Title:دعوا بر سر پرواز – آدرس فرودگاه های هوانوردی عمومی

۲۰۱۱-۰۸-۱۲ ارائه دهنده: بردلی ای. جانسون این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. مسائل برنامه ریزی زیادی در ارتباط با فرودگاه های هوانوردی عمومی وجود دارد. برنامه ریزان باید از اهمیت واقعی هر موضوع و نحوه رسیدگی به آن در جلسات، اسناد برنامه ریزی و احکام آگاه باشند. سخنرانان موضوعاتی از جمله: سازه های بلند، تجاوز به کاربری های متضاد زمین، کاهش سر و صدا، کاهش حیات وحش، آمار سقوط، اثرات اقتصادی، روند در صنعت هوانوردی عمومی، و مقررات FAA و بخشنامه های مشورتی را پوشش خواهند داد. همچنین، در این جلسه مواضع در مورد مسائل مربوط به صنعت هوانوردی، گروه های زیست محیطی، همسایگان، رهبران توسعه اقتصادی و دیدگاه کلی جامعه متمایز خواهد شد.

قسمتي از متن فيلم: Hello my name is brittany kavinsky and i just want to welcome everyone it is now 1pm so we will begin our presentation shortly today on friday august 12th we will have our presentation on fights over flight addressing general aviation airports given by bradley johnson for help during today’s webcast please

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Select today’s date friday august 12th and then select today’s webcast fights over flight addressing general aviation airports this webcast is available for one and a half cm credits we are recording today’s webcast and it will be available along with a six slide per page pdf of the presentation at www.utah.apa.org webcast dash archive

At this time i would like to introduce bradley johnson who who will be our speaker for today bradley johnson is the principal planner and president of ground rules inc a planning firm based in indianapolis indiana specializing in development regulations and community advancement since completing his private pilot

Training in 2000 he merged his talents in community planning and development regulations with aviation and has been helping communities understand and protect general aviation airports since mr johnson holds two degrees in planning and has a career spanning 18 years with clients as far away as australia and new

Zealand brad was an editor and contributor to the book’s indiana planning law annotated 2009 and estimating planning services which became an apa award-winning publication mr johnson also volunteered and participated as a planning assistance team member for apa and aicp after hurricane katrina and rita struck the gulf coast currently brad is the

Professional development officer for the indiana chapter of the american planning association thank you brittany good day everyone let’s begin in the first four sections of this presentation i’m going to cover a lot of information about airports and and what’s at stake then i want to cover a couple other points about

What we might do as planners and how we might regulate those airports for compatibility purposes first thing i want to do though is to just define the types of airports that i want to speak about today first of all generally aviation airport you’re going to hear that term quite a bit

General aviation is a subset of civilian airports so basically anything that’s non-military it also is the type of airport that does not have scheduled air transport so we’re not talking about the major metropolitan airports general aviation airports in the united states you can see on this map are plentiful there’s about 5 200

General aviation airports in the united states today so when we talk about common fights you know the name of this session fights over flight a lot of things probably come to mind and maybe some of you signed on and want to participate in this to learn a little bit about what you’re

Experiencing what you might do in your particular community the one thing i want to point out again is that we’re really not talking about the major metropolitan airports so your frustrations with tsa and other frustrations we have when we go to the major airports really is not what we’re

Wanting to talk about today rather we want to speak about you know the the conflicts between neighbors and airports you know whether it’s a sleeping issue or noise issue or just somebody that may have owned their land for the last 200 years it’s been in their family for 200

Years and they just don’t want to sell it or have it impacted by the airport unfortunately these get quite passionate the neighbors are passionate about protecting their quality of life and their property values and equally so the airports are pretty stubborn and sometimes apathetic we do find airports to also be

Uh empathetic but sometimes they can be quite stubborn and so that that does become an issue if you are in the daytona beach area anytime soon you might see this billboard i’m not sure if this boy is more concerned about the noise or the buzz cut he’s about ready to get

In this image but it tells you a little bit about how again passionate people are about aircraft noise expansion of airports and usually until there is an expansion of some sort or some kind of an announcement for increased aircraft operations you don’t usually get the outcry from the public

But this is one of those instances where the public’s being quite vocal some other fights and literally this is these are a few quotes that i personally have heard myself uh somebody that bought the new ikea store that’s a possibility for their community is much better than the airport and maybe

Maybe that’s really true if they did the cost benefit analysis but it’s interesting to see how redevelopment officials look at airports as a lot of vacant ground and sometimes in premium locations and their minds start dreaming about what it might be i’m hoping that this image on the far

Left is from a movie versus real world but these are some of the images that people also that maybe neighbors start to think of you know they fear a plane coming down on their house or they fear a plane coming down in the playground at the school that their kids go to

So there is sometimes fear-based concerns over airplane airports and lastly the the other common fight is between municipal leaders in airports municipal leaders not really appreciating what the airport is providing and a lot of times you’ll hear the rhetoric of you know the airport’s not making any money

I and interestingly enough i wasn’t sure which quote to put with homer but i gave the airport this in this case the uh the upper hand i guess because airports are really not meant to make money as far as being cash flow positive but they are meant to be critical

Infrastructure just like parks and streets might be in a community there are other conflicts that do arise as well takings claims sometimes comes up other things will come up certainly local flavor gets added to each of these airport disputes right now though i want to transition to

Because we often get asked the question of what is the value of our airport well the main list of values are jobs economic vitality you can read the list there one thing that’s interesting though is that it’s not always the jobs that are created locally by the airport but maybe the

Jobs that are created in the region or even in the nation by an airport being in a community just as an example here in indiana there’s a honda plant that was recently located in greensburg and honda does not have even though it’s a major facility it does not have a business model where

They regularly use corporate aircraft however the suppliers to that plant desperately need the airport to be close in close proximity to greensburg so there’s an ongoing battle about trying to get the greensburg airport expanded so these suppliers can send in their technicians parts etc that may need to be there

Um and so it’s been a seven plus year battle up to this point but the jobs that would be created are not there at the honda plant but they’re being created where these suppliers are based out of one other thing that’s probably interesting to point out here is that

Jobs in a lot of studies that states are starting to undertake are becoming the the the emphasis of the importance of airports because in our nation jobs seems to be the holy grail of what we’re trying to accomplish historically a lot of the airport benefit reports focused on economic

