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Home My WebLink About20191067.tiffEXHIBIT INVENTORY CONTROL SHEET Case USR18-0120 - BAR NINE, LLC, CIO GREG JOHNSON Exhibit Submitted By Description A. Planning Commission Resolution of Recommendation B. Planning Commission Summary of Hearing (Minutes dated 3/5/2019) C. Planning Services PowerPoint Presentation D. Thomas Morrow Letter of concern and image (received 03/18/2019) Email indicating involvement with case E. Bill Garcia (dated 03/15/2019) F. Ron and Virginia Mix Email and Letter of Concern (dated 03/11/2019) G. Applicant PowerPoint Presentation (received 03/19/2019) H. Gary Shin Letter of concern and image (received 03/19/2019) Northern Colorado Skydiving Club Jump Pilot Training I. Bill Garcia Syllabus (received 03/20/2019) Skydiving Aircraft Operations Manual (received J. Bill Garcia 03/20/2019) Northern Colorado Skydiving Club Standard Operating K. Bill Garcia Procedures (received 03/20/2019) L. Thomas Morrow Petition (received 03/20/2019) M. Darrel Dilley Letter of Concern (received 03/20/2019) N. Bill Garcia FAA Notice (dated 03/20/2019) O. Wendy Miller Letter of Opposition (dated 03/20/2019) P. Applicant Request to Withdraw (dated 04/03/2019) Q. R. s. T. U. V. W. 2019-1067 EXHIBIT G18- -0120 I Pt tMc P* w concernng this property mil be heard before the County Planning ConxrnGs+on and Board at County C,arr:rssonn Both nt mng wee be heed at WELD COUNTY ADMINISTRATION BUILDING 1150 "O" Street • Greeley, CO 80631 Narnng Corrneadcr, i vsrriy Mb as risks on M/d2N 5 209.4w 'no try A Y•I Nt. aV(tin . eV VW eK ,a MvrN noel ")I ASIPOSIS1 a.t Ala '.?•L Haan 111•011111. Rc 'M UG r> f MR) r. •i, tr„�r ww.M.yAf 2•V%titµir earner y. n.r esta nw. Mr. It:,vy1 ♦. Ora et.. •�Yr ' - .�RYMr se we ,ei. t. .1-_ W an 3 ci 9 l S Fat.ac riseeringps calor lproperty a be noon" u no Cony F'ta r^rungi Cars and Sos'd of County fir.oei hearings we tie Palo at WELD COUNTY ADMINISTRATION BUILDING 1150 "0- Street - C r 'Iey, CO 80631 PienningCo 'i en be head a' Booed or Cony Canemswonier fleeting w• br Pusid on aacisoirt ealit.tafkm ataz_c. temp asec. caufriersgw A Sit WiCaf K S- • t 4#tom N T RAW At. %MN et WV CVas aYllw n MAIM PDS /11 'C SfS "AC $ TSS$ M ASS ai![ST'RRli S Q. TAPCS•W rr Off IOC LAPADINISCb %$ Iry TM' a. tadialsOarillINJ Wax re5-fir Cs Part F Coe F 1JR T PIER IP4FORSLATION PLEASE Contact #r►VAUD '3 rTr' CNIEPARTileit OF PLANNING SIEMACIES AT t, fIllk Fee PaPainielt - s rsm Morn iS- cow Int aleflotakannellieratasale went waSilIPISIMPASSW sac cease 4P^ SeatelSarritilienipeaug• 1 is �M t I• as ` ,.f •.,r a, .,I i��i r I„-+•., 7, t. Y'. Yf yn1 • • •ii, i+ { Y ai S A N rl - ai Y � a am Sant ■ a. - ��.:z - __.f._ �- i ,Ellans :' az _ ■ r.- - , �. r.a�� r-� �Nc - a` �..s�.'�a ems' r .�fait - es_ .w . p • s ScSr C .. In afflelit L ' 4�i" i2!?f+ 1 •I -Yt. F i Rio "s[ a. ...i. ■a . �'.• - a Iry . 'r' yIn'�a.�a d yy ,, , �i��;9. tl , � _ rl• 1 1N •.'� ae • � .At _ _WV Y _ Ill + F 14 , a a'. of - 1 n v S_ - i .�., �. ate. -111-a= • • . • • .• s of r hart. tra. a i F.a f •f r• VIEWS FROM COUNTY ROAD 40 e Iry r • a 3 'MINN UAL, a _ia a y a tags z. ..�� in. aw • ;.' as. -24& -riatrina .-"Palatla I as a Bal ... ra . i s � _ .'. _ t _ . .� - �! s _.s..`� a- {ti■� • _at at L. • ur'.. ■�. 1 -t .� his . s a 7 ipda f a .ike ,{÷ - 1 IM. a i- u _ _ t�� ; g'il ; .s 3 �:a ^3 a t s 1• .V • �a 2,.• a w• i • t Via: ��, Eva c •=l a 1 • -a • -a •, d Nagy • - sue_ r _ • 1 �■ • c� s,2 • 7r i rS-h �M.lenir. ' R'y�.' d to ' mil ma tg• �~ T: "a 3' f s i 'aroma „ • :Tam ari �w _ 3-- � . ad.Ora It.'s-�••/�: _ at a a` aan vat _Sloan tr. 'Sgt • i.• f a • 5.• - t j � eJ 1 N • - • CAI �. •. at, - ..:.. I I a s. ffir kith �d- ten. s T.� E ritv o 'l. • b I j in a 41, ' 'en! IEW TOWARDS BALLFIELD/EXISTING AIRPORT (ON LEFT) ., n arE a •1. t- d. Dear Weld County Commissioners, I'm writing you in opposition of USR18-0120. My name is Thomas Morrow. I'm the owner of Rocky Mountain Skydive, operating at Easton Valley View Airport, 23482 CR 48, LaSalle. The airport has been in safe operation for 54 years servicing Weld County. The airport proposed on Bigfoot Turf is a very bad idea and dangerous to the community, Easton Aviation, and all aviators that fly out of this public airport. There is potential for mid air collision due to the approach pattern, as well as a runway with a catastrophic T-bone intersection. There is less than 800 ft of separation between runways. There are not 2 commercial airports this close together in the United States. They want us to change our traffic pattern so it goes over the houses and through my parachute landing area; this is unsafe and is a noise issue. I have 2 aircraft this season and they have 2 aircraft. 4 skydiving aircraft orbiting this field all summer long is not good for safety or noise mitigation. The class B airspace for DIA is a 'No Jump Zone' and begins at the southern point of the turf farm. Bob Easton and I do not want them jumping over his airport anymore. That gives them a very small drop area. With winds aloft it would be unsafe, as well as create trespassing issues. Federal Aviation regulation states: FAR 105.23 (b) For airports without an operating control tower, prior approval has been obtained from the management of the airport to conduct parachute operations over or on that airport. (c) A parachutist may drift over that airport with a fully deployed and properly functioning parachute if the parachutist is at least 2,000 feet above that airport's traffic pattern, and avoids creating a hazard to air traffic or to persons and property on the ground. The Northern Colorado Skydive club run by Drew Weaver and Jamin Katzer have harassed and endangered my operation all of the 2018 season. They flew out of Greeley WGXY airport 8 miles away and dropped right on top of us with no communication or coordination, landing on the turf farm. It's not on accident that I have had a several near misses in freefall and under canopy; we have had their jumpers' parachutes open between my instructors and students parachutes.They have bullied my pilots around by cutting them off- wasting fuel and time. They have buzzed our hangars several times flying through the active RC airplane park at less than 50'. Bob Easton has received several complaints from pilots for their parachutes flying over the runways and through traffic patterns well under 2000', creating hazards for pilots taking off and landing. They have no respect for our neighbors by flying low through known noise mitigation areas. I fear that if this airstrip is approved the harassment will continue to escalate. Here's some history: I leased an aircraft from Drew Weaver in 2017. At the end of the season of Nov 2017, Bob Easton informed me that Drew offered him more money to move into the hangar I'm renting and take over my skydive business. So, I told Drew Weaver to take his aircraft and leave. Greg Johnson needs some attention since his ball fields aren't active anymore and invites Drew and Jamin over to skydive on his property. That's when the harassment began. At this point we were forced into a USR permit and the Planning Department said it would be a good idea to stop skydiving until this was worked out, which we complied with. Drew and Jamin continued to skydive on Johnson's land The Easton Valley View airport was in compliance with the USR, which we already knew and thought it was very strange that we were forced into a new USR Drew Weaver shows up at the planning commision hearing boasting that he had been flying skydivers for 20 years,which is not true. Jamin Katzer the safety officer, left the magneto's on in his aircraft and was messing with the prop which fired the engine, he got a skull fracture and a nice scar on his forehead for that A year later Jamin gets a tandem skydive rating, in less than 2 month he gets his rating suspended from the United States Parachuting Association for a out of sequence deployment, where he had a main parachute and a reserve parachute deployed at the sametime with a -tandem passenger, this is extremely reckless and dangerous I'm trying to point out the incredible lack of concern, compliance and integrity these two men have Drew has told me he will do whatever it takes to run me out of business I have done nothing to merit this attack I believe judging by their past actions they will continue to endanger Mr. Easton and I, who have sworn under oath in Weld County Court about this harassment My business is about safety and minimizing risk, this definitely adds a very serious element that comes with arrogant, hard feelings Will you please help us by not approving this airstrip? Sincerely Thomas Morrow J Selena Baltierra From: Sent: To: Subject: FYI. Chris Gathman Friday, March 15, 2019 3:03 PM Bob Choate; Bruce Barker; Esther Gesick; Selena Baltierra FW: USR 18-0120 From: William F. Garcia <WGarcia@cp2law.com> Sent: Friday, March 15, 2019 2:54 PM To: Chris Gathman <cgathman@weldgov.com> Cc: Hayley Nash <HNash@cp2law.com> Subject: USR 18-0120 Caution: This email originated from outside of Weld County Government. Do not click links or open attachments unless you recognize the sender and know the content is safe. Good afternoon Chris, I have been retained by Bar Nine LLC to assist with the upcoming USR hearing on Wednesday. I am working on the powerpoint and will forward it to you when it is ready. Hope you are having a good day and I look forward to seeing you next week. Thanks, William F. Garcia, Esq. Coan, Payton & Payne, LLC 5586 W. 19th Street, Suite 2000 Greeley, CO 80634 Telephone: (970) 339-3500 wgarcia@cp2law.com www.cp2law.com c Denver ■ Fort Collins ■ Greeley CONFIDENTIAL: The information contained in this e-mail or any attachment hereto is subject to attorney -client privileges and/or other confidentiality protections and is private information intended for the use of the individual or entity named above only. If the reader of this message is not the intended recipient, you are hereby notified that any dissemination, distribution or copy of this communication is prohibited. If you have received this communication in error, please notify us immediately by telephone at (970) 339-3500 or reply by e-mail and delete or discard the message. Although this e-mail and any attachments are believed to be free of any virus or other defect that might affect any computer system into which it is received and opened, it is the responsibility of the recipient to ensure that it is virus free; no responsibility is accepted by Coan, Payton & Payne, LLC. IRS CIRCULAR 230 DISCLOSURE: To ensure compliance with requirements imposed by the IRS, we inform you that, to the extent this communication (or any attachment) addresses any tax matter, it was not written to be (and may not be) relied upon to (i) avoid tax -related penalties under the Internal Revenue Code, or (ii) promote, market or recommend to another