as an element within these systems. 

Air Traffic Service Areas and Aviation Communications 

Within the continental United States, there are some twenty-one 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 (ARTCCs). The 

ARTCCs provide air traffic service to aircraft operating on IFR flight plans within 

controlled airspace, and primarily during the en route phase of flight. The airspace 

3 A typical arterial street has a five-lane cross-section with two lanes in each direction and a center two-way-left-turn-lane. Wide 

shoulders are provided for disabled vehicle parking, and on-street parking is typically prohibited (information obtained from the 

2003 West Jordon Master Transportation Plan). 

4 A typical major collector street has a three-lane cross-section with one lane in each direction and a center two-way left-turn lane. 

Wide shoulders are provided for disabled vehicle parking, and on-street parking is typically prohibited (information obtained from 

the 2003 West Jordon Master Transportation Plan). 

5 A proposed freeway on the western edge of Salt Lake County that would link I-80 in the north with Utah County in the south. 



overlying Salt Lake City Airport II is contained within the Salt Lake City ARTCC 

jurisdiction and this coverage area includes the airspace in portions of Utah, Nevada, 

Idaho, Montana, Wyoming and Colorado. 

Terminal Radar Approach Control (TRACON) facilities utilize air traffic controllers and 

radar to direct aircraft during the departure, descent , and approach phases of flight that 

are transitioning to or from the en route phase of flight. Once an arriving aircraft is 

within the destination airport’s airspace, and that airport has an air traffic control tower 

(ATCT), the aircraft is handed off by the TRACON to the local air traffic controller. At 

Salt Lake City Airport II, Salt Lake City Approach provides approach and departure 

services for the Airport. Aircraft that are approaching or departing an airport are subject 

to air space and air traffic control designed to serve one primary purpose, the safe 

separation of one aircraft from another. There are two basic flight regimes: those 

operating under Instrument Flight Rules (IFR) that depend on air traffic controllers for 

separation and those operating under Visual Flight Rules (VFR) that depend primarily on 

the “see and be seen” principle for separation. Aircraft operating under VFR conditions 

may contact the ARTCC or the TRACON and request traffic advisory services. Traffic 

advisory service is used to alert pilots of other air traffic known in the vicinity of or 

within the flight path of the aircraft. VFR traffic operating into and out of Airport II 

broadcast their intentions on the CTAF/UNICOM frequency. 

The primary means of controlling aircraft employed by air traffic controllers is 

computerized radar systems that are supplemented with two-way radio communications. 

Altitude assignments, speed adjustments, and radar vectors are examples of techniques 

used by controllers to ensure that aircraft maintain proper separation. The specified 

lateral and vertical separation criterion for aircraft used by controllers is as follows: 

• Lateral Aircraft Separation: 3 miles (radar environment) 

• Lateral Aircraft Separation: 5 miles (non-radar environment) 

• Vertical Aircraft Separation: 1,000 feet (below 29,000 feet) and 2,000 feet (29,000 

feet and above) 

Salt Lake City Airport II can be found on the Salt Lake City sectional aeronautical chart. 

Aviation communication facilities associated with the Airport include an Aeronautical 

Advisory Station (UNICOM) on frequency 122.7, Salt Lake City Approach and Departure 

on frequency 120.2 & 124.3, Salt Lake City Terminal Radar Control, Clearance Delivery 

on 127.0, Salt Lake City Airport II Automated Weather Observing System (AWOS) on 

frequency 134.425, and Flight Service Station (FSS) with remote transmitter and reciever 

located in Cedar City. As stated previously, Salt Lake City Airport II does not have an air 

traffic control tower. 



Surrounding Terrain Description 

The airfield property is located in the north central portion of the City of West Jordan, 

and generally within the western side of the Salt Lake Valley. The Wasatch Mountains to 

the east and Oquirrh Mountains to the west essentially preclude a wide distribution of 

aircraft operating to and from airports located within the Valley. In addition, due to the 

close proximity and alignment of Salt Lake City Airport II and Salt Lake City 

International Airport (i.e., approximately 10 miles separates the two airports) all of the 

arrivals to Salt Lake City International from the south pass within two miles of Airport 

II. 

Airspace 

The design of local airspace is tailored to the operating environment in the Salt Lake City 

terminal area, recognizing the need to safely separate IFR and VFR aircraft, while 

providing the highest level of service and access to all aircraft operators. The following 

illustration, AIRSPACE/NAVAIDS SUMMARY, depicts the surrounding airports, local 

airspace, and navigational facilities in the vicinity of Salt Lake City Airport II. Local 

airspace surrounding the Airport is represented by a combination of Class B and Class E 

airspace. 

The primary controlled airspace influence in the vicinity of Salt Lake City Airport II is 

the Salt Lake City Class B Airspace, which is irregularly shaped and extends in concentric 

circles around Salt Lake City International Airport. The Salt Lake City Class B Airspace 

consists of controlled airspace extending upward from various floor elevations to a 

ceiling of 10,000 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). Salt 

Lake City Airport II is located below the first layer of Class B airspace. The layer above 

the Airport begins at 6,000 feet MSL and extends to 10,000 feet MSL. The 

primary purpose of the Class B airspace structure is to allow large high performance jet 

traffic to transition down to landing at an airport under IFR procedures, and with 

positive air traffic control and separation. 

In addition, there is an area of Class E airspace within the terminal area associated with 

the Salt Lake City Class B airspace. The Class E airspace associated with Class B airspace 

encompasses an area centered on Salt Lake City International and extends outward to 

encompass all of the airports in the area. This type of Class E airspace can be designated 

as a surface extension, as well as a transition area. Because Salt Lake City Airport II has 



Figure A4 Airspace/NAVAIDS Summary 

Source: Salt Lake City Sectional Aeronautical Chart, 72nd Edition, October 2004. 




NORTH 


A.15

an existing instrument approach, the floor of the Class E airspace over the Airport is 

established at 700 feet AGL and extends upward to 6,000 feet above mean sea level 

(AMSL), which is the floor of the Class B Airspace. Radio communications and 

transponders are not required to operate within the Class E airspace areas under visual 

flight rule (VFR) conditions; however, Instrument Flight Rule (IFR) flights must be 

capable of communicating with air traffic control (ATC), currently Salt Lake City 

Approach, and be Mode C Transponder equipped (capable of reporting altitude). 

