FAQs

Q. Why do we need to replace the airport at Hailey?

Friedman Memorial Airport does not comply with a number of FAA airport design standards. Although the airport and the FAA ensure the safe operation of the airport, this is an impact to the airport and community in its ability to meet the current and future demands due to its limits on capacity and efficiency. For example:

The horizontal distance between the airport parallel taxiway and the runway is at 250 ft. rather than the required 400 ft. per FAA design standard. In order to meet FAA design standards for the type of commercial and general aviation aircraft that routinely use the airport, aircraft taxi movements are constrained when aircraft such as the Horizon Airlines Dash 8-400 flies into Friedman Memorial.
The FAA required Runway Safety Area and Runway Object Free Areas do not meet standards because of the close proximity of the runway to State Highway 75. Because of the Runway Safety Area length deficiency a portion of the north end of the runway is not available for use for aircraft takeoffs and landings as it has been designated as part of the Runway Safety Area. This would not be the case if Friedman Memorial Airport had the required 1,000 ft. long by 500 foot wide safety area that is required beyond the end of the runway. A limitation on available runway length detracts from the airport’s ability to serve the needs of the future forecast demand. For example, if an airline currently serves the airport with 30 seat turbo-prop aircraft and decides to operate an all regional jet fleet, this may result in the loss of service by this airline.
Terrain issues associated with the airport negatively affect the ability of an airline or general aviation operator to access the airport in poor weather. Although technology is helpful, it cannot fully mitigate terrain issues. Mountainous terrain on the east, west, and north sides of the airport precludes instrument approach procedures such as exist at most commercial airports. Therefore, based on historic data approximately 25 percent of scheduled airline flights during winter months are either cancelled or diverted to another airport.
Alternatives to conform to FAA design standards have been evaluated. These options include relocating the runway and parallel taxiway to the west to provide for the object free area and to meet the 400-foot runway to taxiway separation requirements. This option requires the demolition and replacement of all of the airport hangars, the airport terminal, the Fixed Base Operator and airport support facilities, access and parking. Additionally, as these facilities would have to be shifted to the west of their current location, a number of businesses located west of the airport would have to be purchased and relocated to accommodate airport expansion. The second option for meeting requirements at the current airport site would require the relocating State Route 75 to the east, acquisition of approximately 80 residences and the relocation of the airport runway east of its current location to provide for the 400 feet of runway to taxiway separation. Additionally, even with the implementation of one of these options to meet design standards, the airport would still need to extend the existing runway to provide adequate length for operations by regional jets which would require additional land acquisition and expansion beyond current airport boundaries. Further, neither option for meeting design standards, nor the extension of the airport runway would address the frequent airport closures and flight diversion issue. The airport would remain subject to frequent closures during inclement weather and periods of reduced visibility due to the surrounding mountainous terrain.

Q. Who is conducting the Environmental Impact Statement and what is it designed to do?

A. The FAA is conducting the EIS. The EIS process will determine all environmental impacts, such as and not limited to, noise impacts, impacts on air and water quality, wetlands, fish, wildlife, and plants, farmlands, floodplains, historic/tribal resources, hazardous wastes, socioeconomics, and economic factors, and take an independent and objective view of all reasonable alternatives, as well as the no action alternative, to find a viable alternative for a replacement of Friedman Memorial Airport to meet current and future aviation needs and demand.

Q. What is the role of Friedman Memorial Airport Authority in the EIS?

A. The Friedman Memorial Airport Authority assists the FAA in acquiring data and in the public outreach component of the EIS.

Q. If there are problems with Friedman, why is “no action” one of the options under consideration?

A. Federal environmental regulations require this option to be considered in an EIS. The “no action” provides a benchmark that enables the decision makers to compare the magnitude of the environmental effects of the action alternatives.