party any transaction or matter addressed herein (or in any such attachment). Disclaimer The information contained in this communication from the sender is confidential. It is intended solely for use by the recipient and others authorized to receive it. If you are not the recipient, you are hereby notified that any disclosure, copying, distribution or 1 Selena Baltierra To: Subject: Chris Gathman RE: USR18-0120 Bar Nine, LLC From: Mix <rvmix@what-wire.com> Sent: Monday, March 11, 2019 4:48 PM To: Chris Gathman <cgathman@weldgov.com> Cc: rvmix@what-wire.com Subject: USR18-0120 Bar Nine, LLC Caution: This email originated from outside of Weld County Government. Do not click links or open attachments unless you recognize the sender and know the content is safe. March 11, 2019 Hello Chris, My name is Virginia Mix and I spoke to you briefly at the hearing that was on March 5, 2019. I was hoping that you could put my concerns into the file for the county commissioners for their review for the meeting on March 20tH I was going to give you a copy after I voiced my concerns at the hearing, but that did not go as well as I was hoping. This was my first time for such a presentation in front of a panel of people. I hope there is time to get my concerns, that are attached to this email for review by the county commissioners. I also would like to know why there was a conflict of interest that day with Greg Johnson and one of your planning commissioners? That concerns me because that tells everyone that they are going to approve this airstrip no matter what. Please let me know if this can be done. I will not be able to attend on March 20th and I would like the county commissioners to be aware of the concerned citizens that live in this area. Thank You for your time Virginia Mix 1 I am writing this to voice my concerns on the proposed airstrip/airport that is on Big Turf Farms property. 1). According to the information I have found there are already two existing air strips/airports within a mile and a half of each other. Do we really need a third airstrip/airport in the area of businesses and residences? 2). The single engine plane traffic that is flying over this area and our property right now is ridiculous. The sky diving business which is already at the Easton Airport is constantly flying over our property numerous times during their business hours. I am sure this new skydiving business will be no different. I have already filed a complaint against Rocky Mountain Sky Diving because of them flying over our property numerous times. There again they shouldn't have been given a permit, etc, without asking people who live around this area. This should not just affect residence who live close by, but people who live further out. Cause the planes have to circle to drop the skydivers. 3). We also have quite a few flying schools from the Greeley Airport who also are flying constantly over this area of our property which is loud and scary. These single engine airplanes are not quiet, no matter how high they fly. This area west and south of Kersey has grown tremendously in the last 3-5 years. Such as homes, trucking companies, a diary, and of course the mini refinery of DCP. 4). There is more air traffic out here in this area in the last 2years than you can imagine. Approx 2-3 years ago we had a single engine plane crash less than 500 ft. from our home. This should be a real concern. Again does there really need to be a third airstrip/airport out in this area, and skydiving companies that fly back and forth numerous times a day. I know this third airstrip has not been in use in a while, approx. 1 1/2 years, But that doesn't mean that whoever has purchased the property wouldn't decide to utilize it. In the meantime we have found out that FAA has approved them for flying in this area. They really don't understand the issues and safety of others. Did they really observe long enough to determine the air traffic in this area, including the big airliners from DIA that now are coming out further east, because they are making people in Adams County mad. Apparently not! We moved out here in 2004, and have enjoyed living in Weld County, but it seems that we are letting everybody do what they want no matter who it bothers. I feel if you lived out here you would not appreciate the noise and constant flying of planes over your home. Thank you for your time Ron & Virginia Mix 23430 County Road 53 Kersey, CO 80644 BAR NINE/ LLC REPRESENTED BY: Greg Johnson, Manager, Bar Nine, LLC and Big Foot Turf Farms Drew Weaver, President, Northern Colorado Skydive Club, Chief Pilot and Licensed Skydiver. Jamin Katzer, USPA licensed tandem master and skydive instructor and coach William Garcia, Coan, Payton & Payne, LLC Application for grass airstrip for takeoffs and landings of small planes Planned use: up to 10 takeoffs & landings per day, 3 days a week for skydiving Located at Bigfoot Turf Farm Recipient of USR - 1770 for baseball sports fields Increase of agritourism and supports existing agricultural uses of the land Property Map Current access from CR 46 Surrounding Property Owners and Land Uses is similar a 1 =a ley View Airport DREW WEAVER, FOUNDER, PRESIDENT AND CHIEF PILOT Bachelor's of Science Aerospace Science Airport & Airline Management Code of Ethics - Be dedicated to the highest ideals of honor and integrity in all public and personal relationships in order to earn and retain the respect and confidence of public officials, employees, and the general public. Resist any encroachment on professional responsibility and duties. Conduct myself in my public and personal life in a matter in accordance with the rules of civil and criminal law Professional Pilot - Commercial/Instrument single/multienginc AVIATOR'S MODEL CODE OF CONDUCT (AMCC Code of Conduct) - Aspire to professionalism, Act with responsibility and courtesy. Adhere to applicable laws and regulations. Be aware of personal susceptibility to (and seek to avoid or manage) distraction, fatigue, stress, and hazardous attitudes. Recognize that your actions reflect upon the entire aviation community. Adhere to the highest ethical principles in all aviation dealings. Licensed pilot in1997, Skydive pilot since 2000, no violations, suspensions or accidents in 22 years, Senior Information Technology Project Manager (Banking) Certified Project Management Professional (Project Management Institute) PMI - Agile Certified Practitioner (Project Management Institute) NORTHERN COLORADO SKYDIVE CLUB Standard Operating Procedure (Attached) Communications Climb/Decent Jump Run Parachute landing patterns Emergency procedures Pilot Training Jump Pilot Training Syllabus (Attached) USPA Skydiving Aircraft Operations Manua (Attached) Definition of chief Pilot Jump Pilot- Training, Certification and qualifications. Load Master/Jump Master Jump Run and the Exit - Communications and Avionics Safety Program - Emergency Procedures Parallel & Intersecting Runway Environments Communications make it all work! Landing Patterns Towered V's Non -Towered airports Bigloot Airstrip and Skydiving Controlled V's Uncontrolled Airspace Class E airspace IS controlled! Weather Minimums Cloud Clearance requirements Skydiving operations do not exist in a Skydive NoCo held to higher standar Introduction to Jamin Katzer COMMUNICATIONS PLAN Corn .on T filo • . ' one Greeley Weld 122.8 5 minute ca 4;aston Valley 122.9 5 minute call, jumpers away Bigfoot Airstrip 122.9 Bigfoot Ground 5 minute call Wind check Jumpers away Number of open canopies Denver Air traffic Control Two way radio communication after take off Report position, altitude and intended altitude 5 and 1 minute callsforjumprun NORTHERN COLORADO SKYDIVE CLUB - COMMUNICATIONS Federal Aviation Regulations Part 115 (Parachute • perations) Responsibility and authority of the Pilot In Command (PIC) Definition of Skydive - Recognized as an "Aviation Activity" by the FAA and around the world the exit of an aircraft for the purpose of freefall and canopy flight. FAR 105.13 Radio equipment and requirements 2 way radio communication (both local area traffic and Denver ATC) Transponder and requirements Transponder operating and visible to ATC (Air traffic Control) Skydive (Climb/Descent Box) will be ultimately disci sed and agree to with Denver ATC through the LOA process. Generally speaking ATC likes pilots to climb in the area south of HWY34, East of HWY 49 (Kearse HWY) and clear of Class B_ or descent pilots use an area with the least amount of traF transitioning the airport, however Wx, wind and ACT negotiations prevai. a_ ,,,ari- ast i . w 1-- �l : � � � Y � � u .1 � _54�Ya + �6 y 1 CI � CLIMB/DECENT A 1 ■ 22.05 Yzaii eheseal ce G P OTC IDENVEF1 APP LIN 1 34 MS R' 251 _12. DENVER CLASS B SKYDIVING JUMP RUN HE will be conducted from t e East to the West unless Denver AirJraffic Control or wind conditions require (s) a modification. The jump run will follow the length of the Big Foot Turf property. Occasionally offsets may be needed depending on the velocity and magnetic direction of the wind and will be negotiated while under the direction Denver Air Traffic Control. SKYDIVING & LANDING PATTERNS (AC 90-66) ,,c,„„r ,_, „„::._:::„, c.,„,,,,_ i With a minimum parachute opening altitude o2,500 feet AGL (most parachutists open much higher), parachutes are nearly always open 800 feet or more above the traffic pattern altitude for any airport. Parachutes descend relatively slowly and are easy for pilots to acquire visually. . Refer to AC 90 -bb, Recommended Standard Traffic Patterns ac 90-66a united states parachute association® puhlicaitiari 8/26/93 8/26/93 AC 90-66A, Appendix 3 PARACHUTE OPERATIONS SIDE VIEW EXTREME PATTE R N WINDOW 2 MILES 1MILE PROBABLE PARACHUTE 1 EXTREME CP:ENING ZONE RUNWAY Atai 750 I 2000' 1250' 3000' X3000' -Oi TOP VIEW AIR TRAFFIC PATTERN 2018 skydiver's information manual section nine • page 211 NOTE: THIS DEPICTS AN AIRPORT WHERE NO DROP ZONE HAS BEEN ESTABLISHELJ� EMERGENCY PROCEDURES Every pilot, regardless of the flight mission needs to know emergency procedures. Safety is the top priority of every pilot and is trained, practiced and validated by FAA check rids and Bi-Annual flighi reviews. It is human nature to push our personal limits and basic survival instincts that push us to do it safely! Every pilot has basic training requirements. Commercial/Instrument pilots have more. Skydive pilots go through rigorous training. Skydive NoCo has adopted several industry best practices for training and manuals for skydive pilots. The following have been provided At Liz[hiJig for Skydive Operations - by FAA S P. "In the United States today, there are over 300 active skydiving centers and clubs. Throughout the US. these "drop zones' operate over 500 skydiving aircraft. referred to as jump planes. The Cessna 182 is the most common jump plane in use. so we will focus on this particular