Marin County Airport
|Marin County Airport
451 Airport Rd, Novato, CA 94945
|IATA: NOT – ICAO: KDVO – FAA LID: DVO|
|Location||Marin County, California|
|Elevation AMSL||2 ft / 0.6 m|
Marin County Airport or Gnoss Field (IATA: NOT, ICAO: KDVO, FAA LID: DVO), formerly O56, is a public airport two miles northeast of Novato. The airport covers 90 acres (360,000 m2) and has one runway and one helipad.
Most U.S. airports use the same three-letter location identifier for the FAA and IATA, but Marin County Airport/Gnoss Field is DVO to the FAA and NOT to the IATA (which assigned DVO to Francisco Bangoy International Airport in Davao City, Philippines).
There is a plan to extend the length of Gnoss' runway by 1100', to 4400'. The county is commissioning an Environmental Impact Report (EIR) and a joint Environmental Impact Statement (EIS).
The airport was opened by the Wright family just after World War II to serve the thousands of ex-military pilots expected to be flying after the war.
The Wrights original privately owned airport had a dirt runway and was just west of the current airport, in what is now a grassy field. The last vestiges of the Wright airport buildings burned in a grass fire about 2005.
In 1968 the County of Marin bought the airport and moved it to its present location.
Somehow (stories are numerous) Gnoss's single runway is laid out almost exactly perpendicular to the prevailing offshore west winds. One of the stories for this alignment is that financing from the Marin County government was tight so it was decided to lay out the runway in a similar fashion to the main runway at nearby Hamilton Air Force Base.
A more reasonable explanation, regardless of the prevailing cross wind, is that the original runway orientation aligned squarely with Mt. Burdell, a 1500' mountain located just 1 mi. to the west. Several aircraft had collided with Mt. Burdell before the new airport was built, and the current runway orientation provided an unobstructed approach and departure from both directions. It also became feasible to design an Instrument Approach with the current runway orientation which has significantly increased the utility of the facility.
Gnoss Field celebrated its 50-year anniversary in 2009–2010.
Past Airline Service
California Air Commuter (Cal Air) was headquartered at Gnoss Field and operated flights from Fort Bragg, Ukiah, Clear Lake, Santa Rosa, Petaluma, Gnoss Field and San Francisco International Airport during the 1970s. Cal Air was founded by the original fixed base operator (FBO) at Gnoss, Marin Aviation, a Piper dealer and flight school owned and operated by Richard T. Duste. Cal Air expanded south and east to provide service to San Jose, Salinas, Monterey and Sacramento, South Lake Tahoe, Truckee and Reno.
Stol Air Commuter operated flights between the airfield and San Francisco International Airport during the 1970s. Stol Air operated STOL (short take off and landing) capable twin engine Britten-Norman BN-2 Islander and three engine Britten-Norman BN-2A Trislander aircraft.
Gnoss' famous crosswinds
||This section possibly contains original research. (January 2015) (Learn how and when to remove this template message)|
Gnoss Field is known to local pilots and flight instructors as an excellent airport to practice crosswind landings, especially during afternoons in the late spring and summer when the west wind picks up. The single (31/13) runway is on a similar heading as the close by Hamilton Air Force Base (closed) and Petaluma Municipal Airport (O69) runways, but the prevailing summer afternoon offshore west wind direction and speed at Gnoss Field are changed and amplified by proximity to 1,555-foot (474 m) Burdell Mountain, just west of the airport.
When Gnoss Field's crosswinds exceed pilot or aircraft limitations, local pilots generally land at Petaluma Municipal / O69 (7.2 nautical miles (13.3 km), 327 magnetic heading) or Napa County Airport / KAPC (13.6 nautical miles (25.2 km), 058 magnetic heading). Petaluma Municipal rarely has bad crosswinds on its single runway (29/11) and Napa has multiple runways.
The typical Gnoss Field crosswind landing conditions on runway 31 are stronger than reported headwind on right base and, in a typical training aircraft, a slight amount of wind shear about 100 feet (30 m) before the runway 31 threshold, settling down to a steady crosswind - but then adding to a slight headwind component, just past the near west side hangars. Most locally based small plane pilots either land short to be going below flying speed before the end of the near west hangars or touchdown after the end of the near west side hangars for more consistent wind conditions during landing.
Typical left traffic pattern 13 landings during high crosswinds are flown through varying rotor wind turbulence on the backside of Burdell Mountain and a relatively constant crosswind near the ground.
AWOS reports more closely conditions on the 31 end of the runway, and wind conditions are commonly significantly different on each end of the runway.
Gnoss has two windsocks. During remodeling in 2007 the "13" windsock was removed. By immediate popular demand, the 13 end windsock was replaced by airport management as soon as a replacement was located.
- "Gnoss Field". Geographic Names Information System. United States Geological Survey. Retrieved 2009-05-04.
- FAA Airport Master Record for DVO ( PDF)
- Scope of Work for a (sic) Environmental Impact Statement/Environmental Impact Report - Gnoss Field Airport - Proposed Extension of Runway 13/31
- U.S. Geological Survey Geographic Names Information System: Burdell Mountain