Value in a dollar figure and a lot of those didn’t translate nicely to jobs so we’re starting to see a lot more reports coming out for instance from north carolina here pointing out that 15 000 jobs are supported by the general aviation industry there’s numbers that have been recently published that

۱٫۲ million jobs in the united states are supported by general aviation so a lot of information is coming out about jobs one other thing that’s really important to point out and is that oftentimes these jobs at airports particularly do pay higher wages than the state averages and virginia recently published a report

That concluded that as well but going back to some of the older studies and even some of the newer studies are still picking up on economic vitality and in addition to the jobs but you’ll see numbers like these again virginia’s reporting i’m sorry kansas for instance is

Reporting in a report that they have 7.1 billion dollars in contributing from the aviation industry the last bullet point there that’s of interest to me is that site selection criteria for some businesses it actually is a very high priority and just in recent weeks

I was made aware of a score card from a company from japan that was looking in the midwest for a new facility and it was actually their second highest criteria on their scorecard so it’s one of those things where depending on the type of company they

May or may not just like railroad they may or may not need rail access but there are companies out there and if you’re not in the game if you don’t have a general aviation airport you just won’t even make the list matter of fact you know it’s funny that um we’re tall

We talk about site selection but oftentimes when these companies are looking for a site it’s site elimination and what i mean by that is that if you don’t have the items on their list you’re just eliminated and they’re really just trying to whittle down every possible community that might serve their needs

Supporting local business operations is another reason why airports are valuable they do serve areas that just don’t have metropolitan international airports so again going back to my greensburg example it’s literally one hour and a few minutes from the indianapolis international airport so if you had a corporation that needed to

Deliver a part or needed to get a technician to that honda plant they would have to fly into the international airport drive an hour drive an hour back to the international airport before they depart in all because of the transition times as well that you would spend at an

International airport they can save two to three hours per flight just in transition so it’s quite valuable to businesses one thing i was going to do is just bear with me i understand the video quality of this may not be that great but hopefully the sound will come through

I’m just going to jump out of this presentation for a moment and let you hear a 30 second clip from our from from the famed golfer arnold palmer you can look this up on youtube if you want to see the video clarity a little better just type in arnold palmer and

Then plain p-l-a-n-e and you’ll be able to pick this up i’m going to tell you something you haven’t heard in a while the truth about business aviation the truth is that for more than 50 years using business airplanes is the single most productive thing i have done it’s given me the

Opportunity to compete more effectively in golf and in business and it’s enabled me to do both from a place not served by the airlines i’m arnold palmer and i approve this message simply because it’s true okay jumping back over to the powerpoint presentation the thing i like about that is that it

Does pick up on the fact that airport international airports don’t always get you close to where you want to be or close to where you’re based out of an arnold palmer happens to be based out of a community that does not have close access to an international airport

Another thing that i want to point out on this slide is that there’s been some recent there’s been recent controversy ever since the three executives from the auto industry flew out to dc to testify to congress and didn’t you know they flew in their private planes there’s been this rift

Towards the general aviation industry um and even the airline industry has picked up on it and trying to blemish the general aviation industry and so this arnold palmer ad was a response to that negative publicity that the general aviation industry had been getting um some other values of airports is

Transportation just simply being able to get persons from one place to another we’ve sort of touched on that already but it’s important to point out that statistically 30 of the time those airplanes are used is that they’re they’re transporting executives the perception is that it’s 90 plus percent

Of the time that they’re transporting executives in reality it’s more like 60 of the time they’re transporting technicians parts mid-level employees sales staff that type of personnel and they actually are using it as a business tool more so than as a luxury and the other value of airports another

Value of airports is recreation whether it’s fly-ins air shows uh private pilot flights um you know people going out and looking at vintage aircraft there’s lots of different reasons why airports can be of value tourism value to communities and then some miscellaneous items are you know agricultural benefits air ambulances running

And delivering organs cannot fly at least generally are not typically on the paid airlines they’re usually using small aircraft for those and lastly i’ll go back to that slide it’s also these airports create a safety net essentially for aircraft that may get into trouble it’s a blanket of airports that

Are around the nation if you recall that map of the united states and how many airports there are those are alternative landing sites for aircraft that may have to do to divert all right some a few additional facts about airports there’s about 20 000 airports and airstrips in the nation

That’s every grass strip private public uh included when you really look at the numbers it’s more like 5200 public airports and only 75 percent of those are or maybe i shouldn’t say only but 75 of those are paid have paid runways one other thing to point out is that when communities those redevelopment

Commissions or maybe municipal government is looking at that airport and saying hey it’s not really performing that well if you maybe we can re you hear that term a lot too or this those words a lot maybe we can just move it out to the country it’s we’ve encroached upon it

Now we just need to move it well the replacement value replacement cost of these airports can be quite high we know of an example where two general aviation airports that are being encroached upon in neighboring cities we’re looking at closing those two and building a new airport the cost of buying the land

And building that facility was going to be about 121 million dollars and that was for a single runway airport no crosswind runway certainly they were going to buy the land for the crossland runway but could not justify the cost to do that i’m going to transition over to the impacts of airport because

Obviously they’re not all just beneficial let’s see here we go impacts of airports well obviously the number one issue is noise and people always are worried about their property values declining now all this although this picture really doesn’t have anything to do with airports it it portrays the feeling that the neighbors have

When airports are about to expand or operations are expanding they feel like their property values are falling off a cliff they also feel like their quality of life is being diminished and they feel powerless against that so those certainly are real issues that have to be addressed when we’re looking at airport planning

Airport expansion airport compatibility so talking a little bit more about noise you’ll sometimes see images like this of an airport where sound contours have been drawn through year-long studies to understand where the decibel levels are in proximity to that airport and they’re not just nice concentric circles around the airport because aircraft

Typically are flying at least larger aircraft typically fly in in direct paths smaller aircraft fly in in patterns and sort of loop the airport before landing each airport is going to be quite different based on topography based on the number of operations the hour of those operations the aircraft

Type coming in and out of there some of the good things though are that some policies in those airports can help so there is some mitigation opportunities there meaning that aircraft are bound by or guided by throttling up procedures throttling down procedures they certainly have to keep the aircraft afloat but aloft but