In addition, a Mode C Veil is specified around Class B airspace 6 , within 30 nautical miles 

(NMs) of the Class B airport (i.e., Salt Lake City International Airport), and Salt Lake City 

Airport II 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. In addition to the existing Utah National Guard 

Army Aviation Support Facility located at Salt Lake City Airport II, there are two (2) 

military airports within a 30 NM radius of the Airport. These include Hill Air Force Base 

(AFB) and Camp Williams Army National Guard (ANG). Hill AFB, along with the Ogden 

Air Logistics Center performs depot maintenance of the F-16 Fighting Falcon, the A-10 

Thunderbolt II, and C-130 Hercules aircraft. The AFB is located approximately 30 NMs 

north of Salt Lake City Airport II. Camp Williams is a Utah ANG training site consisting 

of 28,000 acres of training areas that range from small arms weapons firing ranges to 

specialized winter, desert, mountain, and amphibious training sites. The majority of 

military training flights associated with the Utah National Guard Army Aviation Support 

Facility located at Salt Lake City Airport II operate to and from the Camp Williams 

Airfield that is located within the boundary of Camp Williams. 

In support of these military activities, there are several Military Operations Areas 

(MOAs), restricted airspace, and National Security Area airspace areas in the vicinity of 

the Airport, which include: 

• Sevier B & D Military Operations Area (MOA): located 15 nautical miles (NMs) to 

the west. 

• Lucin B MOA: located 50 NMs to the west. 

• Restricted R-6412 A, B, C, & D (Camp Williams): located 10 NMs to the south. 

• Restricted R-6402 A: located 30 NMs to the southwest. 

6 Criteria specified per Federal Aviation Regulations (FAR) Part 91.215. 



• Restricted R-6402 B: located 27 NMs to the southwest. 

• Restricted R-6406 B: located 31 NMs to the west. 

• Restricted R-6404 B & D: located 35 NMs to the northwest. 

• Restricted R-6404 A: located 30 NMs to the northwest. 

• National Security Area (ordnance depot): located 25 NMs to the southwest. 

Navigational Aids 

A variety of navigational facilities are currently available to pilots around Salt Lake City 

Airport II, 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 Salt Lake City Airport II are 

VOR-DME, VORTAC, and NDB facilities. 

A VOR-DME system is a Very High Frequency Omnidirectional Range Station with 

Distance Measuring Equipment transmitting very high frequency signals, 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 Provo 

VOR-DME (108.4) is located approximately 21 NMs south of the Salt Lake City Airport II. 

A VORTAC (VHF Omnidirectional Range/Tactical Air Navigation) is a ground-based 

electronic navigation aid transmitting very high frequency signals, 360 degrees in azimuth 

oriented from magnetic north, with equipment used to measure, in nautical miles, the 

slant range distance of an aircraft from the navigation aid. A VORTAC provides VOR 

azimuth, TACAN azimuth, and TACAN distance measuring equipment (DME) at one site. 

The Salt Lake City VORTAC (116.8) is located approximately 14.0 nautical miles north of 

the Airport and the Ogden VORTAC (115.7) is located approximately 36.0 nautical miles 

north 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 Tooele NDB (371.0) is located approximately 

16.0 NMs west of the Airport. 

There is also a network of low-altitude published Federal airways (i.e., Victor airways) in 

the vicinity of Salt Lake City Airport II also, 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 Salt Lake City Class B Airspace. These flyways are designed to assist 

VFR pilots in avoiding the major controlled traffic flows throughout the Salt Lake City 

area. The Barn Transition (SLC South Flow) flyway that is located through the Salt Lake 

Valley is positioned approximately 8 NMs east of Salt Lake City Airport II, and extends 

northward along the east side of Salt Lake City International Airport. This corridor 

permits VFR traffic to transit underneath the eastern boundary of the Salt Lake City Class 

B Airspace; however, Air Traffic Control (ATC) clearance is required from Salt Lake City 

Approach Control. 

In addition, several existing visual navigational aids are located on the Airport and 

available to pilots. These include a rotating beacon, located on the west side of the 

Airport, and a lighted wind cone with segmented circle, which is centrally located on the 

east side of the runway, just south of the Taxiway “A-4” connector. There is one lighted 

wind sock located near the touchdown of each runway end, and each runway end is 

equipped with Precision Approach Path Indicators Lights (PAPIs), which provide descent 

guidance for the visual segment of the approach, and are configured for a 3.0-degree 

glide path angle. 

Enroute VFR traffic operating at Airport II may utilize all of the previously mentioned 

enroute NAVAIDs in addition to dead reckoning and visual navigation. Upon entering 

the terminal area the abovementioned visual NAVAIDs provide additional guidance to the 

runway ends and touchdown zones. Aircraft operating within the airport traffic pattern 

follow a right hand traffic pattern for Runway 16 and a standard left hand traffic pattern 

for Runway 34. Aircraft separation in the terminal area is maintained visually by pilots. 

The flight pattern altitude is 5,403 feet MSL and it is recommended that pilots broadcast 

all intentions on the CTAS/UNICOM frequency at the Airport. 

There is presently one published instrument approach procedure at Salt Lake City 

Airport II, which is listed in the following table entitled INSTRUMENT APPROACH 

PROCEDURES. 



Table A3 

INSTRUMENT APPROACH PROCEDURES 


Designated Ceiling Visibility 

Approach Runway(s) Minimum (AGL) Minimums 

RNAV (GPS) (1) Runway 34 338’ AGL 1-Mile (2) , 1¼ -Mile (3) 

Source: U.S. Terminal Procedures, Southwest (SW), Vol. 4 of 4. 

(1) Authorized for use by Category A, B, C, & D aircraft. 

(2) Category A, B, & C aircraft. 

(3) Category D aircraft. 

