HomeMy WebLinkAboutAirport Land Use Compatibility PlanAIRPORT LAND USE
COMPATIBILITY PLAN
Prepared by:
Kern County
Planning and Community Development Department
2700 "N1" Street, Suite 100
Bakersfield, CA 93301
(661)862-8600
Fax (661) 862-8601
COUNTY OF KERN
City of Bakersfield
City of California City
City of Delano
City of Shafter
City of Taft
City of Tehachapi
City of Wasco
1996 Adoption
This document was prepared using the materials entitled "Kern County Airport Land Use
Compatibility Plan" dated June 1994. This document was provided by the Kern Council of
Governments to Kern County, the incorporated cities and airports within Kern County for use as
an Airport Land Use Compatibility Plan. It includes material prepared by Hodges & Shutt, a
Santa Rosa, California, aviation consulting firm under contract to the Kern Council of
Governments. The "1993 Airport Land Use Planning Handbook" prepared for the California
Department of Transportation, Division of Aeronautics was also used as a guidance and
reference document.
2003 Amendment
The "2002 California Airport Land Use Planning Handbook" prepared by the State of California,
Department of Transportation, Division of Aeronautics was used as a guidance and reference
document
2004 Amendment
Addition of Compatibility Criteria Zone E to text of the Airport Land Use Compatibility Plan to
accommodate special circumstance land uses that provide public benefits within an airport
influence area. A Zone E was added to the text and Comprehensive Land Use Plan of the
Mojave Airport in order to accommodate the future expansion of the Mojave-Rosemond Sanitary
Landfill.
2006 Amendment
The East Kern Airport District gained approval for an extension to Runway 12/30 from the FAA.
These changes to Chapter 4.9 Mojave Airport ALUCP include replacement of the Airport Plan
graphics with the current approved plan; amendment of.Table 427 Forecast Airport Activity for
the most current data; expansion of the B-1 (Approach/Departure zone and Adjacent to
Runway) zones on the northwest and northeast ends of the runway; expansion of the B-2
(Extended Approach/Departure Zone) zone for Runway 8126 southwest of the airport and the
resulting in changes to the C (Common Traffic Pattern) zone.
2007 Amendment
Changes to the Bakersfield Municipal Airport length of the Extended Approach/Departure Zone
(Zone B-2) from 10,000 feet from the start of Runway f#34 (approach runway) to 7,000 feet;
including replacement of the Airport Plan graphics with the current approved plan (Figure 4-1 on
page 4-5).
2008 Amendment
The Taft -Kern County Airport gained approval for the deletion of secondary Runway 3121.
These changes to Chapter 4.41 include replacement of the airport plan graphics; amendment to
Table 4-40, Table 4-41, and Table 4-42 with the updated data; and adjustment of the B-1
(Approach/Departure Zone and Adjacent to Runway) zone, C (Common Traffic Pattern) zone,
and D (Other Airport Environs) zone to the west of Runway 7-25.
2011 Amendment
The East Kern Airport District gained approval for the creation of the E-1 and E-2 Compatibility
Criteria Zones, and policies governing uses within them. Changes were also made to Chapter
4.9 with new Figure 4-41 showing the expanded E-1 and new E-2 zones, and text changes
describing the policies of the new zones.
SUMMARY OF BOARD OF SUPERVISORS ACTIONS
RESOLUTION NO.
1996-408
2003-271
2004-053
2006-224
2008-390
DATE ADOPTED DESCRIPTION
September 23, 1996 Original adaption of
Kern County Airport
Land Use Compatibility
Plan
June 24, 2003 Amended for Mojave
Airport, China Lake
HAWS, Edwards AFB_
And the R-2508
Complex
March 9, 2004 Amended to add Zone E
To the ALUCP, and to
The text and to the
Comprehensive Land
Use Plan of the Mojave
Airport
June 13, 2006 Amended Table 4-27 and
Amended Figure 4-41, the
Comprehensive Land Use Pian
of the Mojave Airport
September 23, 2008
Amend Chapter 4.14
(Taft -Kern County Airport),
Pages 4-126 through 4-134
2011-075 March 29, 2011 Amend Figure 4-41 and
Page 4-79
SUMMARY OF BAKERSFIELD CITY COUNCIL ACTIONS
RESOLUTION NUMBER DATE ADOPTED DESCRIPTION
181-07 August 29, 2007 Approving an amendment to the
Airport Land Use Compatibility
Plan for the Bakersfield
Municipal Airport to change the
length of the Extended
Approach/Departure Zone
(Zone B-2) for the Bakersfield
Municipal Airport from 10,000
feet from the start of Runway
#34 (approach runway) to 7,000
feet. Amended Figure 4-1 on
Page 4-5
TABLE OF CONTENTS
PART I — Rewired Information
INTRODUCTION
Airport Land Use Compatibility Planning ..... — ... --- .......................................................................................... 1.
LocalAgency Implementation ............. ......—.................. .....,.......................... .......................................... ............ 1
UsingThis Document............................................................................................................................................. 2
POLICIES
CHAPTER 1 - GENERAL APPLICABILITY
Purpose .................... .... ---- ........................... ..................... .......... --- ......................... ......................
1-1
Adoption and Amendment ............... .............. ........................ ....... ....................................
....................1-1
GeographicScope................—.............................................................................................................1-1
Typeof Airport Impacts ... --- ............................ —........... ....... ........... .................... ........................... ....1-3
Relationship to Local General Pians and Zoning.. ............... -- ... --- ........................... ................... 1-3
Review of Individual Development Actions.... .... ................ ---- ........................ — ..... — ......... ......... 1-4
Relationship to Airport Operations and Plans ... ...................... ........................................ --- ......... ...... 1-5
Relationship to Other Local Agencies.....................................—.........................................................1-6
CHAPTER. 2 - COMPATABILITY REVIEW POLICIES
LandUse Actions-...... .................... ........................... -- ...... ................................... --- ...... ....... 2-1
Airport Development Plans ....................................... ............................. ........ ....................................... 2-4
CHAPTER 3 - SUPPORTING COMPATIBILITY CRITERIA
Noise....... ---- .................... —.... —.......................... --- ............................. ---- ....... ........................ 3-1
Safety.... .... ——............................. ............................. ..................... .................................................. .....3-3
AirspaceProtection ............ —....... ................. ..... —... ...................... .............................................. .........3-4
Overflights.........................--.................................--...............—......................................................3-6
CHAPTER 4 - PUBLIC USE AIRPORT and MILITARY AVIATION
Policies, Compatibility Maps, and Background Data
GeneralInformation. ..... ......................... ——....................................................................................4-1
BakersfieldMunicipal Airport ............ ........ .......... ............... --- ............................................ .............. 4-4
CaliforniaCity Airport ...... .......................... --- ................ ....................................................... .......... 4-13
DelanoMunicipal Airport ...................................... ........ —........................ ......... —....... ...,--- .......... 4-22
Elk Hills-Buttonwillow Airport.... .... ........................ -- ................................... ......... ......... ..... 4-31
1
TABLE OF CONTENTS (Cont'd)
CHAPTER 4 - PUBLIC USE AIRPORT and MILITARY AVIATION
Policies, Compatibility Maps, and Background Data (Cont'd)
InyokernAirport.................................................................................................................................4-40
KernValley Airport....,.... ................... ...................... ......................... -- ....
4-50
LostHills Airport.......—. ..................... ................... — .... — ... ...... .................. ............. --- ....
4-59
MeadowsField..... ............................ ...................... ---- ................................ ....................
4-68
MojaveAirport ................ ........ ................................. --- ............................ ............................. ..........
4-78
MountainValley Airport.....................................................................................................................4.88
Poso-Kern County Airport ... ......................................... ................... ...................................... .............
4-98
RosamondSkypark...... .................................... --- .................... .......................................................
4-107
Shafter Airport -Minter Field..........................—...............................................................................4-116
Taft -Kern County Airport ............ ......................... --- ................................ ........ ...................... .......
4-126
TehachapiAirport... ..... ............ -- ......... .......... .................. ......... ....................................
4-135
Wasco-Kern County Airport ................ --- ........... ................... ................ .............................. ...........
4-144
MilitaryAviation ........................... ...................................... .................................... .... ...... ....... ........
4-153
Introduction................... ............................. .......................................... ................. ..............
4-153
Encroachment...................................................................... ...............................................
4-153
Notification... .... — ...... ................. ................... ................................ — ...
4-154
Conditionsof Approval ........... .................................. ............................................. ............
4-155
Changeof Mission ................... .................................... .......................................................
4-155
China Lake Naval Aviation Weapons Station (NAWS)...... ........................................................... ..4-156
Edwards Air Force Base (AFB) ..... .......... ............................ .......................................... .......... ..... ....4-157
Joint Service Restricted Airspace R-2508 Complex ........ ......................................... ................ ........
4-158
PART II — Supporting Information
CHAPTER 5 - IMPLEMENTATION STRATEGIES FOR LOCAL JURISDICTIONS
Introduction........................................................................................................................................... 5-1
Local Jurisdiction Actions .......... ---- ......................... ............................................. ............. ........... 5-1
LandUse Designations ...... ................................ ............................................. ......... ---- ...... 5-1
AirportCombining Zones ................ --- ..................... ................... ........................................ 5-2
AvigationEasements ....................... ---- .......... ............................. ................................. .... .5-3
Buyer Awareness Measures.. ............................... ................ ...................... — .......... --5-4
Airport Proprietor Actions .............. ................. ........... ....... ............................................. ................... ...5-5
Acquisition of Fee Simple Title .............. .... ........................................ ................ .................... 5-5
Acquisition of Approach Protection Easements . ............... .................... ................................. 5-6
Airport Operational Restrictions and
Facility Modifications .................... ..................... ................. ---- ...................... ..... 5-7
REFERENCES
Federal Aviation Regulations Part 77.....................................................................................Appendix A
Public Utilities Code, Article 4, Article 3.5............................................................................ Appendix B
Methods for Determining Concentrations of People...............................................................Appendix C
Compatibility Guidelines for Specific Land uses...................................................................Appendix D
Sample Easement and Deed Notice Documents..................................................................... Appendix E
Glossary.................................................................................................................................. Appendix F
Master Plan Update Bakersfield Municipal Airport (Bakersfield Airpark) ............................Appendix G
ii
REQUIRED INFORMATION
INTRODUCTION
AIRPORT LAND USE COMPATIBILITY PLANNING BACKGROUND
Preparation of this Kern County AirportLand Use Compatibility Plan is the result of the California State
Legislature amending in 1994 the Aeronautics Law, State Aeronautics Act, Airport Land Use Commission,
Public Utilities Code (Chapter4, Article 3.5) (Appendix B). The legislative intent of this statue is expressed
as ... to provide for the orderly development of each public use airport in this state and the area
surrounding these airports so as to promote the overall goals and objectives of the California airport noise
standards ... and -to prevent the creation of new noise and safety. problems. It is the purpose of this article
to protect public health, safety and welfare by ensuring the orderly expansion of airports and the adoption
of land use measures that minimize the public's exposure to excessive noise and safety hazards within areas
around public airports to the extent these areas are not already devoted to incompatible uses."
Various alternative processes have been defined in the statute for adopting and implementing processes that
counties can use to help ensure that proposed land use development in the vicinityof public use airports will
be evaluated and designed for compatibility with airport activities. These alternatives range from
establishmentof an airport land use commission to adoption by the county and affected cities of an Airport
Land Use Compatibility Plan.
LOCAL AGENCY IMPLEMENTATION
This Kern County Airport Land Use Compatibility Plan will be adopted by the County of Kern and the
incorporated cities of Bakersfield, California City, Delano, Shafter, Taft, Tehachapi, and Wasco as a
guidance document for the regulation of land uses around the various public use, airports found in the
County and those cities. The initial action will be each affected agency's governing body adopting. a
resolution that states their intention to participate in the alternative process detailed in this Compatibility
Plan as their compliance with the statute. Once each agency's governing body has adopted a resolution, it
must be determined by those agencies how each will implement, amend, and update the document. The
adoption and amendment process must include notification of interested parties and provisions for a public
hearing.