aircraft throughout the pamphlet. Obviously. trained jump pilots are in high demand to help keep these aircraft flying_ Although it is a rewarding and challenging opportunity. flying skydivers is unusually demanding on the pilot. Having actual skydiving experience can be helpful, but is not necessary. Training and preparation, however. are vital. To help maintain high safety standard, the FAA and the US Parachute Association have collaborated to create this pamphlet and a video entitled Flying for Skydive Operations. The intent of this pamphlet is to describe specific flight operations and safety considerations that are needed when flying skydivers." Skydiving .Aircraft Operations Manual - by USPA "This manual fully recognizes and appreciates that skydivers and their aircraft must share the airspace and often airports with others in aviation . Itfacilitates th a t sharing by standardizing skydiving aircraft operations. which in turn enhances trust and confidence in skydiving by other aeronautical users. Locally developed additions and supplements to this documentare encouraged." Jump Pilot Training Syllabus - by Chris Schindler 'This sample syllabus should he incorporated into your pilot training, but your training program should not be limited solely to this list Aircraft operators should implement effective initial and recurrent training and examination programs that swill address. at minimum, operation- an d aircraft -specific weight -and -balance calculations. preflight inspections. emergency procedures and parachutist egress procedures. The aircraft -specific c subject of fuel management must also be stressed_ Add topics and questions relevant to your operation as necessary." PARALLEL RUNWAY LANDING PATTERNS • \_J FI I'. ti El O I1 I� i I n -10(;)! Hm LANDING DIREC11ON INDICATOR LANDING RUNW.Y. (OR L A ING STRIP) L J. i I. -n r." r '1 El AIRPORT DIAGRAM AIRPORT DIAGRAM DE, ROCKY MOUNTAIN l METROPOLITAN WC) ) Rocky Mt Metropolitan (BJC) has 3 runways and two of them are parallel runways, it is towered for ingress/egress of traffic providing separation and increase traffic flow and added safety. Hours of Tower operation are weekly from 0600 to 2200. The runways stay open after the tower closes. At that time traffic patterns, separation of traffic and safe operation is maintained by the PIC. KBJC has reported on average 167,000 flight operations per year The airport is used by student pilots, private pilots, commercial pilots and military pilots The aircraft types vary from very small single en multiengine aircraft to heavy jet and transpo helicopters. 'MM: FORT MORGAN MUNICIPAL RT MORGAN, CO 082' 0 Co 4 lb can 35 to FOreFlight intelligent Apps for Pilots' INTERSECTING RUNWAYS ARE EVERYWHERE Fort Morgan Airport (Ft Morgan CO, has three runways that intersect and different angles, and have no taxiways. 0 Has no tower to maintain traffic ingress/egress, separation or flow. o KFFM has reported tlhetFAA on average nearly 10,000 flight operations per year 0 tOtit rielP R SORT DIAGRAM 4L-3`25 (FM) GREELEY-WELD COUNTY (Ga1r) EIIE`rr COtORADO AWOS-3P11 135175 CT F/UNIKOm 122.8 CENIC DEL 126.65 now. I P 1 £U*26'N 1 1 1 1 9L4r PAD 1:20x150 Li l FIELD -7 s EV L!• 7 �C6 rt 0 I4o97 .1 i 1 A- P 1C1.4438'W r l an, JANUARY 2015 ANNUAL RME OF CHANCE li ■ RW1 1 c T 5-18, D -3Q RWY I7-15 S-30. 0-43 1 'I i r t' CI 3 4a 9 bLAS1 t.Ab 35- 120 X150 7 ELEY di6415 2*g LA - r Plitt![: IOU; c.: 1044`37W e7 AIRPORT DIAGRAM RAM 17O61 OREELEY. CO1ORADo CREELEY- ELD ,c LINTY WX.Y) a cc 2 N O 0 4q,SLIjrffitig WO) Greeley Weld Airport has intersecting Runway KGXY has no tower and is in Class G & E airspace (Class G is uncontrolled) KGXY hosts student pilots, private pilots, single and multiengine aircraft, commercial turbo prop and jet engine aircraft. This is a truly diverse group of pilots operating in the same space with completely different flight missions. KGXY reports 122,000 operations per year. No single pilot at KGXY has a letter of agreement with any other pilots or organizations regarding operations, landing patterns or right of way agreements. CONTROLLED V'S UNCONTROLLED AIRSPACE • l +.„ ,-. -5 r---'� qq 0 (Li SKYDIVING & VISUAL FLIGHT RULES r ,r,,,,,,, -,y,,- ,,,,,.:, L__,5 __ ,....,.. 7,3,,,____:___,,, . rr5 r 11 -;ri SKYDIVING OPERATIONS DO NOT EXIST IN A VACUUM! All Skydiving operations operate under the exact conditions and have the same priorities like: Safety, Safety and Safety! Responsible, professional, adherence to laws both Federal and local. Good statesmanship with neighbors, pilots and the community. �eld to the Federal Aviation Administrations rules/laws Only the United States Parachute Association may issue skydiver licenses Weather and cloud clearances without exception by the FAA, no "special" circumstanc Avionics and radio communications with ATC and common traffic Aircraft Maintenance, Skydiving gear maintenance and licensed rigging SKYDIVING SAFETY: OUR COMMITMENT 1.- 1 1 %.-1 r 1. I I, • t. f f III I I Fl lr FM, I t '.J 1 r --. l (' x`11,-% tJi (sr J-� C1:—.11 II I I. I. �_ I I I� .. ‘k") ': III 1 I 1 I I; I I I (-•I I' r , I J 'r I I N, tit I '.2 C.• r '5• I I C• , I'•.2 I.IIfr+, L. I r•—% F 11-lt r y.— i I, —•4 - ..- i ? , I ' I '\1(1•-- I ' I I 'tf r C 1 r I"2 `4 II I • ,r J--. I 1 I 1 I I�l 11 1 I • I 1 I• ,• r y,� , { I I 1,444 ++ ,1,-,',l 1 1 : S I I I,=y _I l J _ _ III I IIII -1 "l �1 l 11 ,? -4 Iii j' i r � II Fl III II L i C} 1 '--• r � y 5' I I I I I'_. - • I I I I 1 _ t., I; :., s II I II I 1• Et I 1H' 1 �' II I•'. I.. -J I- , ^111. l 4-, (1,:\., I I'. r 1 I II I SKYDIVING OPERATIONS - JAMIN KATZER Introduction - Jamin Katzer , USPA D- 36628, Tandem Master and Skydive instructor with over 800+ skydives, Pilot with Single & Multi engine with over 740 hours (many hours flying skydivers) Professional career - Chief Operations Manager at a 4.5 million dollar construction business, Managing 50-'- direct report and contractors. OSHA safety certified building inspector. Certified first responder SKYDIVING OPERATIONS United States Parachute association - Governing body appointed by the FAA. Requires certifications, currency and jump requirements. Safety -USPA has accepted guidelines for safety, Emergency procedures, wind and weather checks, spotting and landing in proper areas. Basic Safety Regulations (BSR's) GROUND OORDINATION & COMMUNICATION The Plan- Communication prior to the jumps. Prior to every skydive, we plan for the winds, based on FAA wind reports and previous skydiver report. Drifting is part of the plan. Communications with the pilot: increases safety with our airspace, translate winds on the ground and approval by the pilot prior to skydivers exiting the aircraft. PARK, PACK AND JUMP PViiss mot! •.r Ism - 4 -e ti ti .61 atz.as-aVF" L< ARKING -. INS AND AREA ay9 • ' Ti r .1 Drop zone neighbor - Just north of us is a drop zone, and at no time have we had to stop operations because of skydive or airplane conflict. This is because pilots are governed by the FAA and traffic control to communicate. We are both Cessna drop zones. aseaseetwitii Vc‘igii, a i n Sict lives • Sharing space - Skydivers and airplanes share air space all over the US. We have one here in our state, down in canyon city where 3 drop zones share the same airspace and landing zones. Bcu Road latic VT' 4 rr in 4 lir C ame ce- C CRAVI Safety: Guidance from FAA We have completed an airspace analysis of the proposed private use airport. As studied, the location is approximately 0 nautical miles Hof LaSalle, CO. We do not object with conditions to the construction described in this proposal provided you agree to the following: The VFR Traffic Pattern airspace overlap with public -use airports, Easton Valley View (11 V) and Greeley Weld (GXY) to the north and private -use Beaugh (9C07) is an existing condition and does not involve new proposed airport. Recommend adding airfield remarks to all three airports in the Supplement Other actions, such as requiring Common Traffic Advisory Frequency (CTAF) use and restricting runwa �� to Right Traffic will require a Western Service Center Air Traffic led team incorporating Flight Stant F.Hght Standards: Recommend coordinating traffic pattern with the two public use airfielg1'Easton Valley View (11V) and Greeley Weld (GXY) to the north so as to avoid conflicts within the'a Trspace. and Airports Divisions. It is recommended that your airport be constructed to the standards identified in FAdvisory Circular (AC) 150/5300-13, Airport Design (current version). Also, a clear approach slope, as identified in (AC) SAFETY: GUIDANCE FROM FAA Ajroach/Dearture Standards, should be established at each runway end. If there are other obstructions that penetrate the approach surface, they should be removed or lowered. Ifthe penetrating obstructions cannot be removed or lowered, we recommend thar the thresholds be displaced and appropriately marked, so as to provide a clear approach slope surface to each runway end. Compatibility with surrounding uses Easton Valley View Airport located north of subject property Higher density of flight activities at neighboring property than current proposal Traffic patterns and proper radio usage allows for rural aviation users' safety Single engine planes to be used are comparable in size to those used in agricultural activities Planes will operate at higher altitudes than those engaged in agricultural activities Airstrip use will not limit current agricultural uses Approval Criteria: Board of County Commissioners Section 23-2-230.8 Consistent with the Comprehensive Plan Consistent with the Agricultural Zone District Compatible with the existing surrounding land uses Compatible with future development of the area permitted through the AG Zone and surrounding communities Compatibility with Overlay Districts Preservation of Prime Farmland There is adequate provision for the protection of the health, safety and welfare of the inhabitants of the NEIGHBORHOOD and the COUNTY. BAR NINE, LLC: SUPPORTS THE COMMUNITY f /-.;� r fr a� 1 I • I L fd yv ":ill flt„S If r I I AS' yi ' } II A r 1�1 s it • 1 lj 'a v \ -- t u 6::-Y-‘1 till Zr Gordon Johnson We respectfully request a vote of approval EXHIBIT (Letter from George Shin — commercial pilot) US's. -1: - o t ao Given the current takeoff and landing patterns of Easton Valley (11V), if the new airfield is approved it would dramatically increase the risk to any aircraft operating out or near of Easton Valley 11V. Furthermore, the new field is being declared private, which means they will not be subject to the CTAF of Easton Valley 11V. Given the flight path of departure and landing of both fields. It is highly probable that there will be an air-to-air collision. Additionally, at these low altitudes there is a nil chance that a recovery or evasive action could be taken if there was a recognition of an impending collision upon takeoff. It is strongly recommended that the private airfield should not be established so close to Easton Valley 11V. Northern Colorado Skydiving Club Jump Pilot Training Syllabus This sample syllabus should be incorporated into your pilot training, but your training program should not be limited solely to this list. Aircraft operators should implement effective initial and recurrent training and examination programs that will address, at minimum, operation- and aircraft -specific weight -and -balance calculations, preflight inspections, emergency procedures and parachutist egress procedures. The aircraft - specific subject of fuel management must also be stressed. Add topics and questions relevant to your operation as necessary. Aircraft Familiarization 1. POH (AFM) Review your aircraft -specific Pilot Operating Handbook or Aircraft Flight Manual. Make sure you have it on board for all flight operations. Ensure that each pilot is familiar with all chapters and supplements for the aircraft to be used. 2. Normal Procedures Pilots must be familiar with all normal procedures and limitations. 