As specified in AC 90-RNP RNAV and Order 8260.3B UNITED STATES STANDARD FOR 

TERMINAL INSTRUMENT PROCEDURES (TERPS), Area Navigation (RNAV) is defined as a 

“method of navigation that permits aircraft operations on any desired flight path”. Thus 

during flight routes and instrument procedures, aircraft are not required to overfly typical 

ground-based navigation aids. Required Navigation Performance (RNP) refers to a 

“statement of the navigation performance accuracy necessary for operation within a defined 

airspace”. This required performance is derived through a combination of aircraft 

capability (i.e., avionics, pilot procedures, training, etc.) and the level of service (i.e., 

signal-in-space performance/availability and air traffic management) provided by the 

corresponding navigation infrastructure. The performance requirements also include a 

set of interrelated “containment parameters” which include containment integrity, 

containment continuity, and containment region. Integrity and continuity are specified 

relative to a containment region, whose limit is equal to twice the RNP value (e.g., for 

RNP-0.3 RNAV the containment region is 0.6 nautical miles). It should be noted that all 

segments of the Runway 34 RNAV procedure were designed for aircraft certified for GPS 

approach criteria, with the final approach segment also being approved for RNP-0.3 

RNAV approach criteria. However, RNP-0.3 aircraft that use DME/DME for positioning 

are not authorized to use this approach. 

As depicted on the following illustration, entitled EXISTING RUNWAY 34 RNAV (GPS) 

APPROACH PROCEDURE, the approach begins at the Fairfield VORTAC (FFU) at 9,200 

feet MSL on a 340º course. The approach flight path passes below the R-6412 airspace 

(i.e., the restricted airspace associated with Camp Williams) reaching the Final Approach 

Fix (FAF) at 7,600 MSL. The final approach allows for a 3º descent angle to a Threshold 

Crossing Altitude of 40 feet. The missed approach segment of this approach procedure 

requires a climb to 5,500’ MSL, a climbing right turn to 9,900’ MSL to the KOCEN flyby 

waypoint, then a 160°track to the Fairfield TACAN for holding. Straight in minimums 

(i.e., minimum descent altitude and visibility) allowed by this approach are 5000’ MSL 



Figure A5 

RNAV Approach Procedure 

Missed Approach Procedure 

Salt Lake City Airport II 

MAP 

HOKIT 

338° 

2.7 NM 

MDA 5,100' MSL 

ACIPO 

338° 

5.1 NM 


LODME 

(FAF) 

Existing Runway 34 RNAV (GPS) Approach Procedure 

Source: ASRC Aerospace Corporation; VFR Terminal Area Chart Salt Lake City, 1:250,000 - 4/15/04 

Salt Lake City International 

340° 

6.8 NM 


KOCEN 

340° 

4.3 NM 


FFU 



SALTLAKE CITY AIRPORT II 

A.20 

N

(398’ AGL) and 1 mile visibility for aircraft in Categories A through C , and 5,000 and 1 

¼-mile visibility for aircraft in Category D. Circling minimums for this approach are 

5,140’ MSL and 1 mile visibility for aircraft in Categories A and B, 5,320’ MSL and 2 miles 

visibility for Category C aircraft, and 5,460’ MSL and 2 ¾-mile visibility for Category D 

aircraft. As noted previously, the complexity of the airspace within the Salt Lake Valley 

and the interaction of the Runway 34 RNAV approach with the existing ILS procedures to 

Salt Lake City International is depicted on Figure A6 the following illustration, entitled 

EXISTING AIRPORT II & SALT LAKE CITY INTERNATIONAL AIRPORT APPROACH 

PROCEDURES. 

In addition, there is one published departure procedure serving each runway end, the 

ITOFO One Departure (RNAV). The ITOFO One RNAV Departure is available to RNAV, 

RNP 2.0, and GPS equipped aircraft. A 495-foot per nautical mile climb gradient is 

required for Runway 34 departures, which compares to a 280-foot per nautical mile 

climb gradient for Runway 16 departures. Departures on Runway 34 climb to 9,000 feet 

MSL via a 338º course to the CELOD flyover waypoint, turn right to the ITOFO flyby 

waypoint, and then to the FFU VORTAC via 159º course. Departures on Runway 16 

climb to 9,000 feet MSL via a 158º course to the HOKEG flyover waypoint, then a 160º 

course to ITOFO flyby waypoint, and a 159º course to the FFU VORTAC. 

Noise Abatement Procedures 

At present, there is not a formalized list of voluntary noise abatement procedures for Salt 

Lake City Airport II. Generally, aircraft operators are requested to avoid flying above 

residential areas and these areas are indicated in Figure A7, EXISTING AIRPORT TRAFFIC 

PATTERNS. As noted previously, aircraft operating within the airport traffic pattern 

follow a right hand traffic pattern for Runway 16, a standard left hand traffic pattern for 

Runway 34, and Runway 34 is identified as the calm wind runway. There is no air traffic 

control tower on the Airport, and aircraft separation in the terminal area is maintained 

visually by pilots. The flight pattern altitude is 5,403 feet MSL (800 feet above ground 

level), and it is recommended that pilots broadcast all intentions on the CTAS/UNICOM 

frequency at the Airport. Additional voluntary procedure recommendations that have 

been developed for other general aviation airports across the country include: 

• 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. 

• Pilots are requested to avoid making multiple touch and go landings at the 

Airport before 8 a.m. and after 5 p.m. 



Figure A6 

SLC II RNAV (GPS) Approach Procedure 

SLC II Missed Approach Procedure 

SLC International ILS Approach 

Salt Lake City Airport II 

Source: ASRC Aerospace Corporation; VFR Terminal Area Chart Salt Lake City, 1:250,000 - 4/15/04 

Salt Lake City International 

5.7 NM 

341° 

MAP 

HOKIT 

338° 

2.7 NM 


ACIPO 

341° 

9.8 NM 


338° 

5.1 NM 


LODME 

(FAF) 

340° 

6.8 NM 


341° 

1.8 NM 

MDA 

8,500' MSL 


3.2 NM 

341° 

9.2 NM 

341° 

KOCEN 


340° 

4.3 NM 


FFU 



SALTLAKE CITY AIRPORT II 

A.22 

N

W 5400 S 

OQUIRRH 

Runway Approach/ 

Departure Trakcs 

W 7000 S 

Category C Aircraft 

WEST JORDAN 

Land Use Source: City of West Jordan GIS-CAST, October, 2004, Salt Lake County Public Works Dept., Planning and Development Services Division, October, 1998. 