Q. What happened with the previous site selection study?

A. The site selection study along with the Master Plan Update for Friedman Memorial Airport were both key analyses that needed to be undertaken by the airport sponsor to evaluate alternatives and provide a basis for the subsequently required federal EIS. While this EIS will utilize the underlying data developed in the site selection study, the FAA is required to take an independent and objective look at all potential sites.

Q. Is this the same study all over again?

A. No, the EIS process looks at the data through a different lens. For example, an EIS requires a comprehensive examination of environmental issues.

Q. How long is the EIS valid?

A. An EIS is valid for 3 years after the Record of Decision is issued. At that time major progress, such as substantial land acquisition or construction has to have been made toward implementation of the airport or a reevaluation of the environmental issues must be made.

Q. Is a regional airport a potential outcome of this EIS?

A. The Purpose and Need of this project is to replace the airport at Hailey. A regional airport is acceptable if it meets the criteria of functioning as a replacement for Friedman Memorial Airport in Hailey, including, but not limited to, such areas as drive time from the airport to the markets the airport serves, reliability of the airport in reduced visibility conditions, and the ability to provide for anticipated growth in demand along with a number of environmental considerations.

Q. If a regional airport develops as the solution, would the airports at Hailey and Twin Falls close?

A. At a minimum, they would have to close to commercial air traffic, and relinquish their Federal Aviation Regulation Part 139 certificates.

Q. Is Site 10 the main contender?

A. No. While Site 10 is Blaine County’s proposed site, it is but one of many potential alternatives to be evaluated by the FAA during their independent analysis under the EIS process.

Q. Is the FAA only looking at the sites identified in the site selection study?

A. No, we are examining each of the sites identified in the site selection study as well as reviewing whether there are any other reasonable alternative locations that were not previously identified.

Q. Are you taking fog into consideration?

A. In response to a number of comments we received during the scoping process, the FAA is taking a serious look at the issue of fog. We are determining whether sufficient data exists, and we will supplement it if it does not.

Q. What about the sage grouse? Many of the sites would impact their habitat.

A. We will be coordinating with the U.S. Fish and Wildlife Service to ensure that we adequately address their concerns about preserving or mitigating sage grouse habitats.

Q. Many of the public comments submitted during the scoping process indicated opposition to an airport in the Bellevue Triangle. How do you take that into account in the EIS process?

A. FAA has committed to perform a rigorous, independent and objective site analysis. To achieve that objective all the sites identified in the selection process have to be thoroughly reviewed and considered.

Q. What are the financial requirements of operating an airport?

A. The operation of a typical commercial service airport similar in size and complexity to Friedman Memorial Airport requires the commitment of airport revenues to address a number of administrative, operation and maintenance requirements. These revenues are typically used to cover the expenses for an array of items including, for example:

Building Maintenance
Non-FAA eligible development
Airfield Maintenance
Legal & Audit Fees
Education & Training
Police/Security
Access Maintenance
Fuel for vehicles/equipment
Utilities
Vehicle Maintenance
Parking area maintenance
Insurance
Local Matching funds for FAA grants

In the case of Friedman Memorial Airport these operational costs were $1.61 million in budget year 2006, $1.73 million for budget year 2007 and are budgeted at just under $1.95 million for 2008. The more significant increase in operational costs between 2007 and 2008 result from several factors including increased insurance costs, negotiation of an easement and installation of a series of obstruction lights on private property, increases in fuel costs and in airfield maintenance costs to name a select few.

Q. What is the potential economic impact to a community?

A. The airport can charge reasonable rates and fees associated with the leasing and use of airport facilities to provide revenue to address the financial requirements of operating the airport. For some airports the revenues from the rates and charges are sufficient to cover expenses, while for other airports these revenues must be supplemented with added funding from local government sources.

Airports that are able to generate surplus revenue are required by law to expend the funds for the capital or operating costs of the airport.

In addition, airports can generate economic development, such as attracting hotels, restaurants and other forms of spin-off development. However, there is no guarantee that this will occur. Such economic development is often a function of the airport site and a series of local land use, local demand and visitor/business choice considerations.