They can actually fly in and out and oftentimes when you’re in commercial aircraft you’ll notice that pilots are throttling up throttling down in those transitions away from the airport or even towards the airport and that’s a lot of times due to these sound policies trying to be a better neighbor

To the surrounding property owners last thing there is just to point out that not even though the gold standard really is a mitigation when sound levels get above 65 decibels sometimes 55 or 60 decibel levels is a better local standard and what i mean by that is that 65 is still pretty loud

And if you’re experiencing 64 decibels of noise therefore your property isn’t being mitigated you may still have um either frustrations or some people talk about health effects of noise and property value effects of noise so in areas where the ambient noise is lower you know rural airports for instance

The 65 decibel contour may not be the best level to be considered for mitigation or for concern moving on to property values and reduced quality of life again both of those factors do tend to get tied back to noise so their quality of life when they’re sleeping their enjoyment of their

Property tend to be what’s at stake and a lot of that is well boils down to noise i hear testimony frequently where people say hey i love to watch airplanes you know they’re great i like to see them i just don’t want to hear them when i’m sleeping so that’s the type of

Operational times that they’re really not happy about also lighting can come into play the airport the lighting at airports sometimes is a complaint and then lastly is the restriction of land uses if there is an overlay or if there are some restrictions that have been imposed on the neighboring property

Owners they feel slighted they feel like they are having their property taken from them and so those are some things that airports can cause as an impact crashes again people are concerned about aircraft coming down statistically most craft crashes happen close to airports and in a study done by berkeley university

If you were to draw a rectangle 20 000 feet wide by 40 thousand feet long and center that on the runway almost every crash that they studied over a many year period of time and probably is the most extensive database of plottings of crashes in relationship to runways

Is that almost every one of them is within that rectangle similarly if you drew a rectangle that’s ten thousand feet by twenty thousand feet so basically half the dimensions that eighty six percent of the crashes were in that rectangle so that gives you a sense of how statistically at least how close to

Airports those crashes do take place and there often is loss of life and loss of property in those accidents so that that obviously is an impact of airports growth boundaries airports and maybe that’s a good thing maybe it’s a bad thing but having this large land use that it

Becomes a growth boundary meaning that not every land use is an appropriate land use and proximity to it can be can be a negative impact to your community that may be growing in that direction maybe the market forces are pushing really hard in that direction and starting to gobble

Up land in proximity to the airport and for that reason it might be something that’s very difficult to work around and lastly i whoops i just saw a few people jump in the audience there that’s a webinar joke i guess the i’m curious if anyone knows what these two species are

But without having a good way to hear your your comments i’m sure the lady in red there in south carolina knows that that’s the indiana bat there on the bottom left an endangered species that has caused airports a lot of money to mitigate the impacts to this species and the bird on the

Right is a grasshopper sparrow and again an endangered species that is costing airports a lot of money to mitigate and try to protect oftentimes we have these conflicts where land may have wetlands on it and airports almost always bulldoze those wetlands and mitigate them elsewhere farther away from the

Airport trying to keep away any kind of bird species especially migratory birds all right so that concludes the part about the value of airports and the impacts of airports some of the trends in airports again these are things that we are often asked when we’re talking about whether or not

We should protect these general aviation airports some of the positive trends are that we’re just in recent in this in the last year starting to see again an uptick in private pilot certificate it’s the aviation industry is starting to see an uptick in fuel consumption sales the faa actually projects out to the

Year 2025 and suggests that the fleet of vehicles is going to increase uh the dark green bar at the top is starting to show the um inclusion of very light jets the vljs i’ll talk about those here in a minute and the dark blue at the bottom are piston

Aircraft your cessna’s your your smaller aircraft that are out there some other positive trends are that we are starting to see flight activity in general increasing i mentioned very light jets these are a few images of very light jets the reason why this is something that’s hotly

Talked about in the aviation industry is that these jets are going to give corporations particularly the opportunity to buy and participate in fleet of aircraft that are cheaper and much more fuel efficient and because they have pretty small needs as far as airport facilities they’re highly desirable and as these aircraft

Are being developed the one at the top right is a cessna it’s already being sold in and is being utilized today the bottom left one is one from cirrus and is also one that is in development late stages of development i believe they are starting to deliver those soon or maybe they have

Already started to deliver those some of the negative trends though and we have to be honest is that it’s a it’s a tough industry so some of the negative trends are deliveries of new aircraft is way down the aviation industry is struggling in the current economy we’re losing in about one general

Aviation airport per week in the united states that’s shown statistically on a national basis and just sort of generalized but it’s partially due to remonstration against those airports from folks that moved in close proximity to that not realizing what impact they would have to live with sometimes it’s due to other issues

In chicago you know this is mixed field one of the more popular airports that was bulldozed i’m not sure how many years ago that was now it’s been quite a while ago but mayor daley was um certainly scrutinized by the aviation industry for bulldozing the airport in

The dark at night at least that’s how it’s told in the aviation industry but it may have been the right thing to do for chicago you know i’m not here to say whether or not that was the right policy or not just pointing out that the trend is that we’re losing air airports

Across the country some of them are airfields like this that were very very popular and others are small grass strips that serve the public at some point in our history but really aren’t doing so well today and they just closed the doors so the question is what should we do you

Know as planners as municipal representatives what are we going to do how do we plan for airports well the first thing really is to determine whether or not this general aviation airport should be saved there’s an ongoing philosophical debate about airports i am an advocate for airports but not necessarily every airport

We’re really operating in a system sort of an antiquated system where historically we needed that blanket of small airports across the country because aircraft had smaller fuel tanks shorter ranges would have um have um you know situations where they need to land prematurely whatever it may be is that they needed

That blanket of of airports around the nation today things have changed and so we have states that are starting to re-evaluate whether or not every general aviation airport is essential in my home state here of indiana my understanding is they’re going through an exercise now to start to prioritize which airports

Are the most important which ones may be less important and that may start to affect the funding that goes to these airports so the ones that are essential will be the ones that are getting funded first closing some of these airports may not be so bad they may provide a great opportunity for

Redevelopment and maybe there is an alternative location in the indianapolis area again just using my home state as an example there’s there’s um you know four or five general aviation airports in and around the city in addition to the international airport the question is do we need to have every one of them

Functioning as a commercial or reliever type of an airport and the answer is no but somebody’s got to make those tough decisions about which ones we keep and which ones we don’t airports also can be quite different from each other in some cases we have worked on airports