Aircraft Traffic Pattern 

Helicopter 

Traffic Pattern 

Figure A9 A7 Generalized Existing Airport Existing Traffic Land Patterns Use 

Residential 

Commercial/Office 

Planned Community 

Base Map Source: Microsoft Streets & Trips, 2004. 

48 

Dannon Way 

Wells Park Rd 

172 

W 6200 S 

Category B Aircraft 

Helicopter 

Traffic Pattern 

Public Facilities 

Industrial 

Parks & Open Space 

KEARNS 

S 4800 W 

Kearns Blvd 

Kearns 

W 7800 S 


48 

16 

S 4000 W 

Bangerter Hwy 


34 

W 9580 S 

SOUTH JORDAN 

Hospitals 

Schools 

W 9000 S 

TAYLORSVILLE 

154 

173 

Bennion Blvd 

W 7000 S 

W 7800 S 


Approximate Scale = 2” = 1.5 Miles NORTH 



Jaguar Dr 

S 2700 W 

215 

Bennion 

Taylorsville 

215 

Runway 16/34 

Traffic Pattern/800 AGL Altitude 

Gardner Ln 

W 7600 S 

A.23 A.32

• Pilots using the Airport are requested to avoid flight operations between 11 p.m. 

and 7 a.m. 

• Early morning flight operations (before 7 a.m.) are discouraged. 

In addition, some airports have elected to develop a formalized system or procedure for 

documenting noise complaints that are received. Noise complaint calls can be directed 

to the Airport General Aviation Managers office or an answering service where the call is 

logged into a data base, mapped, and responded to in the appropriate manner. 

Airports Inventory 

An airport service area evaluation has been prepared, which identifies surrounding 

airports relative to Salt Lake City Airport II (within an approximate 35-mile radius) and 

assesses their existing role, airside facilities/services, and operational data. Eight (8) 

public-use airports (Salt Lake City International, Skypark, Tooele Valley, Hill Air Force 

Base, Ogden-Hinckley Airport, Jake Garn, Provo Municipal, and Heber City Municipal 

Airport); and five (5) private-use airports (Number 18, Camp Williams, Cedar Valley, 

Glenmar Ranch, and West Desert Airpark Airport) have been identified for analysis and 

are presented in Figure A8, entitled AIRPORT INVENTORY (35-MILE RADIUS). The 

following table, entitled PUBLIC USE AIRPORTS WITHIN 35-MILE RADIUS, summarizes 

and compares the information compiled for the eight (8) surrounding public use airports 

with the existing data for Salt Lake City Airport II. This information will be utilized to 

assess the varying degrees of influence that surrounding airports have on Salt Lake City 

Airport II’s demand for aviation-related services. 

The eight (8) public-use airports are described as follows: 

Salt Lake City International Airport (SLC). Elevation of 4,227 feet AMSL and 

coordinates of 40° 47’ 18.196” N, 111° 58’ 39.983” W. The airport consists of four (4) 

paved runways. Runway 16L/34R is 12,004 feet long, 150 feet wide, constructed of 

asphalt with a grooved surface treatment and equipped with HIRLs. Runway 16R/34L is 

12,000 feet long, 150 feet wide, constructed of concrete with a grooved surface 

treatment and equipped with HIRLs. Runway 17/35 is 9,596 feet long, 150 feet wide, 

constructed of asphalt with a grooved surface treatment and equipped with HIRLs. 

Runway 14/32 is 4,892 feet long, 150 feet wide, constructed of asphalt with a grooved 

surface treatment and equipped with HIRLs. The runway also has twenty-three (23) 

published instrument approaches, ranging from conventional Category I to Category III 

ILS approaches to RNAV (GPS) procedures. For 2003, Salt Lake City International 

Airport recorded 9,232,335 enplanements, 400,452 aircraft operations, and 379 based 

aircraft (261 single engine, 56 multi-engine, 40 jets, 10 helicopters, 1 glider, and 11 

military aircraft). Services available include fuel sales, tie down and hangar storage for 



j 

138 

Tooele Valley 


36 

80 

71 

Toole 

Army Depot 

Tooele 

Great 


TOOELE 

25 Miles 

20 Miles 

Figure A8 Airports Inventory (25-Mile Radius) 

80 

West Valley 


Taylorsville 


15 Miles 

Hill Air 

Force Base 

30 Miles North 

Ogden-Hinckley 


35 Miles North 



Camp Williams 

Military Reservation 

Skypark 


Riverton 

UTAH 

Source: Microsoft Streets & Trips, 2004 and Salt Lake City Sectional Aeronautical Chart, October 2004. 

111 

10 Miles 

Number 18 


71 

j 

5 Miles 

Cedar 

Valley 

Airport Glenmar jRanch 


j 

154 

j 

j 

215 

j 

186 

West 

Jordan 

68 

Camp Williams 

Airfield Airport 

j 

154 

Bountiful 

SALT 

LAKE 

CITY 

15 

15 

15 

j 

89 

Millcreek 

73 

71 

Murray 

209 

Sandy 

Jake Garn 


Utah Lake 


MORGAN 

Cottonwood 

Heights 

210 


SALT LAKE 

Heber City Municipal- 

Russ McDonald Field Airport 

Pleasant Grove 

Orem 

Provo 


NORTH 


15 

89 

Provo 

Municipal 

Aiport 

52 

j 

92 

80 

A.25

transient aircraft, major airframe and powerplant service, including bottled and bulk 

oxygen. Facilities include a rotating beacon, Unicom, a lighted wind indicator, and a 

control tower. Salt Lake City International Airport is located approximately ten nautical 

miles (10 NMs) north of Salt Lake City Airport II. 

Skypark Airport. Elevation of 4,234 feet AMSL and coordinates of 40° 52’ 9.801” N, 

111° 55’ 37.780” W. The airport consists of a single paved runway, Runway 16/34, 

which is 4,700 feet long, 70 feet wide, constructed of asphalt and equipped with LIRLs. 