3. Emergency Procedures Pilots must be able to recite all emergency and abnormal procedures. 4. Fuel Requirements Maximum capacity with jumpers and VFR reserve fuel. 5. Preflight (Normal) 6. Preflight (Jump Plane Modifications) 7. Certificates Required (Pilot/Aircraft) Jump Operations Familiarization 1. Starting Procedures 2. Loading Procedures 3. Seating Arrangements and Use of Restraints 4. Weight -and -Balance Calculations 5. Departure Procedures 6. Climb Profile 7. Radio Procedures with ATC Notification 8. Winds Aloft 9. Jump Run Selection and Application Prior to takeoff, brief the jumpers on the expected direction of the jump run. Brief the jumpers on any aircraft -specific egress procedures or limitations. 10. Descent Profile 11. Weather for Jumping Know what wind and cloud restrictions are best suited for skydiving operations. Know what hazardous weather can do to jumpers in freefall and under canopy. 12. Emergency Procedures for Jump Operations Plan for emergencies at your airport. Are you flying a single or twin? Know what you will do and where you'll go at every moment should you have an engine failure. Review minimum altitudes you will release jumpers in an emergency and at what altitudes you will have everyone stay seated to remain with the airplane. 13. Company Drug and Alcohol Policy Jump Pilot Written Test 1. What is Vr? What number? 2. What is Vy? What number? 3. What is Blue Line (multiengine)? What number? 4. Maximum temperature during turbine engine start? 5. Minimum oil pressure after start? 6. Minimum and maximum oil required for flight? 7.. Maximum fuel with full load of jumpers? 8. Maximum takeoff weight? 9. Normal battery voltage? 10. Normal system voltage? 11. Maximum placarded door -open speed? 12. Power settings for jump run? 13. Minimum airspeed for jump run? 14. Write down the emergency procedure for engine failure before rotation. 15. Write down the emergency procedure for engine failure after rotation. 16. How do you identify an electrical failure? 17. Is a pilot's emergency parachute required for your aircraft? (FAA Form 337) 18. If a pilot's emergency parachute is required, how often must the parachute be inspected and repacked by an FAA rigger? 19. What FAA Part regulates parachute operations? 20. What radio frequencies are required to be used at your airport and airspace? 21. Are jumpers allowed to jump over a congested area? 22. What is hypoxia? 23. What are the oxygen requirements of Part 91? 24. How can you find the forecasted winds aloft? 25. How do you determine freefall drift? 26. How do you determine jump run? 27. What is the average descent rate of a tandem canopy? Student canopy? Sport canopy? Extreme canopy? 28. What are you going to do during an engine failure at your airport and for your aircraft at rotation? At 500' AGL? At 1,000' AGL? At 2,000' AGL? And higher? 29. Why should you climb into the wind during the early part of the climb? 30. What do you do if there is a premature deployment outside of your aircraft and the parachute entangles with the tail of your aircraft? 31. If skydivers descend with the aircraft, at what altitude and descent rate will an MD activate? What descent rate will ensure that an AAD will not activate? 32. While climbing to altitude for jump operations, you can't contact the appropriate ATC facility. Can you continue the climb and release the skydivers? 33. When must radio communications be established with ATC? 34. How often must an aircraft used for hire be inspected? 35. What are the regulatory requirements for night skydiving operations? . t f UNITED STATES PARACHUTE ASSOCIATION © 2011 800 Independence Ave., SW., Washington, DC 20591 U.S. Department of Transportation Federal Aviation Administration Mr. Ed Scott Executive Director United States Parachute Association 5401 Southpoint Centre Boulevard Fredericksburg, VA 22407 Dear Mr. Scott: Thank you for allowing the FAA to review the 2011 version of the United States Parachute Association's (USPA) Skydiving Aircraft Operations Manual. The manual contains operating procedures and practices that will benefit skydiving aircraft operators and their pilots. Parachutists made over 3 million jumps last year. The FAA's Advisory Circular 105-2, Sport Parachuting, provides information on how to comply with Title 14, Code of Federal Regulations part 105. Your manual, coupled with this information, will help parachutists perform safely. I applaud your safety efforts and look forward to a continued relationship with USPA to promote the safety of skydiving aircraft operations. Sincerely, Melvin O. Cintr U Manager, General Aviation and Commercial Division SECTION 1: General Information Introduction The sport of skydiving is defined as exiting an aircraft in flight, falling free and descending under a canopy. Although this is what skydivers do, it is not exclusively what the skydiving industry is all about. Skydiving operations include not only the jumping itself, but all the other activities involved in making a safe jump possible. Since skydiving began, the individual jumper has focused his attention on preparing for the jump, experiencing the chal- lenge and the thrill, and getting ready to do it all again. Most jumpers recognize that this process involves risk, but that risk is not limited to the jump itself. It also involves boarding an aircraft and riding to exit altitude. While aircraft accidents involving skydivers are rare, they do occur and are almost always preventable. If the Federal Aviation Regulations (FARs) had been followed, almost none of the past accidents would have occurred. FAR Parts 65, 91, 105 and 119, along with the Aeronautical Information Manual (AIM) and the USPA Skydiver's Information Manual (SIM), contain sufficient requirements and guidelines to keep skydiving and its aircraft operations safe. When safety is jeopardized it is generally because of lack of compliance or a misunderstanding on how to apply the rules and guidelines to the unique environment of skydiving operations. Purpose The purpose of this manual is to provide drop zone operators, pilots, aviation support personnel, skydivers and others who might be involved in aircraft operations with the additional and clarifying procedures and practices which supplement, but do not supplant, existing rules and guidelines. Scope The focus of this manual is on safety. However, it is also about other operating procedures and practices which have proven useful industry -wide. Clearly, there are requirements upon aircraft and upon aviation personnel which are unique to the sport. For example, what is considered an aerobatic maneu- ver by a pilot flying a Boeing 757 with passengers might be considered a routine maneuver to quickly lose altitude in an empty jump aircraft in order to pick up the next load of jump- ers waiting on the ramp. Each drop zone operator (DZO) must develop their own avia- tion procedures, which while complying with the FARs, meets that DZO's own requirements. However, it is in the best interest of the sport and the industry as a whole to identify common procedures for individual drop zone practices. Standard procedures can promote the creation of a safe operating environment and instill in skydivers a sense of con- fidence in the aircraft in which they ride and in the pilot with whom they fly. This manual fully recognizes and appreciates that skydivers and their aircraft must share the airspace and often airports with others in aviation. It facilitates that sharing by standard- izing skydiving aircraft operations, which in turn enhances trust and confidence in skydiving by other aeronautical users. Locally developed additions and supplements to this docu- ment are encouraged. Disclaimer Nothing in this manual is designed or intended to supersede or replace existing regulations or advisories provided by fed- eral, state or local regulatory bodies. It is the users' responsi- bility to comply with statutes and regulations that govern their particular activities. The ultimate responsibility for safety lies with the DZO and their staff, and not with the USPA. Any conflict between the material in this manual and other rules, advisories and common sense should be reported to USPA Headquarters. SECTION 2: Organization and Responsibilities It is recognized that drop zone management is free to orga- nize the skydiving operation to best support its needs and those of its skydivers. However, at least the following duties must be performed, even if by one person, as is common in smaller operations: DZ Operator/Manager Whether the skydiving operation is a commercial center or a club, one person must be designated as the on -site official responsible for the day-to-day operations. For the purpose of this manual, that person will be referred to as the DZ operator (DZO). The operator may or may not be the owner. USPA I Skydiving Aircraft Operations Manual z. The DZO is responsible for managing and overseeing the entire operation, to include both the skydiving and the supporting aircraft operations. Although the aircraft and pilots might be transient (contractual) support, the ultimate responsibility for the safety of the DZ operation resides with the DZO. Specific duties (not all inclusive) are as follows: a. Supervise all skydiving -related activities. b. Ensure compliance with all FARs, USPA Basic Safety Requirements (BSRs) and other federal, state and local rules and regulations. c. Coordinate with the USPA Safety & Training Advisor (S&TA) on matters pertaining to skydiving safety and training. d. Coordinate DZ activities with other aeronautical users, facility managers and community officials and leaders, as appropriate. e. In coordination with the airport manager, establish apara- chute landing area and discuss airport traffic patterns. f. Provide the relevant