That are the perfect fit for a reliever airport they’re not there today but the riding’s on the wall and they really need to step it up and protect the land around the airport they need to start working on funding for the facility upgrades to be able to

Get there before the demand is there however there’s other airports that really are just serving recreational aircraft maybe there’s no businesses in the vicinity that benefit from the airport maybe there’s no businesses that utilize the airport and again there might be a cause for that airport to be phased out

One thing that we hear from time to time is that because the airport took federal funding at some point in its past part of the agreements when you take those airport the faa’s dollars is that you sign an agreement and the last time i looked into it there was something like 35 different

Clauses in there that you’re as the sponsor as the person receiving the funding you’re committing to do and one of those is to keep the airport open for 20 years well if you’re 15 years into that or 10 years into that and there’s just no aircraft using the airport

Should we still keep it open how do we honor this agreement that we signed so we have airports that are concerned about having to pay back the money that was given to them for airport improvements i’ve heard and i don’t have this validated other than through one source but

Is that mig’s field that i mentioned earlier when it was taken out of commission is that even though mig’s field had received grant money and aid money from the federal government is that they were not required to pay that back and so there is a an agreement that says you

Have to pay it back but in practice we’re hearing that they’re really not being pursued for that money and there’s a case the funny story and i’ll move on to the next slide here in just a moment there’s a funny story that was on the news not too long ago a television station

Had picked up on the small community that had as community leaders decided they really didn’t need their general aviation airport it just wasn’t being used and so this news reporter went out there and and was covering the story and at the end of the story he said well just for fun i’m gonna

Stay here until the next airplane lands and just see how busy this air airport really is and so he sets up his lawn chair and they start to go through a time-lapse video edit and it’s three days later that an aircraft finally comes in and lands at the airport so he can go

Home so there are airports that may not be important to the transportation network or to local businesses and are possible opportunities for redevelopment or reuse but i would always suggest to communities that if you want to and if you’ve come to the conclusion that you want to protect your general aviation airport

Is that you really need to educate yourselves all the stakeholders go to the state department of transportation often has studies most states have aeronautical or aeronautical associations that have conducted studies and understand the economic values of every airport in indiana they concluded a similar study i know in north carolina virginia

Kansas texas i mean a lot of states and those are just the ones i’ve looked into most states seem to have some kind of economic evaluation of those airports whether it’s the benefit of jobs or the benefit to the economy and so that’s a place to start to

Understand how valuable your airport is certainly involving the aopa which is the aircraft owners and pilots association also organizations like the national business aviation association nbaa can provide information about airports and aircraft and the value that it may be providing to your community certainly the faa and

The pilots that may be in your community will help you understand what value the airport really is providing just because we’re not seeing a steady stream of aircraft in and out of an airport doesn’t mean that it isn’t providing enormous amount of value to a particular community

I think it’s in you know some of the airports that we’ve studied over the years i mean it’s not uncommon to find you know huge numbers you know one and a half million dollars of annual revenue into the economy you know a couple hundred million dollars of revenue into

A an economy for you know medium and larger general aviation airports is not uncommon at all so start with that kind of information but to protect general aviation airports folks need to start looking at them as critical infrastructure in a major investment go back and study how much

Money has been invested into that facility over time look at how much money the faa has invested in it or the state has invested in the airport oftentimes the the largest dollars are coming from those sources look at how it is an economic driver in the community how it might be

Utilized as a site selection criteria for your economic development authority um when you’re planning for airports as well obviously you want to protect the overall public’s interest which involves safety quality of life jobs and transportation it may be just you know one time every five years that

Somebody has the opportunity to get in a small aircraft and fly to a place for tourism purposes or for business purposes but had that airport not been there um would have been more of an inconvenience for that person or for that particular need that may have arisen

And lastly there when you plan for airports is to make sure we’re protecting the neighbors you know it’s a tough situation it’s no different than when you have an industry that’s been around for a long time in your community and it’s wanting to expand and the neighbors get upset or

Concerned about what might happen maybe they’ve they’ve tolerated the level of truck traffic in and out to this industry and now they know it’s going to expand and it’s going to be much much worse we have to be aware of what those legacy farms mean to people

What a person’s home means to them what businesses might be impacted a nursing home a type of a facility a hospital that might be affected by an airport and generally you know we believe that you people have the right to enjoy their property and we

Need to as planners just like we do with any other not in my backyard scenario need to put in place the right policies to listen to understand mitigate and facilitate that dialogue speaking more specifically about protecting general aviation airports you know i equate this to what would you do

To protect a highway or a major arterial in your community maybe it’s a collector today and in your thoroughfare plan you know that it’s going to become an arterial street and so maybe you have 60 feet of right-of-way today and you need to get to 200 feet or 150

Feet or whatever it may be depending if it’s a highway or or an arterial street would you today allow somebody on that corridor to build within you know 50 feet of the road probably not because we want to protect that thoroughfare plan same thing with airports as we want to have that

Or that airport plan made available through a comprehensive plan through public engagements to let people know put people on notice so when they’re investing their dollars whether it’s a room addition or a new house or new business is that they’re making informed decisions about what that airport impact might be to

Them in the future so they can make choices to add insulation to their house and get to a new sound classification so that they’re not impacted by the airport as much if they’re within proximity you know same thing like i said before is what would you do to protect an

Industry or a large employer in your community if you know they’re ripe for expansion you start years ahead of time if you can and you start to mitigate what can go in proximity to that to that industry some other things in regards to protecting general aviation airports encroachment is the number one issue

People will tell me all the time that tall structures we got to control tall structures you see there at the very bottom tall structures account for less than one accident per year in the united states and that is even though we have a proliferation of cell towers in the nation this number has

Been pretty static for the last 25 years and even though again the proliferation of towers is exponential what’s different or what what is more important is the wildlife management there’s 13 causes or factors of accidents per year due to wildlife management that means the aircraft actually crashed

I’ll talk a little bit more here about the number of aircraft that have been hit by wildlife or or vice versa here in a moment but keep in mind that encroachment is the number one issue that’s what’s closing airports the second one that i want to mention

There is that incompatible land uses and proximity and i’m going to cover those in a couple of slides here coming up encroachment this is an airport that was in the styx it was not surrounded by any development at all this is what it looks like today the airport was there first folks should