The County and affected cities have several options for implementation of this,Compatibility Plan:
Adopt a Stand -Alone Document- One choice is to adopt this plan (Chapters I, 2, 3, 5, 6 in entirety,
Chapter 4: Introduction and Relevant Airports) as a stand-alone document separate from the
General Plan. The specific method by which this action could be taken,would be decided by each
agency, with some modification of the General Plan for cross-referencing.
— Adopt as an Element of General Plan - Another option is to adopt the applicable sections of this
plan, primarily Part I - Required Information, Chapters 1, 2, 3 and Chapters 1, 2, 3: Introduction and
Relevant Airports, as an Airport Element of the General Plan. Some revisions to other elements of
the General Plan may also be necessary.
Incorporate into Existing Elements of General Plan -A third alternative is to incorporate the various
components of this plan into existing elements of the General Plan. For example, noise policies
could be inserted into the Noise Element, safety policies could be placed into a Safety Element, and
Introduction
f
the primary compatibiIitycriteria and associated maps plus the procedural policies might fit into the
Land Use Elements.
Further implementation could also be identified at this time by the agencies in regards to the use of such
devices as: Zoning Ordinances, airport overlay zones or combining districts, easement and deed notices,
and specific land use compatibility matrixes. Examples of these materials are included in Chapter 5:
References.
Finally, upon adoption by the County and cities of:the relevant version of the Compatibility Plan, each
jurisdiction must undertake a review of their General and Specific Plans and, within 180 days, bring them
into conformity with the Compatibility Plan.
USING THIS DOCUMENT
This Kern County Airport Land Use Compatibility Plan is divided into two parts:
Part I - Required Information
— * Part 2 = Supporting Information
After choosing the appropriate option for implementation, the agency would modifythis plan for adoption.
The essential portions of this plan are Part I: Required Information, Chapter 4: Individual Airports:
Policies, Compatibility Maps, Background Data (:introduction and jurisdictionally relevant airports), and
Chapter 6: References, Appendix A: FAR Part 77 regulations. Chapter 5 and the remainder of Chapter 6
can be incorporated, eliminated, or modified at the agencies' discretion.
This modular approach allows jurisdictions to easily modify the document for adoption by their method of
choice and remain current by obtaining updates from the airport within their jurisdiction. As detailed in
Chapter 2 if, over time,.the individual airport plans change, the County or affected city is responsible for
amending whatever vehicle (stand-alone document,. General Plan incorporation, or separate element) they
used to implementthe Compatibility Plan. The agency must then forward copies of the amended individual
airport plans to the California Department ofTransportation, Division ofAeronautics. That agency can then
maintain a complete updated set of the Countywide plan.
Introduction 2.
1.0 GENERAL APPLICABILITY
1.1 Purpose
The purpose of this Kern County Airport Land Use Compatibility Plan is to establish procedures.
and criteria by which the County of Kern and the affected incorporated cities can address
compatibility issueswhen making planning decisions regarding airports and the land uses around
them.
This Airport Land Use Compatibility Plan is adopted by the County of Kern and the affected
incorporated cities of Bakersfield, California City, Delano, Shafter, Taft, Tehachapi, and Wasco as
a guidance document for the regulation of land uses around the various publicuse airports found
in the County and those cities.
1.2 Adoption and Amendment
The County and the affected cities shall each. establish necessary processes and procedures for the
preparation, adoption, amendment, update, and implementation of the Compatibility Plan within
their own jurisdictions. The procedures shall include:
(a) Processes for the notification of the general public, land owners, interested groups, and
other public agencies regarding the preparation, adoption, amendment and implementation.
of the Airport Land Use Compatibility Plan.
(b) Processes for the mediation of disputes arising from the preparation, adoption, amendment,
and implementation of the Airport Land Use Compatibility Plan.
1.2.1 Consistency Review
Upon adoption, each jurisdiction must undertake a review of their General and Specific
Plans and, within 180 days, bring them into consistency with the Compatibility Plan. .
1.2.2 Updating the Plans
Upon adoption of the relevant Compatibility Plan by theCounty and affected cities, each
separate jurisdiction shall be responsible for updating the individual airport policies,
compatibility maps, and background data as it pertains to the airport(s)within each separate
jurisdiction. The agency will forward copies of the amended individual airport plans to the
Department of Transportation, Division of Aeronautics.
1.3 Geographic Scope
These policies apply within the following areas of Kern County:
1.3.1 Airport Influence Areas
Airport Land Use Compatibility Plan 1-1
a. All properties on which the land uses could be affected by present or future aircraft
operations at the following airports in Kern County and properties on which the
land uses could affect said airports:
(1) Bakersfield Municipal Airport
(2) California City Municipal Airport
(3) Delano Municipal Airport
(4) Elk Hills-Buttonwillow Airport
(5) Inyokern Airport
(6) Kern Valley Airport
(7) Lost Hills Airport
(8) Meadows Field Airport
(9) Mojave Airport
(10) Mountain Valley Airport
(11) Poso Airport
(12) Rosamond Airport
(13) Shafter Airport
(14) Taft Airport
(15) Tehachapi Municipal Airport
(16).- Wasco-Airport
b. The specific limits of the influence area.for each airport are depicted on the respec-
tive Compatibility Map for that airport as presented in Chapter 3.
C. China Lake NAWS, Edward Air Force Base, and Joint Service Restricted R-
2058 Complex
All properties underlying the Joint Service Restricted R-2058 Complex on which
the land uses could be affected by present or future military aviation flights,
including testing military aircraft and weapons. Compatibility issues are detailed
in Section 4.17.
Airport Land Use Compatibility Plan 1-2
1.4
1.5
1.3.2. Countywide Impacts on.Flight_Safety
Those lands, regardless of their location in the county, on which the uses could adversely
affect the safety of flight in the county. The specific uses of concern are identified in
Paragraph 1.4.
1.3.3. New Airports and Heliports
The site and environs of any proposed new public -use or special -use airport or heliport (as
defined by the California Department of Transportation) anywhere in the county.
Types of Airport Impacts
1.4.1.; Principal Compatibility Concerns
The principal airport land use compatibi Iityconcerns regarding the airports in Kern County
fall into four categories:
a. . Exposure to aircraft noise;
b. Land use safety with respect both to people and property on the ground and the
occupants of aircraft;
C. Protection of airport airspace; and
d. General concerns related to aircraft overflights.
1.4.2. Other Airport Impacts
Other impacts sometimes created by airports (e.g., air pollution, automobiletraffic, etc.) are
not acknowledged by these compatibility policies, but are addressed through other
programs.
Relationship to Local General Plans and Zoning
1.5.1 Land Use Designations
The airport land use compatibility criteria included herein are intended to ensure that local
general plans, specific plans, and zoning ordinances take into account factors which
influence compatibility between airports and the surrounding land uses.
a. Airport -vicinity land uses designated in general plans,specific plans, and zoning
ordinances should be made consistent with the airport land use compatibility
criteria to the extent that the affected areas are not already extensively developed.
b. At the time of adoption of this plan, all existing land uses fall into one of three
categories: (1) consistent with the airport compatibility criteria; (2) approved with
conditions after a review of the previous Airport Land Use Commission; or (3)
approved by an override by a local governing body of previous Airport Land Use
Airport Land Use Compatibility Plan 1-3
Commission decision. All existing land uses are, therefore, consistent with this '
plan.
1.5.2 Relationship to CEQA
For projects subject to CEQA, this document can be considered a source document and
used as a reference and guidance in evaluating impacts and designing mitigation. This
document is not to take the place of required notification and consultation with affected
airports, but as a supplemental source of information.
1.6 Review of Individual Development Actions
1.6.1 Types of Actions Reviewed
In addition to those items noted in Public Utilities Code Section 21676, proposals for major
public or private land use developments which have the potential to substantially affect
nearby airport activities or be. substantially affected by those activities shall be subject to
compatibility review. Except as noted under special conditions Section 2.1.3), the corn-
patibility review processshall apply to the followingtypes of land use development located
within the airport influence areas defined in Section 1.3.1:
a. Any project requiring the adoption or amendment of a general plan, specific plan,
zoning ordinance, or building regulation.
b. Proposed residential development, including land divisions, consisting of five or ( '?
more dwelling units or five or more parcels.
C. Requests for variance from the height limits established by a local zoning ordi-
nance.
d. Amendment or adoption of airport master plans.
e. Any, proposed land use action, as determined by the respective local planning
agency, involving a question of compatibility with airport activities.
1.6.2 Project Submittal Information
When review of a land use development proposal is required under these airport land use
compatibility policies(that is, the proposed development falls within an airport influence
area and is of a type listed in Paragraph 1.6.1), the following information shall be provided
by the applicant in addition to the information ?otherwise required by the county or city:
a. An accurately scaled map showing the relationship of the project site to the airport
boundary and runways. '
b. If applicable, a detailed site plan showing ground elevations, the location of
structures, open spaces, and water bodies, and the heights of structures and trees.
C. A description of permitted or proposed land uses and requirements of said uses.
Airport Land Use Compatibility Plan 1-4
d. For residential uses, an indication of the potential or proposed number of dwelling
units per acre; or, for non-residential uses, the number of people potentially
occupying the total site or portions thereof at any one time.
1.6.3 Required Findings
a. Prior to the approval of a proposal involving any of the above types of land use
development, specific .findings shall be made that such development is consistent
with the primary compatibility criteria and/or. the supporting criteria for noise,
safety, airspace protection, and overflight.
b. Airport land use compatibility also should be considered during local processing
of other proposed land use development actions of types not listed in Paragraph
1.6.1 if the proposals involve an airport influence area. However, significant
compatibility concerns are not likely to result from such actions and adoption of
specific findings will not normally be necessary.
1.7 Relationship to Airport Operations and Plans
1.7.1 Existing Public -Use Airports
These compatibility. policies are intended to help promote compatibility between the
airports and land uses in the vicinity of each.
a. The compatibility policies and maps included in Chapter 3 are based upon and are
consistent with currently known plans or assumptions regarding the future devel-
opment and use of each airport.
b. Nevertheless, to the extent that any proposals to further develop the airports or
change the character of their use are subject to city or county permits or other
approval,such proposalsshould be reviewed for consistency with these compatibil-
ity policies.
C. Prior to the approval of a proposal involving any type of land use development, as
stated in section 1.6.1, or other review as required by a Specific Plan, specific
findings shall be made that such development is compatible with the training and
operational missions of the military aviation installations. Incompatible land uses
that result in significant impacts to the military mission of Department of Defense
installations or to the Joint Service Restricted R-2058 Complex that can not be
mitigated, shall not be considered consistent with this plan.
1.7.2 Project Submittal Information
Any application for construction ofa-new airport or heliport for.whicha.state airport permit
is required shall include sufficient information to enable adequate assessment of the
proposal's noise, safety, height restriction, and overflight impacts. At a minimum,
information to be submitted shall include:
Airport Land Use Compatibility Plan 1-5
a. A layout plan drawing of the proposed facility showing the location of: (l)
property boundaries; (2) runways or helicopter takeoff and landingareas; and (3)
runway protection zones or helicopter approach/departure zones.
b. Airspace surfaces in accordance with Federal Aviation Regulations, Part 77.
C. Activity forecasts, including the number of operations by each type of aircraft
proposed to use the facility.
d. Proposed flight track locations and projected noise contours or other relevant noise
impact data.
e. A snap showing the existing and planned land uses in the vicinity of the proposed
airport or heliport.
f. Identification and proposed mitigation of impacts on surrounding land uses.
