Airport's future topic of discussion

The entry in my logbook reads reads TVL - AlpineCo - DougCo - TVL, dated of Aug. 26, 1978. Translated it shows that my son and I flew from Lake Tahoe to Alpine County Airport, on to what is now Minden-Tahoe Airport and returned to Lake Tahoe.

The aircraft was a Cessna 150, N66673, and the duration of the flight was 1.5 hours. I flew into Alpine County Airport several times in the two years preceding that date while using the GI Bill to obtain a commercial license with instrument and multi-engine ratings.

Except for minor changes, the airport still looks the same now as it did then. The Airport Facility Directory published by the Federal Aviation Administration gives the following information: airport identifier Q82, which doesn't have quite the same ring as say LAX or SFO, 3 miles north of Markleeville at an elevation of 5,867 feet with a traffic pattern altitude of 6,667 feet, or 800 feet above ground level. The runway, 17 and 35, numbered by magnetic direction with the last digit rounded and dropped, is 4,443 feet long by 50 feet wide, asphalt, with a hill obstructing approach to 17 and right traffic off 35. Unattended, closed winter months and large stones and trees are listed under remarks. Pilots use radio frequency 122.9 MHz to report position and intentions, usually at predetermined reference points on the ground or while airborne. Notices to airmen which outline local temporary hazards, winter closures and special events are on file with the Reno FAA office.

According to county archives, in October 1959, George and Sallie R. Springmeyer signed a grant deed, with conditions, that describes the property on which the airport sits today. Those conditions were: that the grantee (county) establish, construct, perpetually operate and maintain a public airport; that brush and trees be removed, a fence be built (barbed wire, four-strand, five-high) with gates and cattle guards where necessary; taxes and licenses be paid; and that damages to livestock and property be paid. Failure to meet and adhere to these conditions would void the contract and property would revert to grantor.

On Dec. 11, 1959, Board of Supervisors Chairman Francis Sasselli signed a request for aid under the federal aid for airports program in the amount of $65,000, showing that $30,000 would come from unrefunded gas tax revenue and $35,000 from the feds. These monies would be used for site preparation, paving, lighting and miscellaneous costs to get the airport up and running.

On Jan. 28, 1960, G. C. Hand, the FAA's district airport engineer denied the request stating that due to population density and remote location, Markleevile does not meet the requirements for FAA Part 550.

The grant deed remained unsigned by Alpine County and in December 1960 the same land was deeded to the G. & S. R. Springmeyer Corp.

Things fall into limbo for awhile but the pot of gas tax revenue was still there, the economy was flush, and during the next 10 years practically every small county in California would get an airport.

Local pilot, aviation enthusiast and county Supervisor Jack Doyal enlisted longtime resident Gary Coyan to help with airport site selection. Gary remembers, "We flew around in Jack Doyal's airplane surveying sites and it was so turbulent just west of Turtle Rock that we nearly crashed. It was the same down in the valley where the rivers come together (the confluence of Markleevile Creek and the East Fork) but up above where the airport is now it was much smoother."

Fast forward to April 4, 1967, where records show the United States through the Bureau of Land Management issued a patent conveying the former Springmeyer land to Alpine County for use as a public airport, and I paraphrase, to be established within three years and maintained as such, in perpetuity, and to grant no one person, firm or corporation exclusive right to use of the same.

By Aug. 28, 1968, R&D Watson, a contractor from Fresno, was issued a certificate of completion for runway construction and paid $29,910. Leonard Turnbeaugh, who became director of public works (formerly the road department) some 10 years later and whose department assumed responsibility for the airport, relates that the runway was a "1 inch asphalt overlay which is barely more than oil on dirt."

Public works, during Turnbeaugh's 25 plus years, did two more overlays, the last in 1992, and constructed the ramp area with tie downs for 10 aircraft. Routine maintenance such as runway sealing and grading dirt edges was done annually. The wind sock and segmented circle, devices that indicate wind direction and traffic pattern procedures were moved about 2,000 feet northward several years ago.

In 1995, a pavement study showed that the runway was in "excellent" condition with a PCI rating of 100, which is as high as it can get. Runways lose strength with age however and it is due for a slurry seal which may be accomplished this year according to Dennis Cardoza, current director of public works. Gross weight for landing aircraft is 4,500-pound single-wheel main gear and 9,000-pound dual mains during the dry season which drops to 2,500 and 5,000 pounds respectively when the ground is wet.

Flight operations at the airport are basic and can be interesting. That hill on approach to 17 shouldn't be a problem for experienced pilots but the winds can be. The exposed location is subject to capricious gusts, swirling cross-winds and strong pre-frontal southwesterlies that can make landing an adventure. Hot summer days create high density altitude conditions that can rob engine power and wing lift by making the elevation equivalent to an airport several thousand feet higher. And curiously, that runway is slightly higher in the center than at the ends which can make visual acquisition of aircraft on the opposite end of the runway impossible.

But, on a nice day, in the cool of the morning it's a beautiful place to fly in and out of. Some pilots do just that, camping for a weekend, fishing on the East Fork or Indian Creek, hiking on local trails or just relaxing in a splendid Eastern Sierra setting. Itinerant pilots occasionally use the airport to practice "touch and goes" and the military aircraft very occasionally do a low approach.

Operations per year, pegged at 650, according to state records (a very optimistic figure) in the '90s are estimated by Cardoza to be "probably 100 or less." An operation is defined as one takeoff, one landing, one touch and go or one low approach.

That the facility has remained undeveloped for so many years is not hard to fathom and it's not for lack of trying. The board of supervisors directed county staff to place ads in the Wall Street Journal and Hong Kong newspapers, during the '80s, looking for interested developers. Cardoza maintains that there are now proposals pending from developers.

The intervening years between those efforts have seen many proposals, studies and requests. According to county clerk's records, in 1989 the board of supervisors requested that Economic Development Services of Sacramento do an affordable housing study and business attraction plan. In 1995, 1997 and 1998 ideas from light industry to high end housing with personal hangars, shops and a golf course were brought forth. The board, in 2005 decided that a well was necessary for future development while considering a proposal for a fixed base operator and a BLM proposal to base single engine air tankers there.

The airport does see some use, but not as originally intended. Conversations with local residents reveal that hiking, snowshoeing, fishing access, star gazing, playing baseball and bird watching are favorite activities. Many people camp and many ride OHV's as evidenced by the network of dirt "use" roads expanding in the area. Unfortunately people also drive on the runway and tarmac, a use prohibited by county ordinance, state law and FAA regulations.

In public planning meetings during the spring of 2007, Cardoza outlined six options for the airport, emphasizing that it couldn't stay the way it is, citing runway, fencing, signage and facilities as improvements necessary to reduce liability (to the tune of $2.5 to $6 million) and cash flow of up to $200k per year operating revenue for upkeep. No mention was made, during the presentation of these options, as to whether the county had to legally adhere to the conditions set forth in the original BLM land patent.

County residents split 50 -50 on whether to keep the airport open in some fashion or get rid of it. Since there was some lack of clarity on the choices, residents again will be asked for their input. Those options are being refined and on Aug 2 at 9:30 a.m., airport issues will be presented and discussed at a meeting in the administration building in Markleeville. Look for meeting notices as the time may change. Board members, administrative staff and planning personnel strongly encourage the public to attend and comment on this important planning process.

n Jim Donald is an Alpine County resident.