Have known that this airport was there when they tried to expand it at a crosswind runway they actually owned the land where it was in their facility plan for many years it was strongly remonstrated against and is really at this point slated for either stagnation or termination

It really is just not going to grow as an airport because of what has encroached upon it in its context encroachment what do we mean by that is the non-compatible land uses residential places of assembly you know you don’t churches don’t want to have aircraft noise buzzing over

Head on their sunday or saturday services wednesday night services also other noise sensitive uses schools museums nursing homes hospitals the places of assembly also can include things like stadiums outdoor stadiums or amphitheaters those are the things that we don’t want to have close to airports incompatible land uses they don’t have

To be adjacent to the airport or even in close proximity to the airport the faa is actually concerned about landfills in particular within six miles of any general aviation airport sometimes we even hear stories of concerns over those landfills being within 10 miles and airports that are

Um on the cusp of not getting federal funding because they’re within 10 miles of a of a landfill so it can affect whether or not your airport actually gets that federal funding which can be up to 90 percent of the facility improvements costs and certainly the six mile mark is in recent years

Become law federal law that in a landfill a new landfill cannot be located within six miles of an airport so the faa now has a little little broader authority to restrict where landfills can actually go but not always do folks think about other incompatible land uses golf courses are actually considered an

Incompatible land use and proximity to airports retention ponds as well those popular things that you know standing water in subdivisions or around industrial parks are considered an incompatible use of land the faa and airports would prefer all retention facilities to be dry retention dry detention facilities with under

Drains so that within 48 hours after the largest storm event the 100 year storm event is that they’re dry again and again that’s the reason why airports will mitigate any wetlands that are on their property or in their proximity to their property if you really want to protect your

Airports you do have to resist that urge to redevelop i’m not suggesting that in any community they’ve made the wrong decision that really is a is a local study that needs to determine that the aviation industry obviously wants to protect them all but in some cases again

There’s reasons for and need for and advantages to redeveloping those sites but we only ask that folks first try to consider development options that add compatible land uses around the perimeter of that airport or that transition from that airport on the on the context of that airport

And try to try to encourage that versus just bulldozing the place and moving on one of the things that’s harmed by even if a community can afford to abandon a site and redevelop it usually the site that would be chosen to replace it is so far away

From where it was before that the corporations that had based aircraft at that airport no longer are interested in having aircraft because they have to now drive you know 30 miles from where they were at or from where they’re located to that new general aviation airport and it might be

Shiny bells and whistles and everything that they always dreamed about in an airport but because of its proximity it wipes out the business model that made it actually a reality so again study needs to be conducted to find the best solutions for airports wildlife management again if you want to

Be serious about protecting airports you really have to learn about wildlife management 1990 through 2008 there’s 90 000 strikes with aircraft versus wildlife 87 and a half thousand of those were birds that probably makes sense to most people well what’s the other things well it’s things like

Well these are the bird strike images there’s a huge risk to aircraft there in the middle and the bottom you know everyone’s probably familiar with on january 2009 the us air flight 1549 that ingested a couple of canadian or canada geese and was forced to land in the hudson river

These accidents do happen often times there are injuries luckily in that case sully the pilot was very experienced and was able to bring everyone safely home but not always is that the case the the doctor that may have a airplane that flies once a month may not have that

Skill set to be able to keep his head in the game when he gets struck by a bird and oftentimes those are pretty disastrous the i’ll go back to the previous slide those 90 000 collisions with wildlife caused about 500 million dollars in damage each year

And about 63 or 630 000 hours of downtime for that aircraft or for those aircraft so it’s a it’s a it’s a big big issue management like i said it’s not just birds it’s deer it’s alligators polar bears i mean they’ve all there’s something like 240 species of animals

That have been documented on runways and airport facilities so one of the things we ask communities to not be concerned about is is fencing around those airports oftentimes it takes two feet of underground fence for burrowing animals to not be able to get on the premise as well as a 10 to 12

Foot fence around the perimeter to keep deer out i’ve been told that a properly motivated deer can clear a 10 foot fence so it is important to have tall fences around these airports again tall structures they’re not as big of a concern but i don’t want to say

That you should just say we don’t we’re not going to regulate tall structures what i’m trying to say is that the regulations that are in place either by the state or local jurisdictions is working with only one collision with a tall structure per year the provisions that are in place seem to

Be working and let’s not emphasize that or or or try to restudy that it seems to be a pretty good system protecting the public’s interests um what we’re talking about here is you know informing the community about the benefits we’re talking about making sure people understand that as part of the public infrastructure

Promote compatibility and add it to your comprehensive plan so that again any kind of planning documents are also sharing the future of this facility i can’t tell you how many conference plans we read that just have no mention at all about the airports that are in their jurisdiction

And certainly even if they do have a mention of them they’re really not talking about what the future of that airport is protecting the neighbors rights we think the communities even though they may not have jurisdiction over the airport because it’s maybe an airport authority or aviation board of some sort

Is that we think that the municipalities need to be engaged in facilitation and encouraging that communication even if there’s not an ongoing conflict with the neighbors also promoting those airport policies to help mitigate noise and so on all right moving on to compatibility airport compatibility zoning

So what would you like you know what would what would this zoning ordinance look like or this amendment look like well first of all there’s four components that need to be looked at first one is the state and federal laws if you’re not familiar with those as

They relate to the aviation industry get familiar with those look into the studies and statistics that are out there there’s advisory circulars i’ll talk about those in a moment and certainly the stakeholders and i’m not talking about just the adjacent land owners i’m talking about the pilots associations the business aviation industries representatives

They’re all happy to be a part of these processes they’re pretty fair folks they’re not just in it to win it they want that balanced conversation the faa advisory circulars these are some of the critical ones it’s important to note that the second one on that list there is a cancelled

Advisory circular it’s still available you can query that on google and find the advisory surface and read it i’m not exactly sure what the history is why it’s been cancelled but it still does provide some degree of guidance for landy’s compatibility but the other ones are there for

Wildlife for noise for airport design etc i’ll mention one other thing about advisory circuits before covering this slide and that is that when airports receive grant in aid so they receive that federal dollars part of the commitments that you’re making when you take that money is that you’re committing to follow those

Advisory circulars so they in effect become mandatory to the extent possible so even though they have that term advisory in the title if you’re receiving that money there’s an expectation that you’re going to take them pretty seriously studies and statistics here university of california berkeley i mentioned this study earlier the 10 000