1.7.3 Required.Findings
Prior to approval of a development plan for an existing or proposed public -use or special -
use airport or heliport, specific findings shall be made regarding the compatibilit3of that
development with existing and planned land uses in the vicinity. Specific factors to be
considered are defined in Section 2.2.
1.7A Airport Operations
These compatibility policies are not intended to restrict the aircraft activity or other uses of
the airports currently allowed by federal and state laws and any applicable local ordinances
or permits.
1.8 Relationship to Other Local Agencies
1.8.1 Notification of Other Agencies
In addition to internal review, the primary agency involved (the County of Kern or affected
incorporated. cities) shall refer information on certain actions involving airport land use
compatibility issues to other involved agencies, including the appropriate airport, for review
and comment.
1.8.2 Types of Actions Involved
Actions for which notification shall be provided include any proposed land use plan amend-
ment or individual development action which affects the airportinfluence area described
in Section 1., 3.1 and is of a type listed in Section 1.6. The specific portions of the airport
influence areas for which project referral shall be made are as follows:
a. Where the County is the lead agency for project approval and incorporated lands
of an affected/effected city fall within the airport influence area, the County shall
notify the affected/effected city of the application.
Airport Land Use Compatibility Plan 1-6
b. Where an affected/effected. city. is the lead agency for project approval and
unincorporated lands are located within the airport influence area, the city shall
notify the County.
1.8.3 Responsible Agency
Notification of other local agenciesdoes not shift the primary responsibility for action on
a proposed land use or airport development proposal from the jurisdiction within which the
development would occur.
1.8.4 Discretionary Projects
Projects requiring a public hearing prior to approval shall provide notification to the public
as required by the specific type of action.
Airport Land Use Compatibility Plan 1_7
CHAPTER 2
2.0 COMPATIBILITY REVIEW POLICIES
2.1' Land Use Actions
2.1.1 Primary Criteria
The compatibility of land uses in the vicinity of the airports covered by this plan shall be
evaluated in terms of. (1) the Primary Compatibility Criteria table (Table 2A) and
accompanying notes; (2) the Land Use Compatibility Plan map for each airport (Chapter
4); and (3) specific policies established for individual airports (Chapter 4). The Primary
Compatibility Criteria table defines six zones and related limitations on uses labeled Zone
A, Bi, BZ, C, D, and E.
2.1.2 Function of Supporting Criteria
The Primary Compatibility Criteria matrix (Table 2A) represents a compilation of
compatibility criteria associated with each of the four types of airport impacts listed in
Section 1.4. For the purposes of preparing or amending community land use plans and
zoning ordinances, as well as in the review of most individual development proposals, the
criteria in the matrix are anticipated to since. However, certain complex land use actions
may require more intensive review. The additional supporting compatibility criteria
outlined in Chapter 3 are provided for use in those circumstances.
2.1.3 Existing Plans
Existing land use designations, as of the time of adoption of this Compatibility Plan, have
been adopted in accordance with Section 21670 of the California Public Utilities Code.
Implementation of those land use designations through adoption of land use zone
classifications, approval oftentative tracts, and similar actions are consistentwith the intent
of Section 21670 of the California Public Utilities Code of this plan.
2.1.4 Infill
Where substantial incompatible development already exists, additional infill develop-
ment of similar land uses may be allowed to occur even if such land uses are to be prohibit-
ed elsewhere in the zone as detailed in Airport Specific Policies in Chapter 4. This
exception does not apply within the Compatibility Zone A.
Airport Land Use Compatibility Plan
2-1
Policies / Chapter 2
Table 2A
Compatibility Criteria
Kern County Airport Land Use Compatibility Plan
Fkbslom- far
A)
ar
"�?ffl6
0
&06le/W
It
A,'
Runway Protection Zone or
High risk
0
10
All
within Building Restriction
High noise levels
Remaining
Line
Approach/Departure Zone and
Substantial risk aircraft
0.1
60
30%
Adjacent to Runway
commonly below 400 ft. AGL
or within 1,000 ft. of runway
Substantial noise
Extended Approach/Departure
Significant risk — aircraft
0.5
60
30%
Zone
commonly below 800 ft, AGL
Significant noise
Common Traffic Pattern
Limited risk — aircraft at or
15
150
15%
below 1,000 ft. AGL
Frequent noise intrusion
D-"..',11
Other Airport Environs
• Negligible risk
No
Na
No
Potential for annoyance from
Limit
Limit
Requirement
overflights
"T.
Special Land Use
Compatibility Issues
15
150
No Require-
ment
`61
Zone
Othe t DeVe t
V
IRrm
oalli(TAdde
a
Norma It'
- Y-1
i -D
n"ditio
N"!*L
A
All structures except
Dedication of avigation
Aircrafttieclown apron
Heavy poles, signs,
ones with location set
easement
Pastures, field crops,
large trees, etc.
by aeronautical func-
vineyards
tion
Automobile parking
Assemblages of peo-
pie
'
f"
O b
UD; cts exceeding
FA Part 77 height
.17
limits
Hazards to flight'
Schools, day care con-
Locate structures
Uses in Zone A
Residential subdivi-
ters, libraries
maximum distance
Any agricultural use
sions
Hospitals, nursing
from extended runway
except -ones attracting
Intensive retail uses
4J,
homes
centerline
bird flocks
Intensive manufactur-
Highly noise -sensitive
Dedication of avigation
Warehousing, truck
Ing or food processing
uses (e.g. amphithe:-
easement
terminals
uses
aters)
Two-story offices
Offices with more than
Storage of highly flam-
Single-family homes
two stories
moble materials
on an existing lot
. Hotels and motels
Hazards to flight'
Schools
Dedication of overflight
- Uses in Zone B
- Large shopping malls
•w 4_1W
Hospitals, nursing
easement for residen-
- Parks, pia grounds
Theaters, auditoriums
4A
homes
tial uses
Most retaVuses
Large sports stadiums
Hazards to flights
Duplexes and
Hi -rise office buildings
&medium>ciensltp apart-
_.withmora.thanfour
ments
stories
Two-story motels
Hazards to flights
Deed notice required
All except ones haz-
for residential develop-
arclous to flight
ment
E`
Hazards to flights
Special development
Unique circumstance
conditions
land use
development"
2-2
®� Policies / Chapter 2
■
Table 2A Continued
Compatibility Criteria
Kern County Airport Land Use Compatibility Plan
NOTES
I Zones may also apply elsewhere if an airport has atypical operational procedures or specialized aircraft
activities.
2 Residential parcels should not contain more than the indicated number of dwelling units per gross acre.
Clustering of units is encouraged as a means of meeting the Required Open Land requirements.
3 The land use should not attract more than the indicated number of people per acre at any time. This
figure should include all individuals who may be on the property (e.g., employees, customers/visitors,
etc.). These densities are intended as general planning guidelines to aid in determining the acceptability
of proposed land uses.- Special short-term events related to aviation (e.g. air shows), as well as non -
aviation special events, are exempt from the maximum density criteria.
4 Open land requirements are intended to be applied with respect to the entire zone. This is typically
accomplished initially as part of the community's general plan or a specific plan.
5 May be modified by airport -specific policies or decision of local governing bodywith appropriate adopted
findings based upon evidence in the record.
6 See Policy Section 3.3.
7 Within the 131 and B2 zones, only the following flammable materials are permitted: aviation fuel, other
aviation -related materials, and up to 2,000 gallons of nonaviation materials;
8 These conditions do not apply to ministerial actions.
9 These uses typically can be designed to meet the density requirements and other development
conditions listed.
10 These uses typically do not meet the density and other development conditions listed. They should be
allowed only if a major community objective is served by their location in this zone and no feasible
alternative location exists.
9 1 The E zone accommodates land uses with special characteristics that are not normally allowed -in the
C Zone. Each E zone is unique to the requested land use and each individual airport. Special
cohditions-of development may be formulated in order to minimize flight hazards.
Source: Comprehensive Airport Land Use Plan (1996)
2-3
a. Projects can be considered "infill" if they meet all of the following criteria:
(1) The infill area is bounded by uses similar to those proposed.
(2) The infill area would not extend the perimeter of the area developed with
incompatible uses.
(3) Development of the infill area does not otherwise increase the intensity
and/or incompatibility of use through use permits, density transfers or
other means.
b. Areas which qualify as infill will be determined during the review of local plans
and polipies.
2.1.5 Land Use Conversion
The compatibility of uses in the airport planning areas shall be preserved to the maximum
feasible extent. The conversion of land from existing or planned agricultural, industrial or
commercial use to residential uses within any airport's traffic area (Compatibility Zones A,
B, and C) is discouraged.
2.2 Airport Development Plans
2.2.1 Airport Improvement Plans
When reviewing future master plans or other plans for improvementof existing public -use
airports covered by these policies, land usecompatibility issues should be evaluated with
respect to potential changes in noise, overflight,,and safety impacts or height restrictions
which would result from the plans' implementation. Inconsistencies between such plans
and the compatibility policies herein may occur if the airport improvement plans include:
a. New activity. forecasts. which are -(I) significantly, higher than those. used in
devel'opingthe Compatibility Maps in Chapter or(2) assume a higher proportion
of larger•or noisier aircraft..
b. Proposals for facilities or procedures not assumed herein; specifically:
(1) Construction of a new runway or helicopter takeoff and landing area.
(2) Change in the length, width, or landing threshold location of an existing
runway.
(3) Establishment of an instrument approach. procedure.
(4) Modification of the flight tracks associated with existing visual or instru-
ment operations procedures.
4,
2.2.2 New Airports and Heliports
Airport Land Use Compatibility Plan 2-4
When reviewing plans for a new airport, heliport, or other permanent aircraft landing site,
the review should examine the relationships between existing and planned land uses in the
vicinityofthe proposed facilityand the impactsthat the facility would have upon these land
uses. Questions to be considered include:
a. Would the existing or planned land uses be considered incompatible with the
airport of heliport if the latter were already in existence?
b. What measures are included in the airport or heliport proposal to mitigate the noise,
safety, and height restriction impacts on surrounding land uses? Such measures
might include:
(1) Location of flight tracks so as to minimize the impacts.
(2) Other operational procedures to minimize impacts.
(3) Acquisition of property interests (fee title or easements) on the impacted
land.
Airport Land Use Compatibility Plan 2-5
CHAPTER 3
3.0 SUPPORTING COMPATI13ILITY CRITERIA
3.1 Noise
3.1.1 Projected Noise Levels
The evaluation of airport/land use noise compatibility shalI consider thefuture, Community
Noise Equivalent Level (CNEL) contours of each airport. These contours are calculated
based upon aircraft activity forecasts which are set forth in an airport master plan or which
are considered by the local agency to be plausible (refer to activity data and noise exposure
maps for individual airports in Chapter4). The county and cities should periodically review
the projected noise level contours and update them if appropriate.
1. 3.1.2 Application of Noise Contours
The locations of CNEL contours are one of the factors used to define compatibility zone
boundaries and criteria. It is intended that noise compatibility criteria be applied at the
general plan, specific plan, or other broad -scale level. Because of the inherent variability
of fight paths and other factors that influence noise emissions, the depicted contour
boundaries are not absolute determinants of the compatibilityor incompatibilityof a given
land use. Noise contours can only quantify noise impacts in a general: manner; except on
large parcels or blocks of land, they should not be used as site design criteria.
3.1.3 Noise Exposure in Residential Areas
The maximum CNEL considered normally acceptable for residential uses outside the
influence areas of the airports covered by this plan is 65 dB.
3.1.4 Noise Exposure for Other Land Uses
Noise level compatibi I ity standards for:other.types.of land uses.shall be applied in;the same
manner as the above residential noise level criteria. Examples. of acceptable noise levels
for other land uses in an airport's vicinity are presented in Table 3A.
3.1.5 Other Noise Factors
The extent of outdoor activity associated with a particularland use is an important factor
to be considered in evaluating its compatibility with airport noise. Inmost locations, noise
level reduction measures (such as installation ofsound insulation or noise barriers) are only
effective in reducing interior noise levels.