Existing operational restrictions specify that all departures will be to the east and there 

are no published instrument approaches to the runway. For 2003, Skypark Airport 

recorded approximately 54,000 aircraft operations, and 208 based aircraft (183 single 

engine, 13 multi-engine aircraft, and 12 helicopters). The airport services include fuel 

sales, major airframe and power plant repairs, and tie down/hangar storage for transient 

aircraft. The available facilities include a rotating airport beacon, unicom, and wind 

indicator. Skypark Airport is located approximately fifteen nautical miles (15 NMs) 

north-northeast of Salt Lake City Airport II. 

Tooele Valley Airport. Elevation of 4,318 feet AMSL and coordinates of 40° 36’ 44.181” 

N, 112° 21’ 02.779” W. The airport consists of a single paved runway, Runway 17/35, 

which is 6,100 feet long, 100 feet wide, constructed of asphalt and equipped with MIRLs. 

The runway also has two (2) published instrument approaches (Runway 17 RNAV (GPS) 

and Runway 17 NDB). For 2003, Tooele Valley Airport recorded approximately 19,000 

aircraft operations, and 20 based aircraft (16 single engine, 2 multi-engine, and 2 

ultralight aircraft). The airport services include fuel sales and tiedown storage for 

transient aircraft. The available facilities include a rotating airport beacon, unicom, 

lighted wind indicator and segmented circle. Tooele Valley Airport is located 

approximately sixteen nautical miles (16 NMs) west of Salt Lake City Airport II. 

However, the two airports are separated by the Oquirrh Mountains, which necessitates a 

roadway travel distance of approximately 33 statute miles and a travel time of just under 

one hour between the two facilities. 

Provo Municipal Airport. Elevation of 4,497 feet AMSL and coordinates of 40° 13’ 

09.10” N, 111° 43’ 24.10” W. The airport consists of two paved runways, Runway 13/31 

and Runway 18/36, and two paved helipads. Runway 13/31 is 8,599 feet long, 150 feet 

wide, constructed of asphalt and equipped with HIRLs. Runway 18/36 is 6,614 feet long, 

150 feet wide, constructed of asphalt and equipped with MIRLs. The helipads, H1 and 

H2, are both constructed of concrete and dimensioned at 40 feet by 40 feet square. 

Runway 13 has four (4) published instrument approaches (Runway 13 ILS, VOR/DME, 

VOR, and GPS). For 2003, Provo Municipal Airport recorded approximately 147,500 

aircraft operations, and 157 based aircraft (120 single engine, 25 multi-engine, 4 jet 

aircraft, and 8 helicopters). The airport services include fuel sales, tiedown and hangar 

storage for transient aircraft, major airframe and powerplant service, , including low 



ottled and bulk oxygen. The available facilities include a rotating airport beacon, 

unicom, lighted wind indicator and segmented circle. Provo Municipal Airport is located 

approximately twenty-seven nautical miles (27 NMs) south-southeast of Salt Lake City 

Airport II. 

Heber City Municipal Airport. Elevation of 5,637 feet AMSL and coordinates of 40° 28’ 

54.50” N, 111° 25’ 43.70” W. The airport consists of one paved runway, Runway 03/21, 

which is 6,898 feet long, 75 feet wide, constructed of asphalt and equipped with MIRLs. 

The airport has one published instrument approach (circling RNAV GPS-A). For 2003, 

Heber City Municipal Airport recorded approximately 36,000 aircraft operations, and 94 

based aircraft (75 single engine, 4 multi-engine, 12 gliders, and 3 ultralight aircraft). The 

airport services include fuel sales, tiedown and hangar storage for transient aircraft, 

major airframe and powerplant service, including high/low bulk oxygen. The available 

facilities include a rotating airport beacon, unicom, lighted wind indicator, segmented 

circle, and pilot controlled runway edge lights. Heber City Municipal Airport is located 

approximately twenty-seven nautical miles (27 NMs) east-southeast of Salt Lake City 

Airport II. However, the two airports are separated by the Wasatch Mountains, which 

necessitates a roadway travel distance of approximately 55 statute miles and a travel time 

of just over one hour between the two facilities. 

Jake Garn Airport (17U). Elevation of 4,845 feet AMSL and coordinates of 40° 15’ 49.48” 

N, 112° 01’ 15.51” W. The airport consists of one (1) partially paved runway, Runway 

17/35, which is 5,000 feet long and 50 feet wide, and constructed of asphalt/gravel. 

There is no operational or based aircraft data recorded for the airport, and there are no 

services and facilities identified. Jake Garn Airport is located approximately twenty-one 

nautical miles (21 NMs) south of Salt Lake City Airport II. 

Hill Air Force Base. Elevation of 4,789 feet AMSL and coordinates of 41° 07’ 26.18” N, 

111° 58’ 22.94” W. The airport consists of one paved runway, Runway 14/32, which is 

13,508 feet long, 200 feet wide, constructed of concrete and equipped with HIRLs. 

Runway 14 has three (3) published instrument approaches (Runway 14 ILS, ILS Z, and 

TACAN). There is no operations or based aircraft data published for the airport. The 

airport services include major airframe and powerplant service, including high/low bulk 

oxygen. The available facilities include an ATCT, rotating airport beacon, and wind 

indicator. Hill Air Force Base is located approximately thirty nautical miles (30 NMs) 

north of Salt Lake City Airport II. 

Ogden-Hinckley Airport. Elevation of 4,473 feet AMSL and coordinates of 41° 11’ 

45.30” N, 112° 00’ 43.80” W. The airport consists of three paved runways, Runway 

03/21, Runway 07/25 and Runway 16/34. Runway 03/21 is 8,103 feet long, 150 feet 

wide, constructed of asphalt and equipped with HIRLs. Runway 07/25 is 5,600 feet long, 

150 feet wide, constructed of asphalt and equipped with MIRLs. Runway 16/34 is 5,195 



feet long, 150 feet wide, constructed of asphalt and equipped with MIRLs. Runway 03 

has three (3) published instrument approaches (Runway 03 ILS, VOR/DME RNAV, and 

GPS). Runway 07 has two (2) published instrument approaches (Runway 07 VOR and 

GPS). For 2003, Ogden-Hinckley Airport recorded approximately 105,120 aircraft 

operations, and 292 based aircraft (241 single engine, 34 multi-engine, 10 jet aircraft, 4 

helicopters, and 3 ultralights). The airport services include fuel sales, tiedown and hangar 

storage for transient aircraft, major airframe and powerplant service, including high/low 

bulk oxygen. The available facilities include a rotating airport beacon, unicom, lighted 

wind indicator and segmented circle. Ogden-Hinckley Airport is located approximately 

thirty-five nautical miles (34.6 NMs) north of Salt Lake City Airport II. 