By 20 000 rectangle in the 20 000 by 40 000 rectangular rectangle well great report some other ones you’ll find through different organizations whether it’s your state the one on the left there’s wisconsin’s report and then there’s also many many other reports being pumped out and i think it’s important to

Learn those read those before starting to undertake a zoning regulation so some specific suggestions first of all within six statute miles of an airport even though it is federal law landfills are not permitted it’s not a bad idea to have that be written into your own ordinances so that

Local jurisdictions know that understand that and you might even again if you have an important airport something you’re really trying to protect is you might start thinking about prohibiting any other facilities with producible waste basically any kind of waste that would really attract see shorebirds migratory birds or raptors that six statute miles

Is again if it is a major attractor of birds and you have a really important airport that might be something you want to consider within three statute miles again depending on if you’re trying to protect a larger general aviation airport a really important feature in your community i say discourage

But you may want to make some of this mandatory um or prohibitive instead of discouraging it but these are this is a short list of items that don’t really play nicely with airports within proximity you might also instead of just drawing a circle around your airport look at the flight routes and just

Emphasize those flight routes as an overlay where you’re either discouraging or or prohibiting these particular land uses within five thousand or ten thousand feet the reason why i have both numbers it depends the faas advisory circular differentiates between piston aircraft and turbine aircraft so if you’re a larger commercial

General aviation airport it’s going to be a 10 000 foot standard and if you’re just a piston craft recreational airport you’re probably going to be at the 5 000 feet so it depends on the airport that you’re protecting but things you want to prohibit are listed here on this slide

This is going to be copied and made available after the presentation i’m not going to read through them within runway extension so again depending on if it’s a larger airport smaller airport commercial versus recreation these numbers will vary but you want to start looking at that extension of the

Runway so two miles out five miles out from the extension and you’re wanting to discourage or prohibit again depending on how important it is to protect the airport certainly schools hospitals and large places of assembly we’re aware of communities that have put casinos horse racing tracks you know college campuses

Stadiums that kind of thing in direct line of airport runways and again if you draw that box that twenty thousand by forty thousand box that is where aircraft come down and you don’t wanna have those schools hospitals large places assembly within that rectangle within one nautical mile and we’ve

Switched here from statute mile to nautical mile and that’s because the advisory circulars use that term we’re really talking about instead of 5280 we’re talking about a little over 6000 feet so it’s a nautical mile is different or the noise contour so if your airport has had a study and has differentiated the

You know 55 decibel line the 65 decibel line the 75 decibel line is that you can write the code to be respectful of that and create the overlays that prohibit noise sensitive uses within those boundaries there are people that will want to live in close proximity to airports or that

Will want to start a business within close proximity airports we actually believe that you can write policies tightly enough where they can waive their right to remonstrate against the airport’s expansion in the future and let them be there we sometimes write regulations that will add sound classification

Requirements as well so that if they do go into that areas they have to you know add extra insulation and swing sound mitigation measures into their structure so that it does not become a nuisance we do have studies or we know of studies where noise has you know impacts the ability

Of kids to study in school or to sleep people to sleep in the evenings so there’s lab studies as well as real world studies that have been conducted and for that reason we do want to be concerned about the impacts of noise a few more slides here we’re going to

Wrap up and take questions also within the one nautical mile or the noise contour areas and these are again based on advice that comes from advisory circulars and studies and reports it’s a sort of a combination of that but one thing that’s mentioned is how densely residential if it is going to be

In these areas how dense should it be and they even speak about the minimum lot size or and for residential making sure that it’s a really low density and again i think this has to be determined locally i don’t think there’s any global advice that can be given to

Any one community these are some numbers that are mentioned out there in the industry also the wildlife attractive you know attractiveness again it’s a local if your community is in the migratory patterns of certain waterfowl you may have to mitigate greater than somebody that does not have that circumstance

Also airports like to have cut off fixtures used in proximity to airports so folks that want to have the big flood light in their backyard that shines upwards and outwards you might have regulations that forbid those types of light fixtures being used all right with that actually one more slide here the

Commercial industry or commercial or industrial overlay is something to consider something that is implemented out there meaning that the underlying zoning may just allow agricultural uses or maybe industrial uses but it’s possible to broaden that with an overlay district meaning that maybe the caveat in the overlay district states that if

When you develop your land it’s contiguous to another industry or contiguous to the airport property you’re allowed to have and you can have the laundry list of uses that are compatible with airports as a permission by right you can also if there’s a specific theme to the airport that you’re trying to

Accomplish is to have that overlay either grant by right or through conditions those uses to be integrated in and added to the areas close to that airport and the last thing is that we think that in a zoning ordinance is that the ozone administrators need to have some level

Of discretion if your community is tolerant of that and if your state statutes are tolerant of that meaning that we can’t always foresee every noise sensitive land use and so the exhaustive lists may not forbid something that would be noise sensitive um also there may be some life safety

Risks that were unforeseen in the regulations or a wildlife attractant that wasn’t specifically outlined in the ordinance so we’d like to see a general clause that allows the zoning administrator under certain circumstances to deem something a noise sensitive land use and therefore forbid it within those noise contours or

Within proximity of the airport all right so with that i’m we’re gonna start taking some questions i’ve got uh brittany and sarah here at my office that are gonna help facilitate this okay great brad um let’s go ahead and our first question here is going to be

Are vljs likely to start increasing the noise impacts at general aviation airports um i’ve got two answers for that one is that they they are they tend to be quieter aircraft and they tend to have the capabilities of of taking off and landing in a in a quiet quieter mode meaning that

They don’t have to use uh the full throttle through the departure procedure and um and they are designed to be less noisy i mean that is one of the design criteria that they are striving for the other thing is that vljs typically are going to be a corporate aircraft and

Although you do have those aircraft coming in and out in earlier morning hours and later you know evening hours meaning you know five o’clock six o’clock um you’ll you’ll hear them sometimes but most of them are daytime operations um here in indianapolis we’ve got a fedex hub and just as

You know put it in perspective they land 130 very large aircraft between midnight and 3 a.m and i mean it’s just a string of pearls when you look at the sky during those hours and you know the people that live in proximity of that airport are impacted