Airport Land Use -Compatibility Plan 3-1
Policies / Chapter 2
3-2
Table 3A
Noise Compatibility Criteria
CNEL, dBA
LAND USE CATEGORY
5M5 55-60- -
Residential
single family, mobile homes
++ + o -- --
multi-family, apartments, condominiums ++ + o -- --
Public
schools, libraries, hospitals
+ o — — — — —
churches, auditoriums, concert halls + o o — --
transportation, parking, cemeteries ++ ++ ++ + o
Commercial and Industrial
offices, retail trade
++ + o o
service commercial, wholesale trade, .
warehousing, light industrial ++ ++ + 0 0
general manufacturing, utilities,
extractive industry
++ ++ ++ + +
nursing homes
++ ++ + — —
Agricultural and Recreational
cropland
++ ++ ++ ++ +
livestock breeding
++ + o o —
parks, playgrounds, zoos
++ + + o —
golf courses, riding stables,
water recreation
++ ++ + 0 0
outdoor spectator sports
++ + + o —
amphitheaters
+ o — -- --
LAND USE AVAILABILITY
INTERPRETATION/COMMENTS
++ Clearly Acceptable
The activities associated with the:.specified land use can be carried out with essentially no
interference from the noise exposure.
+ Normally Acceptable
Noise is a factor to be considered in that slight interference with outdoor activities may occur.
Conventional construction methods will eliminate most noise intrusions upon indoor activities.
o Marginally Acceptable
The indicated noise exposure will cause moderate interference with outdoor activities and With
Indoor activities when windows are open. The land use is acceptable on the conditions that
outdoor activities are minimal and construction features which provide sufficient noise attenua-
tion are used (e.g., installation of air conditioning so that windows can be kept closed). Under
other circumstances, the land use should be discouraged.
— Normally Unacceptable
Noise will create substantial interference with both outdoor and indoor activities. Noise intrusion
upon indoor activities can be mitigated by requiring special noise insulation construction. Land
uses which have conventionally constructed structures and/or involve outdoor activities which
would be disrupted by noise should generally be avoided.
-- Clearly Unacceptable
Unacceptable noise intrusion upon land use activities will occur. Adequate structural noise
insulation is not practical under most circumstances. The indicated land use should be avoided
unless strong overriding factors prevail and it should be prohibited if outdoor activities are
involved.
Source: Hodges & Shutt (1993)
3-2
3.1.6 Single -Event Noise Levels
S ingle-event noise levels should be considered when evaluating the compatibilityof highly
noise-sensitiveland uses such as schools, libraries, and outdoor theaters. Single -event noise
levels are especially important in areas which are regularly overflown by aircraft, but which
do not produce significant. CNEL contours. Flight patterns for each airport should be
considered in the review process. Acoustical studies or on-site noise measurements may
be required to assist in determining the compatibility of sensitive uses.
3.2 Safety
3.2.1 Objective
The intent of land use safety compatibility criteria is to minimize the risks associated with
an off -airport aircraft accident or emergency landing.
a. Risks both to people and property in the vicinity of an airport and to people on
board the aircraft shall be considered.
b. More stringent land use controls shall be applied to the areas with greater potential
risk.
3.2.2 Risks to People on the Ground
The principal means of reducing risks to people on the ground is to restrict land uses so as
to limit the -number of people who might gather in areas most susceptible to aircraft
accidents. A method for determining the concentration of people for various land uses is
provided in Appendix B.
3.2.3 Land Uses of Particular Concern
Land uses of particular concern are ones in which the occupants have reduced effective
mobility or are unable to respond to emergency situations. Children's schools, hospitals,
nursing homes, and other uses in which.the.majority of occupants are children, elderly,
and/or handicapped are inappropriate within Compatibility Zones A, B, and C.
a. This general policy may be superseded by airport specific policies (see Chapter 4).
b. This general policy may be superseded by decision of local governing body with
appropriate adopted findings.
C. Hospitals are medical facilities which include provision for overnight stays by
patients. Medical clinics..are permitted in Compatibility Zones B and C provided
that these facilities meet the maximum density standards found in Table 2A,
Primary Compatibility Criteria.
3.2.4 Other Risks
Airport Land Use Compatibility Plan 3-3
Storage of fuel or other hazardous materials shall be prohibited in Compatibility Zone A
and subject to restrictions in the B zones as identified in Table 3A.
3.2.5 Open Land
In the event that an aircraft is forced to land away from an airport, therisks to the people
on board can best be minimized by providing as much open land area as possiblewithin the
airport vicinity. This concept is based upon the fact that the majority of aircraft accidents
and incidents occurring away from an airport runway are controlled emergency landings
in which the pilot has reasonable opportunity to select the landing site.
a. To qualify as open land, an area must be:
(1) Free of structures and other major obstacles such as walls, large trees or
poles, and overhead wires.
(2) Have minimum dimensions of at least 75 feet by 300 feet.
b. Roads and automobile parking lots are acceptable as open land areas if theymeet
the above criteria.
C. Open land requirements for each compatibility zone are to be applied with respect
to the entire zone. Individual parcels may be too small to accommodate the
minimum -size open area requirement. Consequently, the identification of open
land areas must initially be accomplished at the general plan or specific plan level
or as part of large -acreage projects.
d. Clustering ofdevelopmentand providing contiguous landscapedand parking areas
is encouraged as a means of increasing the size of open land areas.
e. Building envelopes and the airport compatibility zones should be indicated on all
development plans and tentative maps within an airport's planning area in order to
assure that individual development projects�provide the open land areas identified
in a general plan, specific plan, !or other large-scale plan.
3.3 Airspace Protection
3.3.1 Height Limits
The criteria for limitingthe height of structures, trees, and other objects in the vicinity of
an airport shall be set in accordance with Part 77, Subpart C, of the Federal Aviation
Regulations and with the United States Standard, for Terminal Instrument Procedures
(TERPS). Airspace plans for each airport which depict the critical areas for airspace
protection are provided in Chapter 4.
3.3.2 Avigation Easement Dedication
The owner of any property proposed for development within Compatibility Zones A and
B may be required to dedicate an avigation easementto the jurisdiction owning the airport.
Airport Land Use Compatibility Plan 3-4
a. In cases where the airport is privately owned, the avigation easement may be
dedicated to the county or city in the name of the airport. An easement dedicated
for the benefit of a private airport shall remain in force only as long as the airport
remains open for public use. An airport shall be considered to be a public -use
airport only if it has a current state airport permit in either the public -use or special -
use category.
b. The avigation easement shall:
(1) Provide the right of flight in the airspace above the FAR Part 77 imaginary
....'stirfaces-above-the--property;
(2) Restrict the height of structures, trees and other objects; and
(3) Permit access to the property for the removal or aeronautical marking of
objects exceedingthe established height limit. An example ofan avigation
easement is provided in Appendix E.
C. Within Compatibility Zones A and B, height restrictions of less than 35 feet may
be required. See the airspace plan for the specific airport or review FAR Part 77.
3.3.3 Minimum Restriction
Otherthan within Compatibility Zones A and B, no restrictions shall be setwhich limit the
height of structures, trees, or other objects to less than 35 feet above the level of the ground
on which they are located even if the terrain or objects on the ground may penetrate Federal
Aviation Regulations Part 77 surfaces.
a. In locations within Compatibility Zone C wherethe ground level exceeds or comes
within 35 feet of a Part 77 surface, dedication of an avigation easement limiting
heights to 35 feet shall be required in accordance with Paragraph 3.3.2. (This
policy may be applicable to future airports; there are no such locations near the
existing airports in Kern County.)
3.3.4 FAA Notification
Proponents of a project which may exceed a Part 77 surface must notify the Federal
Aviation Administration as required by FAR Part77, SubpartB, and by the California State
Public Utilities Code Sections 21658 and 21659. (Notification to the Federal Aviation
Administration under FARPart 77, Subpart B, is required even for certain proposed con-
struction that does not exceed the height limits allowed by Subpart C of the regulation's.
Refer to Appendix A for the specific Federal Aviation Administration notification re-
quirements.)
a. LocaIjurisdictions shall inform project proponents ofthe requirements for notifica-
tion to the Federal Aviation Administration.
b. The requirement for notification to the Federal Aviation Administration shall not
necessarily trigger an airport compatibility reviewof an individual project by the
Airport Land Use Compatibility Plan 3-5
local agency (county or city) if the project is otherwise in conformance with the
compatibility criteria established herein.
r
C. Any project submitted for airport land use compatibility review for reason of
height -limit issues shall include a copy of FAR Part 77 notification to the Federal
Aviation Administration.
3.3.5 Other Flight Hazards
Land use characteristics which may produce hazards to aircraft in flight shall not be
permitted within any airport`-s=inflluence area -Spe -iflc�characteristies to°be•avoide-d include:
a. Glare, distracting lights, or light patterns which could be mistaken for airport lights;
b. Sources of dust, steam, or smoke which may impair pilot visibility;
C. Sources of electrical interference with aircraft communications or navigation; and
d. Any use, especially landfills and certain agricultural uses, which may attract large
flocks of birds.
e. Any light or series of lights which may cause visual discomfort or loss of
orientation during critical phases of flight.
3,3.6 Special Land Use.Development
a. The Compatibility Criteria Zone E will accommodate a project that has the
,potential to create one or more flight hazards.
b. The airport operator will be consulted to consider and comment on issues affecting
the airport, including height limitations,, lighting; dust, and bird hazards and
recommend developmental conditions to ensure the airport is not affected.
C. The Zone E will be created only within the boundaries of the Zone C.
3.4 Overflights
3.4.1 Nature of Impact
All locations within an airport influence area are regarded as potentially subject to routine
aircraft..overflight...Aithough sensitivity. to aircraft .overflights .varies,from.one.person .to
another, overflight sensitivity is particularly important within residential land uses.
a. The County of Kern *and the -affected incorporated- cities may -establish a zoning
district or overlay zone for all properties located within the influence area of the
public -use airport(s) within their jurisdiction. One function of such an ordinance
would be to provide constructive notice as to: (1) what real property is within an
airport influence area; and (2) the obligations of a seller of real property to disclose
.information regarding the.airports proximity to.any.proVecdv.e.buyer.
Airport Land Use Compatibility Plan 3-6
a. The conversion of land from existing or planned agricultural, industrial, or
commercial use to residential uses within Compatibility Zones A and B is discour-
aged.
b. In Compatibility Zone C, general plan amendments (as well as other discretionary
actions such as rezonings, subdivision approvals, use permits, etc.) which would
convert land to residential use or increase the density of residential uses should be
subject to careful consideration of overflight impacts.
Airport Land Use Compatibility.Plan 3.7
[a):f
4.0 INDPADUAL AIRPORTS: POLICIES, COMPATIBILITY MAP AND BACKGROUND
DATA
GENERAL INFORMATION
The Airport Land Use Compatibility Plan maps contained in this chapter are to be used in conjunction with
the Compatibility Criteria set forth in Table 2A. The Compatibility Zones shown on each map represent
areas in which the land use compatibility concerns are similar in character. The zone boundaries reflect
consideration of both noise and safety concerns.
The boundaries of the six compatibility zones were initially set according to the methodology described
below. These boundaries were then modified to take into account aircraft traffic pattern restrictions, distinct
geographic features, and other factors unique to each airport.
Zone A: The building restriction lines were used to define the lateral limits of this zone. Building
restriction lines are commonly set so that structures up to 35 feet in height remain below the airspace
surfaces defined by Federal Aviation Regulations Part 77. The length of this zone is defined by the runway
Protection zones (formerly called clear zones). Runway protection zone dimensions are set in accordance
with Federal Aviation Administration standards for the proposed future runway location, length, width, and
approach type. Building restriction line and runway data were taken from the approved Airport Layout Plan
for each airport.