air traffic control facility with written notification for the calendar year. g. Develop and maintain Standard Operating Procedures (SOPs) specific to the local skydiving operations, and add additional DZ-specific procedures to this manual as an addendum. Chief Pilot Even if there is only one aircraft and one pilot, one individual should be appointed as the chief of aircraft operations. That person must be a licensed pilot, whether or not he is actively flying jumpers on any given day. The chief pilot should hold at least a commercial pilot certifi- cate and be familiar with the type aircraft being used. The chief pilot must meet all the requirements of the jump pilots, as listed under the "Jump Pilot" section. Duties and responsibilities of the chief pilot include: a. Serve as chief of aircraft operations for the DZO. b. Ensure that all aircraft under the control of the jump operation are airworthy and that they comply with all appropriate STCs and field approvals. c. Ensure that all pilots under the control of the jump oper- ation hold currently valid pilot's certificates and medical certificates. d. Coordinate scheduling of aircraft maintenance or verify that maintenance has been performed on transient/ leased aircraft. e. Schedule flight crew members and aircraft. f. Coordinate all training, both initial and recurrent, of flight crew members to ensure that jump pilots are qualified in procedures for flying skydivers. g. Prepare and maintain pilot records, training records, flight schedules and correspondence pertaining to flight operations. h. Maintain current aircraft checklists. i. Establish procedures and maintain quality control of fuel storage and fueling operations. j. Maintain current library of all rules pertinent to skydiving flight operations. k. Develop a system which enables the pilot -in -command to compute weight and balance on every flight. I. Develop training points (for new skydivers) and orien- tation points (for visiting skydivers), to include aircraft emergency procedures. Consider placards on these points for display in the aircraft. Jump Pilot The jump pilot reports directly to the chief pilot and is respon- sible for the safe and efficient operation of the aircraft. The legal responsibilities of the pilot, in regard to the operation of the aircraft, are defined in the FARs, especially Parts 61, 91, 105 and 119. Of great importance is FAR 91.3(a): "The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft" It should also be understood that a jump pilot can fly totally cost -efficiently and still abide by all regulations and safety procedures. Specific duties include: a. Operate aircraft in accordance with all federal, state and local regulations including the aircraft flight manual. b. Properly pre-flight aircraft before each flight. c. Perform proper loading and distribution of occupants and/or equipment and ensure that each flight is con- ducted within weight and balance limits. d. Ensure that each occupant properly uses a seat belt dur- ing ground movement, takeoff and landing. USPA I Skydiving Aircraft Operations Manual 3 e. Maintain proficiency as a currently rated commercial pilot in each aircraft flown. f. Before each flight, know the current sky and wind condi- tions and forecast. Maintenance Supervisor/Mechanic In most cases, the maintenance supervisor will be the chief mechanic who is a currently rated airframe & powerplant (A&P) mechanic. However, in some operations, all or most maintenance is performed by contractual support and often at separate locations. Regardless, maintenance not specifically allowed to be performed by the pilot must be performed by an A&P mechanic. Specific duties include: a. Ensure that all aircraft and records are maintained in accordance with applicable federal regulations. b. Maintain or have ready access to current maintenance library. c. Maintain proficiency as a currently rated A&P mechanic. Loadmaster In cases where a loadmaster is employed and he does not accompany the load on the jump, he will perform, as a mini- mum, the following functions: a. Ensure all spectators are safely clear of the aircraft before engines are started. b. Ensure all occupants are seated properly with safety belts in proper use. c. Ensure that all occupants are properly equipped for the jump before boarding the aircraft. d. Assist jump aircraft as necessary when it taxis away from loading area. Jumpmaster (This term describes a person with the aircraft -related responsibilities below; it no longer describes a person who assists skydiving students.) Regardless of the experience level of the jumpers on board, one individual —usually the most experienced person on the load —should be designated the jumpmaster. The pilot and jumpmaster should work as a team for the safety and enjoy- ment of the skydivers. Specific duties include: a. Identify himselfas the jumpmasterto all aircraft occupants. b. Ensure the safe approach to and loading of the aircraft, especially if an engine is running, unless there is a load - master to perform this function. c. Ensure that all parachutists on board have been prop- erly trained and are adequately equipped for the jump before the aircraft taxis for takeoff. All harnesses must be on and buckled, ready to jump, prior to boarding the plane. No occupant will be permitted to remove his har- ness when there is an open aircraft door. d. Ensure all parachutists have been properly briefed in the procedures to be followed in the event of an aircraft emergency. e. Spot each parachute drop or designate a spotter for each separate pass. f. Assists in maintaining aircraft within weight and balance limits throughout flight. g. Ensure all USPA Basic Safety Requirements are followed. h. In coordination with and at the direction of the pilot, determine and take appropriate action in case of an aircraft emergency. SECTION 3: Operating Procedures Standard operating procedures are based on the concept that safety is paramount. Essential elements of safety include prop- erly maintained equipment, thorough training and motivation of staff, devoted attention to detail, good judgment, sound operational planning and efficient use of available resources. General appearance of the skydiving operation, including exterior and interior of the jump aircraft, is also important as it portrays an image of professionalism. All staff members should be conscious of the image portrayed by the skydiving community and should make an effort to present the best appearance. Ground Operations: a. A method for tracking the flight activity should be developed for use by manifest personnel, the operation manager and the jump pilot. For every flight, there must be a manifest, one copy of which is not carried in the aircraft during the flight, which must contain the names of those on board. Either as part of the manifest or on a separate document, the weight of each skydiver (with equipment) must be recorded and available to the pilots. USPA I Skydiving Aircraft Operations Manual 4 b. At least one hour before skydiving is to begin, a call to the nearest FAA Flight Service Station (FSS) should be made to obtain NOTAM and winds aloft forecasts, and to ensure that the NOTAM for skydiving has been filed for the day's activity. c. A complete pre-flight of the jump aircraft, according to the owner's flight manual, must be conducted before the first flight. d. Aircraft fueling must be in accordance with industry standards and no flight will begin with less than suffi- cient fuel on board for the intended flight plus 30 min- utes reserve fuel for daytime operations and 45 minutes for nighttime operations. e. Care must be taken and control exercised to limit access to the flight line and aircraft loading area by spectators. f. All aircraft occupants will properly use a safety belt or other approved restraint during aircraft taxi, takeoff and landing. 9 - Aircraft will be loaded in accordance with the flight man- ual and the pilot -in -command must ensure that each flight is conducted within weight and balance limits. h. Before the aircraft engines are started, special care must be taken to ensure all spectators are safely clear of the aircraft. J - If two or more jump aircraft are expected to be oper- ating at the same time, especially in formation, it is the responsibility of all pilots and jumpmasters, as directed by the chief pilot, to coordinate each plane's activity as it relates to the jump operation. Specific procedures for formation flight, including descent, should be devel- oped by the chief pilot and included as an addendum to this publication. All pilots and staff will fully cooperate with the FAA and USPA during official visits. k. Procedures for handling spectators/observers disem- barking the aircraft after landing must be developed. Takeoff and Climb -Out Care should be taken to ensure that the aircraft and its occu- pants are properly loaded and ready for takeoff. Using the proper aircraft checklist, a complete run-up should be made at least before the first flight of the day and after each time the aircraft is fueled. During takeoff and climb -out: b. After liftoff, unless the situation dictates otherwise, accelerate the aircraft to and maintain best -rate -of - climb airspeed. c. Safety belts or other approved restraints should not be unfastened below 1,000 feet AGL except as directed by the pilot. d. In consideration of the occupants, some of whom may be on their first airplane flight, the airplane should be flown smoothly and steep turns avoided while staying as close to the airport as conditions will allow. e. In addition to those listed herein and in the FARs, all radio transmissions advised in the AIM should be made for all aircraft operations. Jump Run and Exits: a. In accordance with the FARs, the jump pilot must estab- lish radio communication with the nearest FAA facility at least five minutes before any jumping is to begin. In addition, calls in -the -blind on the airport Common Traffic Advisory Frequency (CTAF) announcing skydiv- ing activity should be made at least one minute before jumpers leave the aircraft. ATC must be advised once the last jumper has left the aircraft. b. Generally, jump runs should begin slightly downwind of the target, slightly below the intended jump altitude, and into the winds aloft with the wings kept straight and level. c. Before the door is opened, it should be agreed between the pilot and jumpmaster as to how adjustments to the track of the aircraft across the ground are given. d. The pilot and jumpmaster should coordinate as to when and how the door will be opened, as well as where and when the skydivers will exit. e. While jumpers are preparing to exit, and during exit, spe- cial attention should be paid to the aircraft airspeed and stability. Wings should be kept straight and level and airspeed well above stall speed. f. The determination of the