By noise much more than the daytime operations and so we’re not as concerned about the pljs just because of the time of day that they typically are operating next question great can we get the source uh of that fact about the less than one percent of tall structures cause accidents each

Year would you mind repeating that and actually myself and sarah here at my office have been talking with the ntsb this week it’s taken a week to actually get updated information i had five years ago studied this and looked at ntsb crash statistics and i had to

Sort of assemble it all on my own and had to make some deductions at that point and we had concluded safely that it was less than 15 strikes per year and that’s what we have been touting but i wanted to update that and we actually now the ntsb shares their database

You can contact carol floyd at the ntsb she’s their statistician um her phone number is 202 she’ll probably love me for passing this out but her phone number is 202-314-6553 and she can either provide that the link to download the database or can provide a report of those statistics

But it’s it’s pretty shocking actually and if you can actually look at all of the collision data over the last 25 years or so great i will mention that there’s other agencies that sort of monitor crash statistics their databases may be different but we felt pretty comfortable relying on the ntsb okay okay

Well our next question is um so noise sensitive land use the list should include residential neighborhoods within primary flight paths why were they excluded well i just i would i put in residential in general but neighborhood certainly any kind of organized residential development really should be excluded from noise sensitive

Areas i apologize for not calling that out specifically any kind of condominium development apartment development nursing home assisted living care facilities all of that any place where people reside we believe should be out of those areas and even to air on the side of caution again you’ll see these

Contour lines drawn on maps if your airport’s been fortunate enough to be mapped and a lot of times that 65 decibel level is where the threshold is is drawn as far as where you have impact and where you don’t have impact but sound is just not that perfect and

Matter of fact the measurement system um at least frustrates the neighbors because the the faa’s gold standard for measuring sound and drawing those sound contours looks at the average day night sound levels over the course of a year well they also then give credit for sort of don’t i should say the formula

Actually takes into place um hours in the late evening and treats them differently and it’s considered a fair system but when the neighbors hear about it and sort of know that they’re being awakened in the middle of the night with aircraft flying over they don’t feel like it accurately represents the impact to

Their house so i would rather communities be more cautious about specifically residential uses and trying to keep them outside of a 55 decibel or greater sound contour just to be on the safe side and this is coming up a lot with regulations in regard to wind farms the wind farm industry

And folks that are writing regulations for them seem to have picked up on this 50 or 65 decibel levels being the gold standard but folks that are living in proximity or experiencing more than 65 decibels are impacted by that so again you go to other nations and they do not

Use a 65 decibel level they use and again i’m talking this time about wind industry is that they’re using 60 55 even 50 we’ve heard of some communities or some countries that actually have as a national standards that people cannot be impacted by a 40 decibel level which is

Way on the ex prior the extreme side and again that’s all in regards to wind turbine noise but we want you to use caution when folks are telling you that you should use a 65 decibel contour for residential okay great our next question comes from one of our

Attendees who lives in an area where one town which owns an airport recommends incoming flights fly over a neighboring town instead of the ocean because of residents who are wealthy and living on the ocean don’t want to hear the planes they use to come and go

As a result one town bears the noise brunt and they have no access to the airport of another town’s benefit how does the faa resolve these disputes oh i don’t know if i have any specific examples of that i’ve not had a scenario like that that i can really

Speak to as an example either obviously the faa is one of the first places to stop and talk with and see what the history is the perception maybe is that the rich folks are pushing their airplanes off on the other folks but there may actually be a technical reason why

The flight path has been drawn the way it is it may not be a lobby result but i think the first thing to do is to try to figure out in and document that history and you may find that there is another cause i it’s unfortunate if that actually has happened

Because the faa should not be showing favoritism from one community to another i’ll just leave it at that okay um our next question is why are golf courses a non-compatible use cleveland burke lakefront had plans for a golf course adjacent to the airport they’re not sure if that’s still the plan well

The number one reason is they’re a wildlife attractant um you’ll see canada geese um and other migratory birds that will i mean golf courses typically want to have ponds and wide open green spaces they just the practices it’s not uncommon to see wildlife on golf courses now it doesn’t mean that they’re not

Always incompatible what communities are able to do in their zoning regulations is to as a special exception or through a conditional approval process is to have wildlife mitigation strategies incorporated into the design of that golf course maybe they have less ponds or maybe they have tall grasses growing on the edge which

Deters canada geese from landing there or feeling safe there if there are no if they’re not in a migratory pattern maybe there’s not an issue with open pawns anyway so it’s going to be a site-specific restriction or consideration but generally speaking in the advisory circulars they suggest that golf courses

Are not compatible for those reasons okay great our next question is do you have any recommendations for standards of locating industrial developments and proximity to airports um you know as long as they’re not on the airfield and as long as they don’t have waste or any kind of outdoor storage of

Products or waste that would attract birds or other type of wildlife you know they can be fairly close there are a couple of advisory circulars one that really suggests that it’s a great compatible use and others that say that intense industries with lots of employees would not be

A good compatible use and i think that’s mostly due to you know if an aircraft comes down and you’ve got a lot of people purse square foot in your in your industrial facility as there’s chance of loss of life but in general they’re all considered pretty compatible

Land uses as long as they’re not on the airport property and as long as they’re not encroaching in areas that the airport intends to use long term for operations or expansion of those operations and all of that information should be available through the airports facility plan and airport manager

Or through the state’s department of transportation as far as having the information as to where is the best locations for those industries interestingly enough recreation is the other big promoted compatible use with airports so whether you’re it’s soccer fields or you know some kind of formal recreational

Facilities again as long as it’s not large assemblies of people they’re considered really good compatible uses and so you might consider that as as a neighbor to the airport okay great um the distance measurement regulations where are they measured from the end of the runway or the airport property actually

The advisory circlers will will mention that but generally speaking we’re looking at the airport operations area so it’s not necessarily every square foot of the airport’s property most of the regulations are going to be measured from any area that is considered a place where aircraft are going to be

So the run-up areas the runways the taxiways the aprons any critical facilities of the airport but it if if an airport has a thousand acres and the airport really is just sitting on 500 of those acres the presumption isn’t that the other remaining 500 acres has to be buffered equally

We also at least we try to advise communities to use the airport facility plan so where they want to be in 20 years where they want to be in five years 10 years to actually set that bar though for the air operations areas because they may have