Table A4 

PUBLIC USE AIRPORTS WITHIN 35-MILE RADIUS 


Total Average 

Distance to Airport Aircraft Based Operations Airport Airport Instrument 

Airport Name City Airport II Identifier Storage Aircraft SE ME Jet Hel GL UL Per Day Use Ownership ATCT Approach 

Salt Lake City Airport II West Jordan --- 



Skypark Airport Bountiful 

Tooele Valley Airport 

Provo Municipal Airport Provo 

Heber City Municipal 

Airport Heber City 

U42 


City 10 NMs S SLC 

15 NMs 

NNE BTF 

Tiedowns & 

Hangars 227 190 11 (1) 2 24 (2) 0 0 

Tiedowns & 

Hangars 379 261 67 (4) 40 10 1 0 

Tiedowns & 

Hangars 208 183 13 0 12 0 0 

Tooele 

County 16 NMs W TVY Tiedowns 20 16 2 0 0 0 2 

27 NMs 

SSE PVU 

27 NMs 

ESE 36U 

Hangars & 

Tiedowns 157 120 25 4 8 0 0 

Hangars & 

Tiedowns 94 75 4 0 0 12 3 

Hill Air Force Base Ogden 30 NMs N HIF none --- --- --- --- --- --- --- --- 

Ogden-Hinckley 

Airport Ogden 35 NMs N OGD 

Jake Garn Airport 

Salt Lake City Airport II Working Paper One/November 2004 

MASTER PLAN UPDATE A.29 

165 

1,097 

148 

52 

404 

99 

Public 

Public 

Public 

Public 

Public 

Public 

Public 

Hangars & 

Tiedowns 292 241 34 10 4 --- 3 288 Public 

Eagle 

Mountain 21 NMs S 17U none --- --- --- --- --- --- --- --- 

Source: Website airnav.com SE: Single Engine 

(1) Total includes one fixed wing aircraft associated with the Utah Army National Guard. ME: Multi-Engine 

(2) Total includes 27 based military helicopters associated with the Utah Army National Guard. Jet: Business Jet 

(3) Existing approach is severely restricted due to airspace constraints associated with Salt Lake City International Airport. Hel: Helicopter 

(4) Total includes 11 fixed wing aircraft associated with the Utah Army National Guard. GL: Glider 

UL: Ultralight 

Public 



Department 

of Airports 



Department 


City of 

Bountiful 



Department 



Provo 

No Yes (3) 

Yes Yes 

No No 

No Yes 

No Yes 


Heber City 

Federal 

No Yes 

Government Yes Yes 


Ogden Yes Yes 

Eagle 

Mountain 

No 

No

The five (5) private-use airports are described as follows: 

Number 18 Airport. Elevation of 4,820 feet AMSL and coordinates of 40° 33’ 50” N, 

112° 00’ 50” W. The airport consists of one (1) un-paved runway, Runway 18/36. 

Runway 18/36 is 1,100 feet long and 120 feet wide, and constructed of gravel/dirt. 

There is no operational data recorded for the airport, and only 3 based aircraft (1 single 

engine and 2 ultralight aircraft). There are no services and facilities identified for the 

airport, which is located approximately four nautical miles (4 NMs) south of Salt Lake 

City Airport II. 

Camp Williams Airfield. Elevation of 4,860 feet and coordinates of 40° 25’ 54.818” N, 

111° 55’ 50.766” W. The airport consists of one paved runway, Runway 18/36 that is 

4,700 feet long and 60 feet wide. There is no published operational or based aircraft data 

for the airfield, which is owned and operated by the Utah National Guard. Camp 

Williams Airfield is located approximately twelve nautical miles (12 NMs) south-southeast 

of Salt Lake City Airport II. 

Cedar Valley Airport. Elevation of 5,000 feet AMSL and coordinates of 40° 21’ 26” N, 

112° 01’ 04” W. The airport consists of one (1) un-paved runway, Runway 17/35. 

Runway 17/35 is 5,100 feet long and 100 feet wide, and constructed of gravel. There is 

no operational data recorded for the airport, and 5 based aircraft (4 single engine and 1 

multi-engine aircraft). There are no services and facilities identified for the airport, 

which located approximately sixteen nautical miles (16 NMs) south of Salt Lake City 

Airport II. 

Glenmar Ranch Airport. Elevation of 5,030 feet AMSL and coordinates of 40° 20’ 21.8” 

N, 111° 59’ 55.774” W. The airport consists of one (1) un-paved runway, Runway 15/33, 

which is 2,600 feet long and 60 feet wide, and constructed of dirt. There is no 

operational data recorded for the airport, and 3 based aircraft (3 single engine aircraft). 

There are no services and facilities identified for the airport, which located approximately 

seventeen nautical miles (17 NMs) south of Salt Lake City Airport II. 

West Desert Airpark. Elevation of 4,902 feet AMSL and coordinates of 40° 14’ 33.36” N, 

112° 05’ 34.92” W. The airport consists of one (1) un-paved runway, Runway 17/35, 

which is 2,600 feet long and 40 feet wide, and constructed of gravel. There is no 

operational data recorded for the airport, and 24 based aircraft (12 single engine and 12 

ultralight aircraft). There are no services and facilities identified for the airport, which 

located approximately twenty-three nautical miles (23 NMs) south-southwest of Salt Lake 

City Airport II. 



Airport Environs 

Salt Lake City Airport II is located within the city limits of West Jordan. However, the 

Airport is also located adjacent to or in close proximity to the Citys of Taylorsville, West 

Valley, and South Jordan within Salt Lake 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 to document the 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 within the Salt Lake City Airport II 

environs. 