exit point by electronic navi- gational equipment in no way relieves the pilot or the jumpers of the responsibility to maintain VFR separation from clouds. a. The aircraft should always be flown with all gauges kept g• in the normal operating range. Jumpers will visually scan the airspace below to ascer- tain it is clear prior to exit. USPA [ Skydiving Aircraft Operations Manual 5 Descent and Landing: a. Descent attitude and airspeed must remain within the performance envelope of the jump aircraft as deter- mined by the aircraft manufacturer and applicable FARs. b. Diligence should be exercised in watching for other air traffic. Turns during descent should he kept to a mini- mum and descent should be as close to the airport as possible. c. A radio call should be made on the CTAF announcing entry into the traffic pattern, as well as all turns to base and final, as appropriate. SECTION 4: Maintenance Whether a DZ is organized as a club, school, or business; or whether flights are offered to first jump customers or licensed skydivers, that DZ is engaged in "for hire" operations under FAR Part 91. As a for -hire operation, the DZO must comply with the inspection requirements specified in either FAR 91.409(a) and (b), or (d), or (f)(3), or (f)(4). No jump aircraft is eligible for an annual inspection exclusively. When an aircraft is manufactured, it receives an FAA Type Certificate (TC). To use some aircraft for jumping, they must be modified. Any modification, including removing a pas- senger door, must be performed in accordance with an FAA Supplemental Type Certificate (STC) or field approval. Refer to FAA Advisory Circular 105-2E, or as revised. SECTION 5: Pilot Training, Certification and Qualifications Aircraft operators should implement effective initial and recur- rent training and examination programs that will address, at minimum, operation- and aircraft -specific weight -and -balance calculations, preflight inspections, emergency procedures and parachutist egress procedures. The aircraft -specific subject of fuel management must also be stressed. Before the jump pilot flies his first load as pilot -in -command, he should.. a. Have a complete understanding of the aircraft's perfor- mance limitations. b. Know how the local flight patterns may differ from those recommended in the AIM. c. Ride as a passenger on at least one flight with skydivers in order to experience first-hand how the jump opera- tion is to be conducted. d. Have demonstrated his ability to fly the jump operation safely and legally. e. Provide proof of, at minimum, a commercial pilot certifi- cate, and current Second Class medical certificate The chief pilot, in coordination with the DZ operator, should hold a jump pilot's safety meeting at least once a month to discuss issues pertinent to the DZ operation. The round table discussion should help standardize the jump operation and could help solve common problems. SECTION 6: Communications and Avionics The FARs dictate aircraft avionics requirements; however, a system must be developed whereby the DZ operator can establish communications with the jump plane after takeoff. Situations arise, not necessarily of an emergency nature, when relaying messages or directions to the pilot or jumpmaster enhances safety. Suggestions for establishing contact with the jump aircraft: a. With two radios, the jump aircraft can monitor the air traffic control frequency simultaneously with the airport CTAF. b. With one radio, notification and approval must be accomplished prior to leaving ATC freq uency. The jump aircraft should remain on the CTAF for several moments after it makes the call -in -the -blind before each jump to answer any questions or to receive local advisories. c. The DZ operator should have ready access to the air traf- fic control facility's 24 -hour telephone number so that a message can be relayed to the jump aircraft by the controller. USPA Skydiving Aircraft Operations Manual 6 d. The DZ operator should develop a prearranged system of ground -to -air signals, which would indicate a need for the pilot to contact the DZ operations before dropping any jumpers or to abort the jump run. SECTION 7: Emergency Procedures The pilot must have final authority in any aircraft emergency. Although emergency exit procedures may depend on the situation, each DZ operator should establish recommended procedures and brief all jumpmasters and jump pilots. In addition, written emergency procedures should be available to jumpers and posted at manifest or other conspicuous loca- tions.These procedures should indicate actions that should be taken in cases such as: a. Engine failure (intermittent or total, and for single and dual failure for twins). b. Loss of aircraft directional control (any and all axes). c. Deployment of main or reserve canopy in cabin. d. Premature opening parachute striking or snagging on aircraft. e. Aircraft fire, engine or otherwise. f. Emergency landings. To assist emergency personnel, each DZO must main- tain a record of each skydiver, crew member and passen- ger with the names of persons to be notified, in case of an accident. SECTION 8: Safety Program The most important tools for safely and efficiently operating a skydiving operation are communication and education. Although the rules and recommendations for aircraft oper- ating in the system are fairly well known, how skydivers and jump aircraft use the system are not. Therefore, it is the respon- sibility of the skydiving operation to educate the other users at every opportunity. Almost every general aviation airport has more than one sport aviation group vying for the runway and surrounding airspace. All participants in the aviation community must understand each other's needs and requirements, realizing all must share the finite real estate and airspace available. Possible methods by which the DZ operation can educate and be educated by other users of the airport and airspace: Form an "airport user group" and meet regularly to dis- cuss common problems and situations. b. Produce a newsletter for distribution to all facilities where potential users would frequent, i.e., fixed -base operations, FAA offices, airshows, etc. c. Produce a brochure, "Facts for Pilots," for distribution as in b., above, stipulating in as much detail as possible the procedures used by the DZ operation. d. Establish a working relationship with the inspectors, including the Aviation Safety Program Manager, at the local FAA Flight Standards District Office (FSDO). Because they must conduct several safety meetings each year, they can help disseminate the newsletter and the "Facts for Pilots" brochure. e. Arrange for regular meetings, at least once a year, between the local air traffic control facility and the jump pilots to communicate specific operational procedures. SECTION 9: Rapid Refueling The FAA does not prohibit the rapid (hot) refueling of turbine aircraft. While it is generally discouraged, rapid refueling of turbine -powered aircraft can be accomplished safely in some types of operations if conducted under carefully controlled conditions by properly trained personnel. Some operators elect to use rapid refueling procedures in order to reduce thermal stress, avoid hot -starts, and keep engine cycles and starts to a minimum. Reciprocating engine -powered aircraft fueled with avgas SHOULD NEVER be rapid refueled because gasoline is highly flammable. Both the aircraft and the refueling unit should be properly grounded, the pilot must remain at his station, and passen- gers (skydivers) may not be on the aircraft during rapid re- fueling operations. The Parachute Industry Association (PIA) has published PIA TS -122, a technical standard titled Considerations for Developing a Rapid Refueling Manual. It is available for down- load on the PIA website. USPA I Skydiving Aircraft Operations Manual 7 Northern Colorado Skydive Club (Skydive NoCo) Standard Operating Procedures: 00. Purpose. These procedures outline, when, where, under what regulations (both FAA and USPA) skydiving operations will be conducted. 01. Skydiving regulations can be found in the Federal Aviation Regulations (FAR) part 105 and the United States Parachute Associations (USPA) Basic Safety Requirement's (BSR's) for conducting skydiving operations. la. Skydiving operations will be conducted on the Big Foot Turf Airstrip airport grounds. The Drop Zone is located 11 nm from Gill VOR (GLL) from the 181° radial with a radius of .5 nm. Operations minimum altitude 3,500' with a maximum altitude of 12,000' AGL. Operations will run 2-3 days a week, mostly on Fri -Sun from sun rise to sun set. lb. Skydive (Climb/Descent Box) will be ultimately discussed and agree to with Denver ATC through the LOA process. Generally speaking ATC likes pilots to climb in the area south of HWY34, East of HWY 49 (Kearse HWY) and clear of Class B. For descent pilots use an area with the least amount of traffic transitioning the airport, however Wx, wind and ACT negotiations prevail. it 4862_ F gtfat'is WEinEiLl a�EELEY-WEE c;o jcx KGXY Apt' :JPT 135.175 }� y h V0 f� .� y Y •6 .:8973L lr28 .._. r ..ems. 5020 A217).• 26 tine. eiraior tit �.nt.. $p �'.' ic. Skydive jump run will be conducted from the East to the West unless Denver Air Traffic Control or wind conditions require (s) a modification. The jump run will follow the length of the Big Foot Turf property. Occasionally offsets may be needed depending on the velocity and magnetic direction of the wind and will be negotiated while under the direction Denver Air Traffic Control. 