In a short period of time the opportunity to add a crosswind runway and it’s better to have those being designated and planned for today than waiting for it to be built and trying to then mitigate things that have encroached into those noise sensitive areas so it’s it’s the aoa and then it’s it’s

Also it should be take into consideration those advancements of the facilities that are anticipated great um so our next question i comes in it’s my local airport oakland international airport features the general aviation facility adjacent to the commercial airport do you suppose it’s better to have both types of

Airports in the same area or better to keep them physically well separated i’m probably not the right person to ask that sometimes general aviation airports and international airports work really well together because they share a tower control and the aircraft can safely be guided in and out of the airport

There’s actually a point at which a general aviation airport is too close but usually that’s when they’re say three five eight miles away from that international airport is they tend to be more of a problem at that those distances but immediately adjacent i could see there being some advantages um to that

Um but so so i probably have to leave it there okay um could you suggest some compatible uses close to an airport that are not directly airport related um well again recreation adjacent to airports is a is a is considered favorable and again that could be passive recreation or active recreation

Again keeping in mind the wildlife mitigation aspect of it if it’s passive recreation tall fences may be able to mitigate the fox or deer from getting onto a runway even though there’s a nice woodlot or a forest next to the airport so those are all good compatible uses interestingly enough agriculture

And i didn’t mention it earlier but agriculture is not considered a great compatible land use but the faa advisory circulars do state that when an airport relies on the income from agricultural use is that they can do it and in indiana again just as an example is probably 95 of the airports receive

Essential funding you know cash flow from leasing out their land to agricultural uses but because it can be during certain times of the season of a bird attractant or even wildlife attractant is that they would rather it not be in close proximity so but they tolerate it and again they try

To mitigate the hazard that’s caused by those agricultural areas tourism is another one that could be appropriate in close proximity of airports um obviously commercial operations you know whether it be a gas station or retail they’re really not impacted by airports much and matter of fact there could be some synergistic

Value in having uses that would be used by pilots and passengers and and technicians mechanics and stuff that would be working at an airport as well as maybe it’s um close to a major roadway and therefore they can sort of attract the transient population or local population to those destinations too

Okay um the next question is does the faa still require states to file airport system plans um there at least some states do i don’t know if i could say that all states do i mean with 50 states and we have not worked in all 50 states to to know that

We haven’t researched all 50 states to know that but um um i don’t i don’t have a conclusive answer to that okay um so our next question is uh you mentioned cases where an airport might encourage certain kinds of land uses for example businesses would you give some more examples

Yeah and again it’s all based on site-specific conditions and site specific needs community needs but when you really start putting your mind to it there’s there is quite a bit that you can do if if you are wanting to create a an economic development node so whether that’s technology businesses

Or businesses that have outdoor storage fleet vehicle operations whether they’re doing mechanical work on those fleet vehicles or just um it’s the place where those fleet vehicles are dispatched from you know there’s just a whole host of industry slash employment types of operations that can be compatible

You know the places that you want to stay away from are those extensions of the runway because again if you look at the plots in that berkeley report uh most of them are you know dead on extensions of the runway the they get thinner as you start spreading

Away from center line of the runway and then they also happen on the airport’s facility so maybe somebody skids off a runway or somebody has a failed takeoff and has to put it back down but it’s on the airport’s facility a lot of the risks are

Mitigated as long as you stay out of the runway centerline extensions as well as stay off the airport property beyond that it becomes more of a noise issue and buildings can be soundproofed and mitigated you know hotels for instance may be a perfect fit next to the airport but the local ordinance probably

Or may want to speak to the sound transmission class that it’s in so that the guests that are staying there are not impacted by the noise so again the residential maybe a movie theater is not the right although as loud as they have those theaters cranked

Up i don’t know if you’d hear even a jet flying over but you just have to think logically about is this a noise sensitive use are they likely to remonstrate if not they’re probably a pretty good fit the second factor there though another factor really is the density of that development

At some point you could become at least a risk to pilots and passengers because if you have to put down the aircraft even if you’re in control of the aircraft if there’s not places open space where you can point your nose and get there if it’s so fully

Developed and that can be a problem as well so you want at least keep that in mind when you’re allowing land uses close to you great so our next question is what are some of the factors that determine runway length and orientation well prevailing winds will determine

You know the orientation of the runway as well as existing land uses as well as migratory birds i mean there’s just a whole host of factors that facility planners and engineers use to make those determinations but you know generally speaking you’re gonna if you’re at you know five thousand

Fifty two hundred feet of runway length you’re pretty much a full um an unrestricted airport at that point at general aviation airport there are some that are justified some general aviation airports that are justified and get support from the faa to get funding to extend them to 7200 feet but that’s pretty rare

And so what you’re going to typically find with general aviation airports are runway lengths between 3200 and you know 5400 is going to be your normal range obviously at the lower end of that it’s it’s all about cessnas and not about corporate jets when you start getting into the 5000

Range again that becomes a pretty much an unrestricted airport you also want to make sure that if you want to be in the commercial aviation industries you have to have the precision approach opportunities your facilities are going to typically be or need to be 450 acres

Of land that’s going to allow them to have a crosswind runway at some point in the future again we’re talking about airports that are going to be commercial and operation and pretty significant operations we’re not talking about the small town one runway types of airports needing 450 acres but

When you look at the and you can go on wikipedia and they almost they have almost all the airports in sort of a brief description on in wikipedia and you’ll be able to find sort of the acreage that’s owned by those airports and the runway lengths and you’ll get a good sense pretty

Quickly of what the norms are out there but that’s a place to start okay great um well i guess we are just about out of time so um i’m going to go ahead and switch over and give all the attendees who are still listening um just a few reminders thank

You so much brad for the presentation i think everybody really enjoyed it oh you’re very welcome thank you okay for those of you who are still in attendance i just want to go through a few reminders so let’s see first off to log your cm credits for attending today’s webcast please go to

Www.planning.org cm and select today’s date which is august the 12th and then select today’s webcast which is fights over flight addressing general aviation airports this webcast is available for one and a half cm credits we are recording today’s session so you will be able to find a recording of this

Webcast along with a six slide for page pdf at www.apa.org slash webcast dash archive so this does conclude today’s session and i want to thank everyone again for attending you

ID: 7u4rCVTdAms
Time: 1344113085
Date: 2012-08-05 01:14:45
Duration: 01:31:48

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