Zone BI: The outer boundary of the Approach/Departure Zone is defined as the area where aircraft are
( commonly below 400 feet above ground level. For visual runways; this location encompasses the base leg
of the traffic pattern as commonly flown. For instrument runways, the altitudes established by approach
procedures are used. Zone B 1 also includes areas within 1,000 feet laterally from the runway centerline.
This zone should include the 65 CNEL noise contour; its dimensions may need to be expanded in some
cases.
Zone B2: The Extended Approach/Departure Zone includes areas where aircraft are commonly below 800
feet above ground level on a straight -in approach or straight-out departure. It applies to runways with more
than 500 operations per year by large aircraft (i.e, over 12,500 pounds maximum gross takeoff weight)
and/or runway ends with more than 10,000 total annual takeoffs. The 60 CNEL contour should be
encompassed within this zone.
Zone C: The outer boundary of the Common Trak Pattern Zone is defined as the area where aircraft are
commonly below 1,000 feet above ground level (i.e., the traffic pattern and pattern entry points). This area
is -ems ideredto extend'5.too0Teet�lateml°ly+,om,therunway,centerl nve:,-L-engtft,alongthe•runway�s axis -will
vary from 5,000 to 10,000 feet from the end of the runway's primary surface. The length depends upon the
runway classification (visual versus instrument), and the type and volume of aircraft accommodated. For
runways having an established track solely on one side, the shape of the zone is modified accordingly.
Zone D: This zone will be within the boundaries of Zone C for the purpose of accommodating development
of schools, hospitals, and nursing homes.
Airport Land Use Compatibility Plan 4-1
Zone E: This zone wil l be within the boundaries of Zone C for the purpose of accommodating Special Land
Use Development. E J
INDIVIDUAL AIRPORT POLICIES
The policies listed in Chapters 1, 2, and 3 are intended to apply broadly to all of the airports within Kern
County. In some instances, however, policies addressing concerns specific to a single airport are necessary.
Such policies are presented on the pages which follow. Also, specific factors which affected the shape of
the compatibility.. map are noted.
r
Airport Land Use Compatibility Plan
4-2
Intentionally
Left
Blank
Airport Land Use Compatibility Plan 4-3
4.1 Bakersfield Municipal Airport
Airport Land Use Compatibility Plan 44
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4-6
Table 4-1
Airport Environs
Bakersfield Municipal Airport
AIRPORT LOCATION AND ACCESS
LOCAL LAND USE PLANS AND ZONING
• Located 3 miles south of the central business district
of city.
2010 Plan — Adopted in March 1990 with
• Airport and approaches in city jurisdiction.
subsequent
amendments; Kern County General Plan adopted in
1982.
• Airport access via State Highway 128/South Union
Casa Loma Specific Plan — Joint City/County plan,
Avenue.
PLANNED LAND USES IN AIRPORT AREA
EXISTING AIRPORT AREA LAND USES
Continued infill of commercial and industrial uses.
General Character
No major development proposals currently active.
• Fully urbanized except for agricultural uses to the
southeast.
ESTABLISHED APPROACH PROTECTION MEA-
Commercial/industrial uses to the west. Mixture of
SURES
residential and open land north, east and south.
The Kern County Height Zoning Ordinance restricts
Runway Approaches
the height of objects in the Kern County portion of the
Airport's vicinity.
• Runway 16 (north) Approach — Open land within the
runway protection zone continuing out to 1/2 mile from
the runway end.
• Runway 34 (south) Approach — Open land within the
runway protection zone continuing out to 1/2 mile from
the runway end.
Traffic Pattern
• A mixture of commercial/industrial and residential
uses.
• No pattern on east side.
Source: Hodges & Shutt (October 1993)
4-6
Table 4-2
Airport Features
Bakersfield Municipal Airport
AIRPORT PROPERTY
• Ownership — City of Bakersfield.
• Size — 190 acres in fee.
Elevation — 378 feet MSL.
AIRPORT PLANNING
• Adopted Plans
Master Plan adopted in 1988.
Planned Improvements
– No change in runway dimensions or capacities.
– Possible future nonprecision instrument
approach.
BUILDING AREA
Location — Transient and principal based building
area in northeast corner. Secondary building area
midfield west of runway. Future corporate hangars
will be located to the east.
Aircraft Parking Capacity— 80 based and transient
tiedowns; 29 box hangars; 28 T -hangars.
Other Major Facilities — Fixed base operators
hangars and offices; fuel island; airport manager's
office; restaurant.
• Services — Fixed base operators provide a wide
range of general aviation services including:
instruction, rental, major repairs, charter, painting,
and propeller overhaul.
Source: Hodges & Shutt (October 1993)
Rarkrrrnrrnrin�s-, in�,,...r.._
RUNWAY SYSTEM
Runway 16-34 .
• Critical Aircraft — Medium business jet.
• Classification —Airport Reference Code B -II.
Dimensions — 4,000 feet long, 75 feet wide.
Lighting — Medium intensity runway lighting.
• Surface —Asphalt, very good condition.
Taxiways — Full-length parallel on west side;
Taxiway F provides access to northwest building
area,
RUNWAY APPROACHES
Runway16
• Approach Type — Visual.
• Runway Protection Zone — About half is currently
on airport property; balance is to be acquired.
• Approach Obstacles — No penetrations of approach
surface.
Runway 34
• Approach Type —Visual,
Runway Protection Zone —About half is currently
on airport property; balance is to be acquired.
• Approach Obstacles — No penetrations of approach
surface.
Traffic Pattern
• Location — Established pattern west of runway only.
Altitude — 800 feet above airport elevation.
Approach Procedure — None.
4-8
AIRCRAFT OPERATIONS
Data Not Available
TIME OF DAY DISTRIBUTION
Data Not Available
Source; State airport inventory (1993)
Background Data /Chanter 4
Table 4-3
Forecast Airport Activity
Bakersfield Municipal Airport
RUNWAY USE DISTRIBUTION
Data Not Available
FLIGHT TRACK DATA
• Pattern Altitude — 800 feet AGL.
• Right traffic on Runway 16 (no east side pattern).
4-10
Background Data /
Figure 4 - 4
Noise Contours
Bakersfield Municipal Airport
4-11
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4.2 California City Municipal Airport .
4.2.1
This map is based upon the 'icurrent airfield layout. The Airport Master Plan study currently
underway may result in significant changes. This may necessitate revision of the Comprehensive
Land Use Plan for this airport.
Airport Land Use Compatibility Plan 4-13
Individual Airport policies and Comnatibillty Mans
Figure 4 - 6
Comprehensive Land Use Plan
Callfomia City Airport
4-14
Background Data /Chapter4
i
Table 4-6
Forecast Airport Activity
California City Municipal Airport
AIRCRAFT OPERATIONS
RUNWAY USE DISTRIBUTION
Total
All Aircraft
Annual
Average Day
39,440
109
All Operations
82.0 ja
Runway 24
Distribution
Single -Engine
93.6%
Twin -Engine
Business Jets
5.5%
0.9%
FLIGHT TRACK DATA
• Pattern Altitude — 1,000 feet AGL.
TIME OF DAY DISTRIBUTION
Right traffic on Runway 24 (no south side pattern for
All Aircraft
powered aircraft).
Day .(0700-1900)
Evening (1900-2200)
98.0%
2.0%
All sailplane traffic south of Airport.
Night (2200-0700)
0%
Two landing strips south of parallel taxiway used for
sailplane landings.
Source: Aries (1989) for then current year.
4- 14A
Table 4-4
Airport Environs
California City Municipal Airport
AIRPORT LOCATION AND ACCESS
• Approximately 1 mile northeast of the central
business district of California City.
• Airport and most of approaches within city limits;
portion of approaches to north in unincorporated
portion of County.
• Access from State Route 14 via California City
Boulevard then Mitchell Boulevard.
EXISTING AIRPORT AREA LAND USES
General Character
• Most of the vicinity is undeveloped with scattered
residential subdivisions to the south.
Runway Approaches
• Runway 6 (west) Approach — Undeveloped.
• Runway 24 (east) Approach — Undeveloped.
Traffic Pattern
• Powered aircraft pattern only on north side;
undeveloped,
• Sailplane pattern only on south side; widely
scattered suburban residential.
Source: Hodges & Shutt (October 1993)
Background Data /Chapter4
LOCAL LAND USE PLANS AND ZONING
• California City General Plan — Adopted by City
1993; sets land use policies for environs.
• Kern County General Plan — Adopted 1982.
PLANNED LAND USES IN AIRPORT AREA
• Continuing infill of area south of the Airport with
residential uses. -.Balance of area designated for
agricultural or recreational uses.
• No major projects currently under consideration.
ESTABLISHED APPROACH PROTECTION
MEASURES
• Kern County Height Zoning Ordinance restricts the
height of objects in the Airport's vicinity.
4-15
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•'' :'::•:.•. V
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AG/OPEN LAND v
o
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PUBLIC FACILITY + ++++++++ + cona
+ + + + + + t t Raod
COMMERCIAL/INDUSTRIAL + + + + +
++++ + + + ++++++++ + 0 2000
MEDIUM DENSITY RESIDENTIAL + + + + + + + +
+ + + + Fact
HIGH DENSITY RESIDENTIAL
Source: Kern County General Plan.
Figure 4 - 7
.and Use Designations
California Gty Municipal Airport
4-16
Background Data /
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++++ + + + ++++++++ + 0 2000
MEDIUM DENSITY RESIDENTIAL + + + + + + + +
+ + + + Fact
HIGH DENSITY RESIDENTIAL
Source: Kern County General Plan.
Figure 4 - 7
.and Use Designations
California Gty Municipal Airport
4-16
Table 4-5
Airport Features
California City Municipal Airport
AIRPORT PROPERTY
Ownership — California City.
• Size —About 145 acres fee title.
Elevation — 2,437 feet MSL.
AIRPORT PLANNING
Adopted Plans
– Airport Layout Plan adopted in 1976,
Airport Master Plan study underway.
Planned Improvements
– Master Plan pending.
BUILDING AREA
• Location — South of runway
Aircraft Parking Capacity — 62 based and 12
transient tiedowns.
• 27 small hangars.
• Other Major. Facilities — Fuel island, fixed base
operator, and skydiving club hangars and offices.
Services — City staff provides fueling services; one
fixed base operator provides sailplane instruction
and rental; a skydiving club provides instruction and
equipment rental.
Source; Hodges & Shutt (October 1993)
RUNWAY SYSTEM
Runway 6-24
• Critical Aircraft — Light twin -engine propeller.
• Classification — Airport Reference Code B -I, small
aircraft.
• Dimensions — 6,035 feet long, 55 feet wide,
• Lighting — Medium -intensity runway edge lighting.
Surface — Asphalt, good condition.
• Taxiways — Partial parallel taxiway south of runway.
• Sailplanes - Sailplanes launched from parallel
taxiway. Landings made on landing strips south of
parallel taxiway.
RUNWAY APPROACHES
Runway 6
• Approach Type —Visual.
• Runway Protection Zone —About 1/3 is within
airport property line.
• Approach Obstacles — No penetrations of approach
surface.
Runway 24
• ApproachType— Visual.
• Runway Protection Zone — About 3/4 is on airport
property.
Approach Obstacles — No penetrations of approach
surface.
Traffic Pattern
• Location — Powered -aircraft pattern north of runway
only. Sailplane pattern south of runway only,
Altitude — 1,000 feet above airport elevation.
4-17
N L
Background Data /Chapter4
AIRCRAFT OPERATIONS
Total
Annual
39,440
Average Day
109
Distribution
Single -Engine
93.6%
Twin -Engine
5.5%
Business Jets
0.9%
TIME OF DAY DISTRIBUTION
All Aircraft
Day
92.0%a
Evening (01900-2200)
Night (2200-0700)
0%
Source: Aries (1989) for then current year.