Existing Land Use 

The existing land uses in the general vicinity of the airport primarily follow the existing 

zoning patterns, and are illustrated on Figure A9 entitled GENERALIZED EXISTING 

LAND USE. Generally, the land directly west and south of the Airport is characterized as 

Light Industry, Research, and Development Warehouse, while the area immediately east 

is designated Urban Center with Mixed Commercial, Office, and Residential 

Development. However, low Density Residential development is dominant land use 

located directly north of the Airport, with a mixture of additional Low Density and Rural 

Residential land use surrounding the Industrial and Commercial land uses adjacent to the 

Airport. Overall, residential is the dominant land use in the vicinity and surrounding the 

Airport. In addition, there are several nodes of commercial land use located at the 

intersections of collector and arterial roadways in the vicinity of the Airport. 

Existing Zoning 

Figure A10, 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 the Cities of West Jordan, Taylorsville, West Valley, and South 

Jordan with the map depicting the generalized zoning for each jurisdiction. 

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 things such 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 zoning designations in the vicinity of the Airport (within the City 

of West Jordan reveal a mixture Manufacturing Park (M-P), Light Manufacturing (M-1), 

Business and Research Park (BR-P), and Professional Office (P-O) zoning directly 



W 5400 S 

OQUIRRH 

W 7000 S 

WEST JORDAN 

Figure A9 Generalized Existing Land Use 

Residential 




48 

Dannon Way 

Wells Park Rd 

172 

W 6200 S 



Industrial 


KEARNS 

S 4800 W 

Kearns 

W 7800 S 

Kearns Blvd 


48 

16 

Bangerter Hwy 


34 

W 9580 S 

S 4000 W 

SOUTH JORDAN 

Hospitals 

Schools 

W 9000 S 

TAYLORSVILLE 

154 

173 

Bennion Blvd 

W 7000 S 

W 7800 S 





Jaguar Dr 

S 2700 W 

215 

Bennion 

Taylorsville 

215 

Gardner Ln 

W 7600 S 

A.32

W 5400 S 

OQUIRRH 

W 7000 S 

WEST JORDAN 

Figure A10 Generalized Existing Zoning Map 

Residential 


Agriculture 


48 

Dannon Way 

Wells Park Rd 

172 

W 6200 S 

Zoning Source: City of West Jordan 2004, City of Taylorsville October 2004, City of South Jordan October 2004, Kearns Salt Lake County Public Works Dept., 

Planning and Development Services Division May 2004. 


Industrial 

KEARNS 

S 4800 W 

Kearns 

W 7800 S 

Kearns Blvd 


48 

Planned Community Mixed Use 

16 

Bangerter Hwy 


34 

W 9580 S 

S 4000 W 

SOUTH JORDAN 

Hospitals 

Schools 

W 9000 S 

TAYLORSVILLE 

154 

173 

Bennion Blvd 

W 7000 S 

W 7800 S 





Jaguar Dr 

S 2700 W 

215 

Bennion 

Taylorsville 

215 

Gardner Ln 

W 7600 S 

A.33

surrounding the facility, which transitions to various densities of residential zoning (R-1- 

10, R-1-12, R-1-6, and P-C) further removed from the Airport. Additional residential 

zoning of various densities is also located north of the Airport, within the jurisdictional 

boundaries of Taylorsville and the Kearns Township. 

In addition, the City of West Jordan has established 7 an Airport Overlay Zone and 

associated regulations that provide regulation for the types of development within the 

area surrounding the Airport in the interest of the health, safety, and general welfare of 

the City, and to promote and preserve the function and utility of airport and aircraft 

activities within appropriate areas. 

The use of the land within this airport 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. At present, Airport Overlay Zone consists of five (5) zones that are 

presented on the following illustration entitled AIRPORT OVERLAY ZONE MAP. The 

Permitted and Conditional Uses specified for each of the zones is included within the 

ordinance, as well as Special Use Provisions, Acoustical Treatment, and Height Restrictions. The 

five zones are listed as having the following guidelines: 

• Clear Zone (Acl): A zone that commences at the end of and is equal to the width 

of the primary surface. Where the primary surface of the runway is 250 feet 

wide, the clear zone shall expand outward uniformly to a width of 450 feet at a 

horizontal distance of 1,000 feet from the primary surface, its centerline being the 

continuation of the centerline of the runway. Where the primary surface is 500 

feet wide, the clear zone shall expand uniformly to a width of 800 feet at a 

horizontal distance of 1,000 feet from the primary surface, its centerline being the 

continuation of the centerline of the runway. 

• Approach zone (Aa): A zone with inner edge coinciding with and being the same 

dimensions as the outer clear zone boundary. Where the outer edge of the clear 

zone is 450 feet the approach zone shall expand outward uniformly to a width of 

1,500 feet from the primary surface, its centerline being a continuation of the 

centerline of the runway. Where the outer edge of the clear zone is 800 feet the 

approach zone shall expand outward uniformly to a width of 2,000 feet at a 

horizontal distance of 5,000 feet from the primary surface, its centerline being a 

continuation of the centerline of the runway. 

• Noise zone (An): A zone determined by the exterior boundary of the projected 

airport activity noise level of 65 dB. 

7 The Airport Overlay Zone was enacted by Ordinance No. 03-40, 07-15-2003. 



W 5400 S 

OQUIRRH 

W 7000 S 

Approach Zone (An) 

Clear Zone (Acl) 

Clear Zone (Acl) 

WEST JORDAN 


Figure A9 A11 Generalized Airport Influence Existing Overlay Land Zone Use Map 

Residential 



Base Map Source: Microsoft Streets Streets & Trips, & Trips, 2004. 2004. 