1d. Skydiver landing patterns will be will follow United States Parachute Associations (USPA) best practices. This will keep the traffic south of 11V RW 8-25. FAR 1105.23 states that permission is required prior to parachute jumps over an airport from the airport manager. It also states that a parachutist may drift over an airport 2000' above traffic pattern altitude. a. Traffic Patterns. With a minimum parachute opening altitude of 2,500 feet AGL (most parachutists open much higher), parachutes are nearly always open 800 feet or more above the traffic pattern altitude for any airport. Parachutes descend relatively slowly and are easy for pilots to acquire visually. Parachutists and pilots have a shared responsibility to see and avoid each other. Refer to AC 90-66, Recommended Standard Traffic Patterns and Practices for Aeronautical Operations at Airports without Operating Control Towers, for information on traffic patterns and parachute operations. united states parachute association© publications ac 90-66a 8/26/93 8/26193 AC 90-66A., Appendix 3 PARACHUTE OPERATIONS SIDE VIEW 2 MILES 14 _ 1 MILE EXTREME PROBABLE PARACHUTE OPENING ZONE PATTERN / TOP VIEW WINDOW RU NV Y AY EXTREME 1 2000' ♦ 1250' I 'Y 3000' 14-30001--+1 2018 skydiver's information manual • section nine • page 211 EXTREME OPENING ZONE NOTE: THIS DEPICTS AN AIRPORT WHERE NO DROP ZONE HAS BEEN ESTABLISHED b. Parachute Equipment. Parachuting as a sport depends on equipment manufacturers, materials suppliers, parachute riggers, government and military agencies, and other industry professionals. The Parachute Industry Association (PIA) is an international trade association that brings all of these interests together for the purpose of advancing the technology and safety of parachutes and parachuting activities. The PIA creates, publishes, and maintains materials and technical and certification standards relating to parachutes, accessible on their website: http://www.pia.com. c. Training and licensing Sport parachuting has certain inherent risks for all participants. The FAA encourages sport parachutists to complete formal training courses offered by nationally recognized organizations or organizations that have equivalent training programs. The United States Parachute Association (USPA) is an FAA -accepted, nationally recognized skydiving organization that licenses skydivers in the United States. NoCo Skydive Club LLC, and drop zone owner (DZO) will require documentation of experience and competency before using their equipment and/or parachuting facilities. d. Basic Safety Requirements (BSR). The USPA developed basic safety requirements and information for skydiving activities. These requirements and information are for training, checking equipment, and conducting a wide variety of sport parachuting activities. While not approved by the FAA, the BSRs are considered industry best practices and are widely accepted for use by individuals and parachute centers. e. Training Methods. The skydiving industry has developed various methods of first -jump instruction. The FAA recommends that beginning skydivers seek instruction from instructors that have met the qualifications set forth by a nationally recognized parachuting organization. f. Weather: skydivers and pilots should ensure adequate ceiling and visibility to maintain the required weather minimums g. Parachute Landing Area (refer to BSR's) maintain sufficient minimum radial distances to the nearest hazard. PILOT RESPONSIBILITIES. The pilot in command (PIC) must adhere to all regulations applicable to the operation conducted. This includes, but is not limited to, the following: a. Pilot Certification, Experience, and Operating Requirements. The PIC is responsible for meeting the certification, proficiency, operating, and experience requirements of, but not limited to, 14 CFR parts 61, 91, and 105. Pilots conducting flight operations for compensation or hire are required to possess a Commercial Pilot Certificate with the appropriate ratings for the aircraft being flown and must have a current Class 2 medical certificate or equivalent. b. Jump Pilot Training. The FAA recommends that pilots flying aircraft for the purpose of sport parachuting have appropriate initial and recurrent training. NoCo skydive pilots will have the following training: (1) Ground Training. (a) Preflight inspection specific to jump aircraft and modifications. (b) Aircraft limitations. (c) Weight and Balance (W&B). 1. Takeoff computations. 2. Weight shift in flight procedures for exiting jumpers. 3. Landing configuration. (d) Low -speed operations for jump runs. 1. Maneuvering at minimum speed. 2. Opening and closing jump door, if applicable. 3. Stall recognition and recovery. (e) Emergency procedures. 1. Standard aircraft emergencies. 2. Emergencies caused by jump activities. 3. Bailout procedures. 12/4/13 AC 105-2E Par 8 Page 9 (f) Aircraft airworthiness determination. 1. Maintenance requirements and procedures. 2. Aircraft Status Inspection List. 3. Minimum equipment list (MEL), if applicable. 4. Logging maintenance discrepancies. (g) Parachute packing in compliance with § 105.43. (h) DZ surface and airspace familiarization. (i) Descent procedures. 1. Aircraft best -glide speed for engine failure. 2. AAD activation considerations with skydivers on board. (2) Flight Training. (a) Takeoffs and landings with representative loads. (b) Center of gravity (CG) shift with jumper exit. (c) Stall -spin prevention and recovery. (d) Configuration for jump run and jumper exit, including procedures for tail strike avoidance. (e) Skydive aircraft formation flying (if applicable), in accordance with USPA Formation Flying 101 guidance. c. W&B Procedures. The PIC is solely responsible for assuring that the aircraft being flown is properly loaded and operated so that it stays within gross weight and CG limitations. The PIC should obtain additional aircraft station position information (loading schedule) for future W&B computations. The PIC is also responsible for reviewing these records and the flight manual to gain familiarity with an aircraft's W&B procedures and flight characteristics. d. Computing W&B. The PIC must include the following factors: (1) The maximum allowable gross weight and the CG limitations. (2) The currently configured empty weight and CGlocation. (3) The weight and CG location prior to each flight. (4) The weight and location of jumpers during each phase of the flight, in order to ensure that the aircraft stays within CG limits. The PIC must remain aware of CG shifts and their effects on aircraft controllability and stability as jumpers move into position for exiting the aircraft and as they exit. AC 105-2E 12/4/13 Page 10 Par 8 e.Operational Requirements. The PIC is solely responsible for the operational requirements of parts 91 and 105, including compliance with the special operating limitations and placards required for flight with the door open or removed. The PIC is also responsible for ensuring that each occupant has been briefed on operation of his or her restraint system, procedures for ensuring aircraft W&B stays within limits while jumpers exit, and procedures to avoid tail strikes. f. Suitable Placards. Placards will be located in the aircraft to help the pilot inform jumpers of the maximum approved loading and weight distribution. These placards will be located where practical and will clearly show the maximum approved seating capacity and the load distribution. g. Seatbelts and Approved Loading. Section 91.107(a)(3)(ii) permits persons aboard an aircraft for the purpose of participating in sport parachuting activities to use the floor of the aircraft for a seat and in all cases, each person must/will have access to an installation - approved seatbelt, seats and Restraint Systems. The maximum number of skydivers is determined by that aircraft's W&B limitations, as long as there is a seatbelt or restraint for each skydiver. The approved number of skydivers that each aircraft can carry for parachute operations will most commonly be found on FAA Form 337, Major Repair and Alteration (Airframe, Powerplant, Propeller, or Appliance), used for field approvals, or an aircraft Supplemental Type Certificate (STC). h. Oxygen. Pilots must use oxygen when flying above 14,000 feet mean sea level (MSL). Operators must provide oxygen to occupants when the jump plane is above 15,000 feet MSL. Also, pilots must use oxygen while flying between 12,500 to 14,000 feet MSL for a duration of over 30 minutes. i. Attitude Reporting. Pilots report altitudes in feet above MSL. j. Communications pilots will communicate with Denver ATC on Freq, 134.85 or 127.05, checking in as soon as practical to acquire a squawk code, and remain under ACT radar control trough out the duration of the flight as it relates to the skydive. The pilots will give ATC 5minute, 1 -minute and jumpers away calls to ATC unless otherwise instructed differently. The pilots will communicate with KGXY Unicorn on 122.8 and advise of skydiving operation when effect. Jump pilots will give 5 minutes, 2 minute and jumpers away calls as appropriate. Location of Jump Kind of Authorization Required When to Apply or Notify Where to Apply or Notify Over or onto any airport Prior approval Prior to jump Airport management In or into Class E or G airspace Air Traffic Control (ATC) notification Between 24 hours and 1 hour prior to jump ATC facility having jurisdiction Greeley Weld Airport KGXY File LOA (long term) and notify Max 24 hours prior and minimum 1 hour prior Denver ATC "Denver ATC (Pre - flight)" as needed (short term) 9-den-tracon- airspacespecial- requestrOaa.gov 303-342-1590 Figure 1 I strongly oppose USR 18-0120 for runway Skydive operations on BigFoot turf farm. Name Address signature R.tiac)N LucR y a a �1� aupAz Ota3ao tom `l7 Za&alle.. ��c,�j • 1,1.-7 212;izni L-avg-ci/e /�eRU � qspy . '-'11q- 53 (if CAti/n4 3 / GNI 4 4 td/C / yi 41Sil Y 1 1:4, --is • I I' . Q2y W �Y (*Sc.i5y�121 Thw Roy- 23d182 Ca? �,lae agN S -/d C4' `1e 6,se,d(-) �/.3---n- Id ql2i✓/J '2J -7tew •E",629277/7 cr 19 4 L- ALLA L J a crs% 3 4.-3zefr le _In/ httnc•MAnA/1A/ rinnnlo r•nm/mane/�lA n 2')A1 071 _1 (1n Rfl QS21 1 Q1 Rm/data=l'2m1 11 o'27h1=onR.ai ithi Icor=(1 Darrel Dilley 20501 CR 37 LaSalle, Colorado 80645 March 10, 2019 To Whom it may concern: The reason for me writing this letter is that as a person / pilot concerned about aviation safety. I have no vested interest with any individual party is this matter. I am an Airline Transport Rated pilot with 50 years of aviation involvement in aircraft ranging from gliders to the Boeing 747 and nearly 18,000 hours of accident free flying. As a pilot and as a Certified Gold Seal Flight Instructor, safety has been the highest priority of my career. The matter of two runways in close proximity was brought to my attention during what pilots call a "hangar flying" discussion. A group of pilots sitting at the airport and talking. I was curious to what the issues were and wanted to get more facts on the situation and Weld County Commissioners Planning committee meeting was mentioned. I was able to attend. Runways in close proximity is a normal operation at most major airports worldwide, however they are controlled by Air Traffic Controlled (ATC), and only one common agency is involved to regulate operations. When weather is reduced, special training is required by pilots to know what procedures each pilot will specifically follow to avoid a collision with the aircraft on the parallel runways. Radar is used for separation. This is called a Precision Runway Monitor, or referred to as a PRM approach. This is done to increase traffic flow rates into airports. A PRM approach is not practical or needed in this case. I was not surprised to learn the Federal Aviation Administration (FAA) has given their blessing on this. What this means is that it meets their minimum standards. An example of minimum FAA standards is that I can legally fly with one -mile visibility. My personal minimums and those of most safety minded pilots are that of closer to five times that or five -miles visibility, and I am an experienced pilot, but the FAA says I can legally fly with one -mile visibility. Most