4-19
Table 4-6
Forecast Airport Activity
California City Municipal Airport
RUNWAY USE DISTRIBUTION
All Aircraft
All Operations
Runway 6 18.0%
Runway 24 82.0%
FLIGHT TRACK DATA
• Pattern Altitude —1,000 feet AGL,
• Right traffic on Runway 24 (no south side pattern for
powered aircraft).
• All sailplane traffic south of Airport.
• Two landing strips south of parallel taxiway used for
sailplane landings.
Background Data /
Figure 4 - 9
Noise Contours
Callfomla City Municipal Airport
4-20
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4.3 Delano Municipal Airport
4.3.1
The compatibility zones are designed to protect theplanned relocation and 100 -foot extension of
Runway 14R -32L (the main runway) and Runway 14L -32R (the restricted runway).
4.3.2
A rectilinear planning area boundary is used in this compatibility plan. It is somewhat larger in area
than the horizontal surface used at other airports. This plan was developed as a part of the Airport
Master Plan .for this airport.
Airport Land Use Compatibility Plan
4-22'
Table 4-7
Airport Environs
Delano Municipal Airport
AIRPORT LOCATION AND ACCESS
Located just south of the city of Delano, in the far -
north, central portion of Kern County.
Airport and approaches totally in city jurisdiction.
Access from State Highway 99 via Airport Avenue.
EXISTING AIRPORT AREA LAND USES
General Character
City of Delano is directly north. Remainder of area
Is mostly agricultural with scattered rural residential.
Runway Approaches
• Runway 14R (north) Approach — Open land within
the runway protection zone. Trailer park
approximately 1/4 mile from runway end.
• Runway 32L (south) Approach — Open land within
the runway protection zone. Schuster Road
approximately 2,500 feet from end of runway;
agriculture beyond.
Runway 14L (north) Approach — Open land within
the runway protection zone. Memorial park
approximately 1/4 mile from runway end.
Runway 32R (south) Approach — Open land within
the runway protection zone. Schuster Road
approximately 2,500' from end of runway;, agriculture
beyond.
Traffic Pattern
Mostly agricultural uses; a mixture of commercial,
industrial, and residential uses to the north;
downwind leg generally follows Highway 99.
Source: Hodges & Shutt (October 1993)
Backaround rata i
LOCAL LAND USE PLANS AND ZONING
• City of Delano General Plan — Adopted in 1982 with
subsequent amendments. Remains current land
use plan for area.
• Kern County General Plan — Adopted 1982.
PLANNED LAND USES IN AIRPORT AREA
• Industrial development to the south.
• Additional residential and commercial development
east of the Airport.
ESTABLISHED APPROACH PROTECTION
MEASURES
• City of Delano and County of Kern Height Zoning
Ordinances limit the height of objects in the vicinity
of the Airport.
4-24
"ackground Data
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Sources Draft CLUP — Environs Land Use Mop (10/91)
Land Use Designations
Delano Municipal Airport
4-25
Table 4-8
Airport Features
Delano Municipal Airport
AIRPORT PROPERTY
• Ownership — City of Delano.
• Size — 546 acres in fee.
Elevation — 313 feet MSL.
AIRPORT PLANNING
• Adopted Plans
– Airport Master Plan Update adopted 1991.
– Airport Layout Plan adopted July 1975,
Planned Improvements
– Runway 14R -32L is planned to be extended to
the southeast 1,560 feet to an ultimate length of
5,670 feet.
– 100 acres are planned to be acquired to protect
the extended runway and runway protection
zones.
– Runway 14L -32R is planned to be widened to
60 feet.
– A helipad is planned on the parallel taxiway for
Runway 14R -32L southeast of the terminal
building.
BUILDING AREA
• Location — On west side of runway.
• Aircraft Parking Capacity — 94 tiedown spaces, and
28 T -hangars,
• Other Major Facilities — Fixed base operations
maintenance hangar, offices; fuel facilities.
• Services — General aviation services include
aircraft maintenance and repairs, 80 and 10OLL fuel,
restaurant, and car rental.
RUNWAY SYSTEM
Runway 11-29`
• Critical Aircraft — Light business jet.
• Classification —Airport Reference Code B-il.
Source: Hodges & Shutt (October 1993)
Backaround Data /rhan1n,,1
• Dimensions — 5,650 feet long, 75 feet wide;
Runway 14R displaced 1,640 feet.
• Lighting — Medium -intensity runway edge lighting
on Runway 14R -32L. Runway 14L -32R not lighted:
• Surface — Asphalt both runways.
RUNWAY APPROACHES
Runway 14R
• Approach Type — Non -precision.
• Runway Protection Zone — Entirely on airport
property.
Approach Obstacles — Fence located 2,200 feet
from runway end, 130 feet right from centerline.
Threshold has been displaced to provide adequate
clearance.
Runway 32L
• Approach Type — Non -precision.
• Runway Protection Zone — On airport property and
land covered by approach protection easement.
• Approach Obstacles No penetration of approach
surfaces.
Runway 14L
• Approach Type —Visual.
• Runway Protection Zone — Entirely on airport
property.
• Approach Obstacles — No penetration of approach
surfaces.
Runway 32R
• Approach Type — Visual.
• Runway Protection Zone — Entirely on airport
property.
• Approach Obstacles — No penetration of approach
surfaces.
4-26
N
7
Rar4nrn.m.JA..��
Table 4-9
Forecast Airport Activity
Delano Municipal Airport
AIRCRAFT OPERATIONS
RUNWAY USE DISTRIBUTION
Total
Data not available
Annual
38,000
Average Day
104
Distribution
FLIGHT TRACK DATA
AirTaxi
O
Other Itinerant
10.1
g7,1%
Pattern Altitude — 800 feet AGL,
Local 22.4%
Business Jet
3.4%
Runway 14L -32R is restricted to use by aerial applica-
tors, and by helicopters conducting training operations.
TIME OF DAY DISTRIBUTION
Right traffic to Runway 14R (no east side pattern for
main runway).
Data not available
Right traffic to Runway 32R (no west side pattern to
restricted runway).
r
Source: Aries (1991) for year 2010.
4-28
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Figure 4 — 14
Noise Contours
Delano Municipal Airport
4-29
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Figure 4 — 14
Noise Contours
Delano Municipal Airport
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4,4 Elk Hills - Buttonwillow Airport
i
Airport Land Use Compatibility Plan 4-31
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Ngure 4 - 16
Comprehensive Land Use Plan
Elk Hills-Buttonwlllow Alrport
4-32 _
Rarkrimirnr1 n ,,
Table 4-10
Airport Environs
Elk Hills-Buttonwillow Airport
AIRPORT LOCATION AND ACCESS
LOCAL LAND USE PLANS AND ZONING
• Located approximately 12 miles west of the city of
Bakersfield.
Kern County General Plan — Adopted in 1982.
• Airport and approaches in County jurisdiction,
PLANNED LAND USES IN AIRPORT AREA
• Airport access via Interstate Highway 5, then
approximately 4 miles west along State Highway 58
No major development proposals currently active.
to Mirasol Avenue, which turns into Elk Hills Road.
The airport access road is 2 miles south on Elk Hills
Road.
ESTABLISHED APPROACH PROTECTION
MEASURES
EXISTING AIRPORT AREA
None.
LAND USES
General Character
• Mostly open land within a half mile radius'of the
Airport.
Elk Hills begin on the west side.
• California aqueduct, Kern River, and agricultural
uses on the east side.
Runway Approaches
• Runway 11 (northwest) Approach — Open land;
right traffic.
• Runway 29 (southeast) Approach — Open land; left
traffic.
Traffic Pattern
• Open, gently -sloped terrain; California Aqueduct
runs below north end of pattern.
No pattern on east side.
Source: Hodges & Shutt (October 1993)
4-33
Background Data I
Figure 4 - 17
Land Use Designations
Elk Hills-Buttonwillow Airport
4-34
Rarkrnrnnnrl nl #t r
Table 4-11
Airport Features
Elk Hills-Buttonwillow Airport
AIRPORT PROPERTY
RUNWAY SYSTEM
• Ownership — Kern County,
Runway 11-29
• Size — 216 in fee,
Critical Aircraft — Single-engine propeller.
• Elevation — 326 feet MSL.
Classification —Airport Reference Code BU -1,
AIRPORT PLANNING
Dimensions — 3,260 feet long, 50 feet wide.
• Adopted Plans —Airport Layout Plan (ALP) adopted
Lighting — None.
in 1968.
Surface — Asphalt, fair condition.
• Planned Improvements — No major development
proposals currently active,
Taxiways — Parallel on southwest side; exit
taxiways on each end and on center of runway,
BUILDING AREA
RUNWAY APPROACHES
• Location — Transient tiedowns located on west end
of the field.
Runway 11
• Aircraft Parking Capacity acity —Twelve tiedowns.
Approach Type — Visual.
• Other Major Facilities — None.
Runway Protection Zone — Entirely on airport
property.
• Services — None.
Source: Hodges & Shutt (October 1993)
• Approach Obstacles — No penetrations of approach
surface.
Runway 29
• Approach Type —Visual.
• Runway Protection Zone — Entirely on airport
property.
• Approach Obstacles — None.
Traffic Pattern
• Location — Established pattern southwest of runway
only.
• Altitude — 800 feet above airport elevation.
• Approach Procedure - All approaches and
departures on Runway 9.
4-35
rt/
M
7
AIRCRAFT OPERATIONS
Total
Annual
600
Average Day
2
Distribution
Single -Engine
100.0%
TIME OF DAY DISTRIBUTION
All Aircraft
Day (0700-1900)
100.0%
Evening (1900-2200)
0%
Night (2200-0700)
0%
Source: Aries (1989) for then current year
Rarknrnfir 4ri.,o- inc._
Table 4-12
Forecast Airport Activity
Elk Hills - Buttonwillow Airport
RUNWAY USE DISTRIBUTION
All Aircraft
All Operations
Runway 11 0%
Runway 29 100.0%
FLIGHT TRACK DATA
• Pattern Altitude - 800 feet AGL.
Right traffic on Runway 11 (no north `side pattern).
4-37
Background Data /
Figure 4-- 19
Noise Contours
Elk Hills-Buttanwlllow Airport
4-38'
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4.5 Inyokern Airport
4.5.1
The compatibility zones include provisions to protect the planned extension of Runway 15-33 to
9,000 feet.
4.5.2
Flight operations must remain clear of adjacent restricted areas R-2505 and R-2506, located east
of the airport. Real time coordination for use of this air space may be approved on a case-by-case
basis, not to interfere with the military mission. For this.reason,.the airport planning area includes
land underlying the restricted area.
4.5.3
East of Redrock=Inyokern Road is a triangularly -shaped area which is designated for 1 -acre
residential parcels. The general Compatibility Criteria (Table 2A) would otherwise require 2 -acre
parcels. However, the triangularly -shaped area can be developed at a 1 -acre density, as long as
those areas within the balance of the B2 zone which are designated for 2.5 -acre parcels retain their
designation.
Airport Land Use Compatibility Plan 4-40
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Table 4-13
Airport Environs
Inyokern Airport
AIRPORT LOCATION AND ACCESS
• Located in the northeast corner of Kern County,
approximately 100 miles northeast of Bakersfield,
the County seat.
• Airport and approaches are totally in county
jurisdiction.
• Access to terminal area via State Highway 178.
EXISTING AIRPORT AREA LAND USES
General Character
• Surrounding area is mostly limited agriculture.
Town of Inyokern lies immediately southeast.
Scattered rural residential to the southwest.
Rural residential to the north.
Runway Approaches
Runway 15 (northwest) Approach — U.S. 395 is
4,000 feet from runway end; remainder is primarily
open land.
Runway 33 (south) Approach — Highway
178/Inyokern Road approximately 1,200 feet from
runway end; open land beyond.