48 

Dannon Way 

Wells Park Rd 

172 

Approach Zone (An) 

W 6200 S 


Industrial 


KEARNS 

S 4800 W 

Kearns Blvd 

Kearns 

W 7800 S 


48 

16 

S 4000 W 

Bangerter Hwy 


34 

W 9580 S 

SOUTH JORDAN 

Hospitals 

Schools 

W 9000 S 

TAYLORSVILLE 

154 

173 

Bennion Blvd 

W 7000 S 

W 7800 S 





Jaguar Dr 

S 2700 W 

215 

Bennion 

Taylorsville 

215 

Horizontal Zone (Ah) 

Gardner Ln 

W 7600 S 

Conical Zone (Ac) 

A.35 A.32

• Horizontal zone (Ah): A zone, the perimeter of which, is constructed by 

swinging arcs of a 5,000-foot radius from a point on the centerline and 200 feet 

beyond the end of each runway and connecting and adjacent arcs by lines tangent 

to those arcs. 

• Conical zone (Ac): A zone that commences at the periphery of the horizontal 

zone and extends outward there from a horizontal distance of 4,000 feet. 

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, confuse or disorient pilots. Therefore, Special Use 

Provisions, Acoustical Treatment, and Height Restrictions have also been specified within the 

zoning ordinance for each of the zones. 

It should also be noted that Airport Overlay Zoning has existed within Salt Lake County 

since the mid 1970’s and includes provisions for both height restrictions and restriction 

zones associated with aircraft noise in the vicinity of airports. These overlay zoning 

guidelines are specified within the Title 19 Zoning Ordinance for Salt Lake County. 

Future Land Use Planning 

The future land use for the area surrounding Salt Lake City Airport II is depicted in 

Figure A12 GENERALIZED FUTURE LAND USE. This information was taken from 

existing online website data that was available for the Cities of West Jordan, Taylorsville, 

and West Valley, and South Jordan. 

The plans reflect each of the communities land use decision making process in the 

region by providing future growth and development guidance for each city and the 

bordering county land. The plan outlines the long-term future development pattern and 

sets the regions 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 Valley communities. 

It should also be noted that the City of West Jordan has established growth management 

agreements with the Salt Lake City Department of Airports to set limits on the number 

of civilian aircraft that can be based at Salt Lake City Airport II. This aircraft “basing 

cap”, which is currently set at 400 civilian based aircraft was designed to limit the scale 

and intensity of airport development in order to strike a balance between the Airport 

and the surrounding community goals and policies. 



W 5400 S 

OQUIRRH 

W 7000 S 

WEST JORDAN 

Figure A12 Generalized Future Land Use Map 

Residential 




48 

Dannon Way 

Wells Park Rd 

172 

W 6200 S 


Note: Future Land Use Mapping was unavailable for Kearns, Oquirrh, and South Jordan. 


Industrial 


KEARNS 

S 4800 W 

Kearns 

W 7800 S 

Kearns Blvd 


48 

16 

Bangerter Hwy 


34 

W 9580 S 

S 4000 W 

SOUTH JORDAN 

Hospitals 

Schools 

W 9000 S 

TAYLORSVILLE 

154 

173 

Bennion Blvd 

W 7000 S 

W 7800 S 





Jaguar Dr 

S 2700 W 

215 

Bennion 

Taylorsville 

215 

Gardner Ln 

W 7600 S 

A.37

Furthermore, the City of West Jordan recognizes the potential influence the Airport can 

have on new business development within the community and is eager to promote 

business compatible development in the vicinity of the Airport. 

Within the City of West Jordan, the Airport will continue to maintain the Public Facilities 

land use designation, with a mixture of Professional Office, Research Park, Light 

Industrial, Neighborhood Commercial, and Community Commercial directly adjacent to 

airfield property. To the South of Airport additional land uses include Park and Open 

Space, with more Light Industrial, which is contrasted by Residential land uses to the 

north. Other land uses include educational facilities, government offices, libraries, 

churches, hospitals, retirement complexes, and other uses as allowed by zoning. 

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, promotes 

development, 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 2000 through 2004. A review of the financial documentation for the 

Salt Lake City Airport II indicates that the Airport is steadily moving toward an 

operational self-supporting status. The Airport, which is owned by the Salt Lake City 

Corporation, is operated by the Salt Lake City Department of Airports, with income 

from Salt Lake City International Airport being used to subsidize expenses at Airport II. 



The primary responsibility for developing the financing program rests with the Salt Lake 

City Corporation and the Salt Lake City Department of Airports. Major sources of 

revenue for the Airport include: general aviation hangar leases, Utah Army National 

Guard leases, FBO hangar rents, and fuel flowage royalties. 

Table A5 

REVENUE AND EXPENSE SUMMARY, 2000-2004 


Net Operating 

Year Revenues Expenses Income/(Loss) 

2000 $319,968 $427,975 ($108,007) 

2001 $338,027 $358,938 ($20,911) 

2002 $344,519 $394,288 ($49,769) 

2003 $344,317 $368,741 ($24,424) 

2004 $352,474 $356,416 ($3,942) 

Source: Salt Lake City Department of Airports financial records. 

In addition, the Airport’s 2005-2016 Capital Improvement Program on file with the FAA 

and the Utah Department of Transportation Division of Aeronautics has also been 

received and reviewed. The projects, which are detailed in the appendix of this 

document (see Appendix One), are primarily associated with pavement maintenance, and 

reconstruction, but also includes projects for potential runway/taxiway extensions and 

fuel system spill containment. The current CIP on file with the FAA programs a total 

estimated expenditure of $6,702,816 that would be shared between federal, state, and 

local funding sources for the specified 15-year planning period. 

Issues Inventory 

Identification of the current and future development 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 Salt Lake City Airport II. 

Some of these issues have been gleaned from the meetings conducted 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 Salt Lake City Airport II. 

• Understanding of existing/future Airport demand 

• The Airport’s role in the local economy and within the system of airports 

• Evaluation of airport airspace utilization and impact on instrument approach 

procedures and capability. 

• ATCT installation considerations (benefits/feasibility) 

• New ATC Radar site installation considerations (benefits/feasibility) 

• Airport Compatibility with surrounding community 

• Aircraft noise 

• Airport Infrastructure Development 

• Document Airport’s Capital Improvement Program (costs & schedule) 

• Aircraft storage requirements and analysis of current hangar storage demand 

• Determine the appropriate Airport Reference Code (ARC) 

• Financial self sufficiency of the Airport (maintain aviation development reserve 

vs. conversion to non-aviation commercial development) 

• General Aviation security measures

Contents - Salt Lake City International Airport

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