aviation operations including airlines and flight schools establish higher minimums and limits in their operations manuals than FAA minimums for safety reasons The conceivable situation that I see here is from two completely diverse types of operations that will operate primarily in very similar meteorological conditions with different priorities and in close proximity. Not only is there a parallel runway involved, but also an intersecting North — South runway. Instead on one controlling agency this is an uncontrolled airspace with multiple radio frequencies involved. I do not have a solution as to how to eliminate the potential for an accident. Even with a very specific letter of agreement and established procedures that includes more than traffic pattern directions for the users, it would only reduce the risk of an occurrence. Respectfully submitted, Darrel Dilley Federal Aviation Administration 26805 East 68th Ave., Suite 224 Denver, CO 80249 February 25, 2019 TO: Bar Nine LLC Attn: GREG JOHNSON 22455 WCR 49 LASALLE, CO 80645 greg@bigfootturf.com NOTICE OF AIRPORT AIRSPACE ANALYSIS DETERMINATION ESTABLISH PRIVATE USE AIRPORT **NO OBJECTION/NO OBJECTION WITH CONDITIONS** Denver ADO The Federal Aviation Administration(FAA) has conducted an aeronautical study under the provisions of Title 14 of the Code of Federal Regulations, Part 157, concerning: RE: (See attached Table 1 for referenced case(s)) Table 1 - Letter Referenced Case(s) ASN Prior ASN Airport Name Description Location Latitude (NAD83) y Longitude (NAD83) g Airport Elevation (feet) 2019- ANM-7- BIGFOOT New Airstrip/Airport Private LaSalle, CO 40-19-30.001 104-36-54.00W 4786 TURF AIRPORT NRA Description: New Private Airstrip/Airport We have completed an airspace analysis of the proposed private use airport. As studied, the location is approximately 0 nautical miles N of LaSalle, CO. We do not object with conditions to the construction described in this proposal provided you agree to the following: The VFR Traffic Pattern airspace overlap with publc-use airports, Easton Valley View (11 V) and Greeley Weld (GXY) to the north and private -use Beaugh (9CO7) is an existing condition and does not involve a new proposed airport. Recommend adding airfield remarks to all three airports in the Supplement. Other actions, such as requiring Common Traffic Advisory Frequency (CTAF) use and restricting runways to Right Traffic will require a Western Service Center Air Traffic led team incorporating Flight Standards and Airports Divisions. Flight Standards: Recommend coordinating traffic pattern with the two public use airfields, Easton Valley View (11V) and Greeley Weld (GXY) to the north so as to avoid conflicts within the airspace. Et is recommended that your airport be constructed to the standards identified in FAA Advisory Circular (AC) 150/5300-13, Airport Design (current version). Also, a clear approach slope, as identified in (AC) Page I of 4 150/5300-13 Table 3-2 Approach/Departure Standards, should be established at each runway end. If there are other obstructions that penetrate the approach surface, they should be removed or lowered. If the penetrating obstructions cannot be removed or lowered, we recommend that the thresholds be displaced and appropriately marked, so as to provide a clear approach slope surface to each runway end. Please note that roads are defined as obstructions by 14 CFR Part 77. Private roads are the greater of a 10 foot vertical obstruction or the highest mobile object that normally traverses the road. Public roads are considered a 15 foot obstruction, interstate highways are a 17 foot obstruction, railroads are 23 foot obstructions and waterways are the highest mobile object that traverses the waterway. Be advised, in accordance with 14 CFR Part 157, any construction, alteration to or abandonment of the subject airport requires notice to the FAA for aeronautical review. Notice for these actions can be given using FAA Form 7480-1, "Notice for Construction, Alteration and Deactivation of Airports". Please refer to Form 7480-1 for triggering events that will require notice. Our aeronautical study has determined that the establishment of the private use airport will not adversely affect the safe and efficient use of airspace by aircraft. We have no objection to this proposal. This determination does not constitute FAA approval or disapproval of the physical development involved in the proposal. It is a determination with respect to the safe and efficient use of navigable airspace by aircraft and with respect to the safety of persons and property on the ground. In making the determination, the FAA has considered matters such as the effects the proposal would have on existing or planned traffic patterns of neighboring airports, the effects it would have on the exit airspace structure and projected programs of the FAA, the effects it would have on the safety of persons and property on the ground, and the effects that existing or proposed manmade objects (on file with the FAA) and known natural objects within the affected area would have on the airport proposal. The FAA cannot prevent the construction of structures near an airport. The airport environment can only be protected through such means as local zoning ordinances, acquisitions of property in fee title or aviation easements, letters of agreements, or other means. This determination in no way preempts or waives any ordinances, laws, or regulations of any government body or agency. Fifteen (15) days prior to completion, please complete, sign, date, and return the enclosed Airport Master Record 5010-5 Form. This action will ensure your airport is activated and assigned/secured a private use location identifier. Please indicate on the Airport Master Record Form if you desire to have your airport charted. Please be advised that charting of private use airports is not guaranteed. Additionally, if charted, there is no guarantee your airport will remain on FAA published charts. Charting of private use airports relies heavily on landmark value and chart clutter. The inclusion on a chart may take several charting cycles and does not coincide with the issuance of a location identifier. Instructions for completion of the 5010-5 Form can be found online at https://www.faa.gov in Advisory Circular (AC) 150/5200-35, "Submitting the Airport Master Record in Order to Activate a New Airport". Please complete, sign and date the enclosed Airport Master Record Form and return it to my attention. BIGFOOT TURF AIRPORT is activated and assigned/secured a private use location identifier. Please indicate on the Airport Master Record Form if you desire to have your airport charted. Please be advised that charting of private use airports is not guaranteed. Additionally, if charted, there is no guarantee your airport will remain on FAA published charts. Charting of private use airports relies heavily on landmark value and chart clutter. The inclusion on a chart may take several charting cycles and does not coincide with the issuance of a location identifier. Instructions for completion of the 5010-5 Form can be found online at https://www.faa.gov in Page 2 of 4 Advisory Circular (AC) 150/5200-35, "Submitting the Airport Master Record in Order to Activate a New Airport". In order to avoid placing any unfair restrictions on users of the navigable airspace, this determination is valid until 08/28/2020. Should the airport not be established and the Airport Master Record 5010-5 Form not returned by 06/28/2020, an extension of our determination should be requested in writing by 06/28/2020. Should you not elect to establish the airport, please notify the FAA in writing by 06/28/2020. If you have any questions concerning this determination, please contact me at delilah.colin(afaa.Gov or at (303) 342-1254. Sincerely, Delilah Colin ADO Signature Control No: 393453882-397859936 Attachment: Airport Master Record 5010 Form Page 3 of 4 Esther Gesick From: Sent: To: Subject: Barbara Kirkmeyer Wednesday, March 20, 2019 4:59 PM Esther Gesick; Tom Parko Jr. FW: USR-0120 From: Wendy Miller <wendriatic@gmail.com> Sent: Wednesday, March 20, 2019 3:33 PM To: Mike Freeman <mfreeman@weldgov.com>; sjames@weldgov.co.com; Barbara Kirkmeyer <bkirkmeyer@weldgov.com>; Sean Conway <sconway@weldgov.com>; Steve Moreno <smoreno@weldgov.com> Subject: USR-0120 Caution: This email originated from outside of Weld County Government. Do not click links or open attachments unless you recognize the sender and know the content is safe. Dear Weld County Commissioners, While I realize this is the 11th hour on this particular case, I HIGHLY urge to turn this request down. As an Elected Official in the Town of Lyons, I understand it as your duty to hear all sides to make an informed decision. It is my duty as a citizen of the State of Colorado, County of Boulder, to inform you of the horrendous misuse of aeronautical skills these two men have proven. Let me explain. Bob Easton, owner the adjacent property and longtime airfield, generously allows me to store my Vintage 1958 Aljo Camper on his property. When I was out there last summer working on it, I thought a plane was going to crash! It turned to be be a very reckless stunt that 2 men by the names of Drew (Andrew)Weaver & Jamin Katzer had been pulling off as off recent, to upset the Skydiving Operations that were legitimately taking place there. I was appalled! They were 'buzzing' the airport so low, they could have taken the top off the windmill. And, there were skydivers in the air! I came to realize this as a gross display of threatening behavior due to them wanting the Skydiving business for themselves. Now this? Really? It's absolutely preposterous and seriously dangerous, especially with these two at the helm. I can't imagine the neighbors are ok with having yet another airfield to contend with, either, as there were some noise complaints early on. I seriously urge to consider the weight of this decision. This is a very bad idea. Thank you for your time. - Wendy Miller 1 Sod Farms Snorts Turf Contractors 22455 WCR 49 LaSalle, CO 80645 970-284-6000 • 800-632-7473 www.bigfootturf.com • bigfoot@bigfootturf.com To: Wendi Inloes, Chris Gathman Planning Coordinator, Planner Level III Weld County Colorado Department of Planning Services Date: April 3, 2019 Re: USR18-0120 Application Withdrawal Parcel #105512300002 From: Greg Johnson, Bigfoot Turf EXHIBIT k5‘2 -Ace) -o‘ ao I wish to withdraw my application for USR18-0120. I don't believe that we can convince Bob Easton or Tom Morrow to coordinate sharing airspace as the FAA requires and as requested by the Commissioners. We will continue to land parachutists on our Commercial Recreation Facility as allowed in USR-1770 and fly airplanes out of the Greeley/Weld County airport. ou, Greg son Bigfoot Turf gregcdtbigfootturf.com 970-284-6000 office 970-534-0466 cell Hello