• Runway 2 (southwest) Approach — Highway
178/Inyokern Road 1,500 feet from runway end;
open land beyond.
• Runway 20 (northeast) Approach — Scattered ntral
residential and open land.
Runway 10 (west) Approach — Undeveloped.
• Runway'28 (east) Approach — Brown Road and
Southern Pacific Railroad 2,000 feet from runway
end; remainder open land.
Traffic Pattern
Entire pattern lies on west side of Southern Pacific
Railroad; scattered rural residential and portions of
town of Inyokern; primarily open land.
Source: Hodges & Shutt (October 1993)
Background Data / Chapter 4
LOCAL LAND USE PLANS AND ZONING
• Kern County General Plan — Adopted 1982,
• Inyokem Specific Plan
PLANNED LAND USES IN AIRPORT AREA
Continuing infill of Inyokern with residential and light
industrial.
• Majority of surrounding area zoned for large -lot
residential uses.
• No major development proposals currently in action.
ESTABLISHED APPROACH PROTECTION
MEASURES
• Kern County Height Zoning Ordinance limits the
height of objects in the vicinity of the Airport.
4-42
I
I) Table 4-14
a
Airport Features
Inyokern Airport
AIRPORT PROPERTY
• Ownership — Indian Wells Valley Airports District -
Kern County.
• Size — Approx. 1,347 acres fee title.
Elevation — 2,457 feet MSL.
AIRPORT PLANNING
• Adopted Plans
Airport Master Plan - Adopted in June 1989.
• Planned Improvements
– Airline terminal expansion or replacement.
– Expansion of general aviation facilities.
– Extension of utility lines.
– Extension of Runway 15-33.
– Land aquisition.
BUILDING AREA
• Location — So+east end of field.
Aircraft Parking Capacity
– 125 based and transient tiedowns.
– 43 T -hangars; one large box hangar.
• Other Major Facilities — Fuel island, terminal
building.
Services — Aircraft rental; instruction; maintenance;
pilot supplies; video coverage.
Source: Hodges & Shutt (October 1993)
-- ._ v11uptci 9
RUNWAY SYSTEM
Runway 15-33
• Critical Aircraft — Large business jet.
• Classification—Airport Reference Code C-1 11.
• Dimensions — 7,344 feet long, 75 feet wide; 342'
displaced threshold for Runway 15; 350' diplaced
threshold for Runway 33.
• Lighting — Medium -intensity runway edge lighting.
• Surface — Asphalt, fair condition.
• Taxiways — Three paved exit taxiways and a paved
parallel taxiway.
Runway 2-20
• Critical Aircraft — Small business jet.
• Classification —Airport Reference Code B-1 1.
• Dimensions — 6,275 feet long, 75 feet wide; 320 -
foot displaced threshold for Runway 20.
• Lighting — Medium -intensity runway edge lighting.
• Surface —Asphalt, excellent condition.
• Taxiways — Exit taxiway each end; partial parallel
taxiway.
Runway 10-28
• Critical Aircraft — Light twin -engine.
• Classification — Airport Reference Code B -I.
• Dimensions — 4 153 feet long, 75 feet wide; 103 -
foot displaced threshold for Runway 28.
• Lighting — Medium -intensity runway edge lighting.
• Surface — Asphalt, good condition.
• Taxiways — Three exit taxiways.
4-44
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Airport (July 1996)
4-44 A
Background Data /Chapter 4
Table 4-14 Continued
Airport Features
Inyokern Airport
RUNWAY APPROACHES
Runway 15
Approach Type — Visual.
Runway Protection Zone — Off airport property;
land is covered by an approach protection
easement.
Approach Obstacles — None.
Runway 33
• A' proach Type — Non -precision.
• Runway Protection Zone — One-third of the existing
RPZ extends beyond airport property.
• Approach Obstacles — Highway 1,375 feet from
runway end; displaced threshold provides adequate
clearance.
Traffic Pattern Runway 15-33
Location — Left pattern for both runways.
Altitude — 800 feet above airport elevation.
Runwa'r 2
• Approach Type —Visual.
• Runway Protection Zone —Almost entirely on
airport Property.
• Approach Obstacles — Highway approximately
1,400 feet from runway end. 40:1 approach provides
adequate clearance.
Runway 20
• Approach Type — Visual.
• Runway Protection Zone — On airport property.
• Approach Obstacles — Bridge 2,000 feet from
runway end. Displaced threshold provides adequate
clearance.
4-45
Traffic Pattern Runway 2-20
• Location — Left pattern for both runways.
• Altitude — 800 feet above airport elevation.
Runway 10
• Approach Type —Visual.
• Runway Protection Zone — Entirely on airport
property.
• Approach Obstacles — None.
Runway 28
• Approach Type — Visual.
Runway Protection Zone — On airport property.
• Approach Obstacles — Powerline 5,000 feet from
runway end. Displaced threshold provides adequate
clearance.
Traffic Pattern Runway 10-28
• Location — Left pattern for both runways.
Altitude — 800 feet above airport elevation.
b
Q
7
L—Source: Foresite West (1989) for 2007
Background Data / Chapter 4
Table 4-15
Forecast Airport Activity
Inyokern Airport
RUNWAY USE DISTRIBUTION
Data Not Available
FLIGHT TRACK DATA
• Pattern Altitude — 800 feet AGL. '
r
Left traffic to all runways
• Presence of restricted area R-2505 to east requires
nonstandard approaches/departures east of Airport.
Gliders use Right Traffic
4-47
AIRCRAFT OPERATIONS
Total
Annual
31,20C
Average Day
89
Distribution
Itinerant:
Commercial
19.2%
General Aviation
41.7%
Military
0.6%
Local:
General Aviation
38.5%
TIME OF DAY DISTRIBUTION
Commercial'
Day (0700-1900)
64.0%
Evening (1900-2200)
21.0%
Night (2200-0700)
15.0%
General Aviation
9a00-1900)
90.3%
Evening (1900-2200)
5.1%
Night (2200-0700)
4.6%
Military
Day (0700-1900)
100.0%
Evening (1900-2200)
0%
Night (2200-0700)
0%
L—Source: Foresite West (1989) for 2007
Background Data / Chapter 4
Table 4-15
Forecast Airport Activity
Inyokern Airport
RUNWAY USE DISTRIBUTION
Data Not Available
FLIGHT TRACK DATA
• Pattern Altitude — 800 feet AGL. '
r
Left traffic to all runways
• Presence of restricted area R-2505 to east requires
nonstandard approaches/departures east of Airport.
Gliders use Right Traffic
4-47
SaL..,uround r)ata l
Figure 4 - 24
Noise Contours
inyokern Airport
4-48
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4.6 Kern Valley Airport
4.6.1
The compatibility zones are�designed to protect the planned 1,400- foot runway extension.
4.6.2
This plan was prepared as part of the Airport Master Plan for this airport.
4.6.3
Portions of the land which lies within the B 1 zone south of the airport is designated for a 2.5 -acre
parcels. The general Compatibility Criteria (Table 2A) would otherwise require 10 -acre parcels.
However, because a substantial portion ofthe southern B 1 zone is dedicated to open space and very -
low -density uses, those areas currently designated for 2.5 -acre parcels may be developed to this
density.
4.6.4
On June 18, 1997, the County of Kern acquired 2.95 acres, previously leased from a private
property owner, for airport related industrial uses. The property will be zoned M-2 PD (Medium
Industrial - Precise DevelopmentCombining) to allow future expansion ofairportrelated industrial
uses.
Airport Land Use Compatibility Plan 4-50
Individual Airport Policies and Compatibility Maps /
Figure 4 - 26
Comprehensive Land Use Plan
Kem Valley Airport
4-51
Table 4-16
Airport Environs
Kern Valley Airport
AIRPORT LOCATION AND ACCESS
Located 3 miles south of the town of Kernville.
Airport and approaches in County jurisdiction.
Airport access via State Highway 178, then north on
Sierra Way.
EXISTING AIRPORT AREA LAND USES
General Character
Kern River runs on west side of airport.
Mixture of general commercial and medium density
residential to northeast.
• Town of Kernville 3 miles to north.
Town of Lake Isabella approximately 8 miles to
southwest.
Remaining vicinity primarily undeveloped,
mountainous terrain.
Runway Approaches
Runway 17 (north) Approach — Open land within
the runway protection zone; river and mountainous
terrain begins approximately 1,600 feet west of
runway centerline.
• Runway 35 (south) Approach — Open land within
the runway protection zone and beyond,
Traffic Pattern
• Undeveloped.
Source: Hodges & Shutt (October 1993)
Background Data / Chapter 4
LOCAL LAND USE PLANS AND ZONING
Kern County General Plan adopted in 1982.
PLANNED LAND USES IN AIRPORT AREA
No major development proposals currently active,
ESTABLISHED APPROACH PROTECTION
MEASURES
• County Height Zoning Ordinance restricts the height
of objects in the Airport's vicinity.
4-52
nackground Data /
AG/OPEN LAND
PUBLIC FACILITY _
COMMERCIAL/INDUSTRIAL
LOW DENSITY RESIDENTIAL 0 2000
MEDIUM\11111111111iff- A6
DENSITY RESIDENTIAL Feet
HIGH DENSITY RESIDENTIAL Source; Lake Isabella Priority Area Mop (4/15/82).
Figure 4 - 27
Land Use Designations
Kern Valley Airport
4-53
,X
-,X •;:,::- X-
i.?i:�
AG/OPEN LAND
PUBLIC FACILITY _
COMMERCIAL/INDUSTRIAL
LOW DENSITY RESIDENTIAL 0 2000
MEDIUM\11111111111iff- A6
DENSITY RESIDENTIAL Feet
HIGH DENSITY RESIDENTIAL Source; Lake Isabella Priority Area Mop (4/15/82).
Figure 4 - 27
Land Use Designations
Kern Valley Airport
4-53
Table 4-17
Airport Features
Kern Valley Airport
AIRPORT PROPERTY
Ownership — County of Kern.
Size — 212 acres in lease.
• Elevation — 2,614 feet MSL.
AIRPORT PLANNING
Adopted Plans
Master Plan adopted in 1991.
• Planned Improvements
– Planned runway extension of 1,400 feet;
runway widening to 75 feet; full-length parallel
taxiway.
– An increase in hangar and tiedown spaces is
planned, as well as some additional auto
parking.
BUILDING AREA
Location — Existing building area lies in the
southeast corner. Campground and aircraft parking
for campers on west side of runway at about mid-
field.
Aircraft Parking Capacity — 58 total transient and
based aircraft tiedowns.
• Other Major Facilities — Seven T -hangars, fuel
island, snack bar, and FBO offices.
Services — Fixed base operator provides several
general aviation services including: instruction,
repairs, charter, 100LL fuel, automobile fuel, and
snacks.
Source: Hodges & Shutt (October 1993)
__...•y.,, ,•..,aco � �naprer9
RUNWAY SYSTEM,
Runway 16-34
• Critical Aircraft — Single engine propeller.
• Classification —Airport Reference Code BU -I.
• Dimensions — 3,500 feet long, 50 feet wide.
• Lighting — None.
• Surface—Asphalt, good condition.
• Taxiways — Parallel taxiway serves the northern
portion of the runway, and diverges to the east at
mid -field, continuing south to the parking apron,
hangar area, and FBO area.
RUNWAY APPROACHES
Runway 17
Approach Type —Visual.
Runway Protection Zone — Currently not on airport
property; is planned to be an avigation easement.
Approach Obstacles — Trees 15 feet high, 450 feet
from runway end. 16:1 approach slope provides
adequate clearance.
Runway 35
• Approach Type —Visual.
• Runway Protection Zone — On airport property.
• Approach Obstacles — No penetrations of approach
surface.
Traffic Pattern
• Location — Established pattern west of runway only,
Altitude— 1,000 feet above airport elevation.
4-54
T ivat
is out
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n
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Source: Aries (1991) for 2010
Table 4-18
Forecast Airport Activity
Kern Valley Airport
RUNWAY USE DISTRIBUTION
Data Not Available
FLIGHT TRACK DATA
Pattern Altitude — 1,000 feet AGL.
• Right traffic to Runway 17 (no east side pattern).
4-56
AIRCRAFT OPERATIONS
Total
Annual
18,000
Average Day
49
Distribution
Air Taxi
5.6%
Other Intinerant
75.0%
Local
19.4%
TIME OF DAY DISTRIBUTION
Data Not Available
Source: Aries (1991) for 2010
Table 4-18
Forecast Airport Activity
Kern Valley Airport
RUNWAY USE DISTRIBUTION
Data Not Available
FLIGHT TRACK DATA
Pattern Altitude — 1,000 feet AGL.
• Right traffic to Runway 17 (no east side pattern).
4-56
14ackciround rata
Figure 4 - 29
Noise Contours
Kern Valley Airport
4-57
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4.7 Lost Hills -Kern County Airport
Airport Land Use Compatibility Plan 4-59
Individual Airport Policies and Compatiblllty Maos /
Figure 4 - 31
Comprehensive Land Use Plan
Lost Hills - Kern County Airport
4-60
Table 4.19
Airport Environs
Lost Hills -Kern County Airport
AIRPORT LOCATION AND ACCESS
• Just northeast of the town of Lost Hills, and
approximately 42 miles northwest of Bakersfield, the
County seat.
Airport and approaches within County jurisdiction.
Access from Interstate Route 5 via State Highway
46, then north on Woodward Street.
EXISTING AIRPORT AREA LAND USES
General Character
Most of the vicinity is undeveloped with a small
residential subdivision to the southwest.
Runway Approaches
Runway 15 (north) Approach — Undeveloped.
Runway 33 (south) Approach — Undeveloped.
Traffic Pattern
Pattern established east side only; some agriculture;
mostly undeveloped.
Source: Hodges & Shutt (October 1993)
Rarl�nrnllnrl r�..s,, inu__.__ .
LOCAL LAND USE PLANS AND ZONING
Kern County General Plan adopted 1982,
PLANNED LAND USES IN AIRPORT AREA
• No major projects currently under consideration.
• Continued infill of commercial/industrial in the
community southwest of the Airport; additional
commercial development near intersection of
Interstate Highway 5 and State Highway 46,
ESTABLISHED APPROACH PROTECTION
MEASURES
Kern County Height Overlay Zone limits the height
of objects in the vicinity of the Airport.
4-61
Background Data I
Paso Robles Hwy./State/Route 461
/ PEN LPJMU
PUBLIC FACILITY
COMMERCIAL/INDUSTRIAL
211110
LOW DENSITY RESIDENTIAL 4
HIGH DENSITY RESIDENTIAL Feet
Source- Lost Hills General Plan.
Figure 4 - 32
Land Use Designations
Lost Hills-Ke'rn County Airport
4-62
rr
Table 4-20
Airport Features
Lost Hills -Kern County Airport
AIRPORT PROPERTY
Ownership — Kern County.
Size — Approx. 390 acres fee title.
Elevation — 274 feet MSL.
AIRPORT PLANNING
Adopted Plans
— Airport Layout Plan adopted in 1974.
• Planned Improvements
— No major development proposals currently
active.
BUILDING AREA
• Location — Mid -field, west side of runway.
Aircraft Parking Capacity —12 based and transient
tiedowns.
Other Major Facilities — 3,600 -square -foot hangar,
shop building, and mobile home.
Services — None,
Source: Hodges & Shutt (October 1993)
y, --,,w . r t.naprer 9
RUNWAY SYSTEM
Runway 15-33
• Critical Aircraft — Single-engine propeller.
• Classification—Airport Reference Code BU -I, small
aircraft.
• Dimensions — 3,020 feet long, 60 feet wide,
• Lighting— Medium -intensity runway edge lighting.
• Surface — Asphalt, fair condition.
• Taxiways—Two exit taxiways, one at mid -field and
one on south end of runway.
RUNWAY APPROACHES
Runway 15
Approach Type —Visual.
• Runway Protection Zone — All is within airport
property line.
• Approach Obstacles — No penetrations of approach
surface.
Runway 33
• Approach Type — Visual.
Runway Protection Zone — All of existing RPZ is on
airport property.
• Approach Obstacles -40 -foot -high poles lie 1,300
feet from runway end and 200 feet east of the.
runway centerline. A 27.1 approach slope provides
adequate clearance.
Traffic Pattern
• Location — Established pattern east of runway only.
• Altitude — 1,000 feet above airport elevation.
4-63
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Table 4-21
Forecast Airport Activity
Lost Hills -Kern County Airport
AIRCRAFT OPERATIONS
RUNWAY USE DISTRIBUTION
Total
Annual
Average Day
3,500
10
All Aircraft
All Operations
Runway 15 10.0%
Distribution
Runway 33 90.0%
Single -Engine
100.0%
FLIGHT TRACK DATA
-TIME OF DAY DISTRIBUTION
Pattern Altitude — 1,000 feet AGL.
• Right traffic on Runway 33 (no west side pattern).
All Aircraft
Day (0700-1900)
90.0%
Evening .(1900-2200)
10.0%
Night (2200-0700)
0.0%
Source: Aries (1989) for then current year
4-65
Qmr4-"inf,-4 Iii" I
Figure 4 - 34
Noise Contours
Lost Hills-Kem County Airport
4-66,
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�, �� 4.8 Meadows Field.
4.8.1
The compatibility zones are designed to protect the planned 4,000 -foot extension to Runway 12R -
30L.
4.8.2
This plan was prepared as part of the Airport Master Plan for this airport.
Airport Land Use Compatibility Plan 4-68
5 J
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Table 4-22
Airport Environs
Meadows Field
AIRPORT LOCATION AND ACCESS
Located approximately 4 miles northwest of the city
of Bakersfield.
Airport and approaches totally in County jurisdiction.
• Access from U.S. Highway 99, via Norris Road,
EXISTING AIRPORT AREA LAND USES
General Character
• Intensive agriculture to the north and northwest;
service industrial uses to the northeast and to the
west; oil fields to the east; educational facilities and
medium residential to the south.
Runway Approaches
Runway 12L (northwest) Approach — State
Highway 65 approximately 1,000 feet from runway
end; intensive agriculture beyond.
• Runway 30L (southeast) Approach — Taxiway P at
end of runway; intersection of Norris Road and
Airport Drive at end of Taxiway P; unincorporated
community of Oildale beyond.
• Runway 12R (northwest) Approach — Open airport
land 1/2 mile out with a road at approximately 2,000
feet; intensive agriculture beyond.
• Runway 30L (southeast) Approach —Taxiway R at
approximately 1,700 feet; Norris Road at
approximately 2,200 feet; community of Oildale
beyond.
Traffic Pattern
Residential development to the south; industrial
uses to the west; agricultural, industrial, and
residential uses to the east; agricultural and
residential uses to the north.
Source: Hodges & Shutt (October 1993)
Background Data /Chanter 4
LOCAL LAND USE PLANS AND ZONING
• Kern County General Plan adopted in 1982; 2010
Plan adopted in March 1990,
PLANNED LAND USES IN AIRPORT AREA
• Continued infill of residential uses to the east.
• No major development proposals currently active.
ESTABLISHED APPROACH PROTECTION
MEASURES
• City of Bakersfield Height Restricting Zoning
Ordinance and Kern County Height Zoning
Ordinance limit the height of objects in the vicinity' of
the Airport.
4-70
1
Table 4-23
Airport Features
Meadows Field
AIRPORT PROPERTY
• Ownership — County of Kern,
Size — 1,107 acres in fee.
Elevation — 507 feet MSL.
AIRPORT PLANNING
• Adopted Plans
– Original Master Plan adopted in 1976 by
County Board of Supervisors.
– Master Plan Update and Economic Land Use
Study adopted in 1988.
Planned Improvements
– No change to Runway 12L -30R proposed.
– A 4,000 -foot extension of Runway 12R -30L is
planned, including a new parallel taxiway, entry
and exit taxiways, and two additional taxiways
connecting the extension to the northwest end
of Runway 12L -30R and the rest of the airfield:
– Property acquisition for future airport
development and protection.
BUILDING AREA
• Location — On east side of runway
• Aircraft Parking Capacity— 188 tiedown spaces,
and 118 T -hangars.
• Other Major Facilities — Fixed base operations
maintenance yard; offices; fuel facilities;
administration/terminal building; motel/restaurant.
• Services — Flight instruction; aircraft sales; rental;
charter; repairs; automobile rental; fuel; restaurant;
lodging.
Source; Hodges & Shutt (October 1993)
RUNWAY SYSTEM
Runway 12L -30R
• Critical Aircraft — Large airline aircraft.
• Classification —Airport Reference Code C -IV.
• Dimensions— 10,857 feet long, 150 feet wide;
Runway 30R threshold displaced 3,428 feet.
Lighting — High-intensity approach lighting system
with Runway Alignment Indicator Lights and PAPI
on Runway 30R.
• Surface—Asphalt; good condition.
• Taxiways— Full-length parallel taxiway; 14 exit
taxiways.
Runway 12R -30L
Critical Aircraft' Large twin -engine piston.
• Classification—Airport Reference Code B -Ii.
• Dimensions — 3,700 feet long, 75 feet wide.
• Lighting Medium intensity runway edge lights.
Surface — Asphalt; good condition.
Taxiways — Three exit taxiways.
4-72
Table 4-23 Continued
Airport Features
Meadows Field
RUNWAY APPROACHES
Runway 12L
• Approach Type — Precision.
• Runway Protection Zone — All on airport property.
• Approach Obstacles — No penetrations of the
approach surface.
Runway 30R
• Approach Type — Precision.
• Runway Protection Zone — Mostly on airport
property; remainder covered by avigation easement.
• Approach Obstacles — No penetrations of approach
surface.
Runway 12R
• Approach Type —Visual.
• Runway Protection Zone — All on airport property.
• Approach Obstacles — No penetrations of the
approach surface.
Runway 30L
• Approach Type — Visual.
• Runway Protection Zone — On airport property.
• Approach Obstacles — Railroad 1,700 feet from
runway end and 400 feet left of centerline. 46:1
approach provides adequate. clearance.
Background Data /Chapter 4
Traffic Pattern
• Location — Established pattern northeast of
Runway 12L -30R, and southwest of Runway 12L -
30R.
• Altitude —1,000 feet above airport elevation.
4-73
Background Data /Chapter 4
Table 4-24
Forecast Airport Activity
Meadows Field
Commuter
AIRCRAFT OPERATIONS
FLIGHT TRACK DATA
5.0%
Total
Pattern Altitude - 1,500 feet AGL.
0.6%
Annual 259,880
Average Day 712
Right traffic to 30R (Pattern for Runway 12L -30R is on
GA Jet (Quiet)
•2.0%
northeast side).
301 i
Distribution
MD -80 0.8%
Right traffic to Runway 12R (Pattern for Runway 12R -
45.0%
B737-200 061/ -
6°/
30L is on the southwest side).
12L
Commuter
11.5%
5.0%
30R i
GA Jet (Noisy)
0.6%
45.0%
12R !
GA Jet (Quiet)
•2.0%
5.0%
301 i
Twin Turboprop
2.2%
45.0%
Total 1
Twin Prop
22.2%
Single Prop
57.3%
Helicopter (Civil)
1.4%
Helicopter (Military)
1.1%
C-130
0.3%
TIME OF DAY DISTRIBUTION
Day
Evening
Night
(0700-1900)
(1900-2200) (2200-0700)
MD -80 83.0%
17.0%
0%
B737-200 50.0%
50.0%
0%
Commuter 71.06/o
12.0%
17.0%
General Aviation 90.0%
7.0%
3.0%
Military 85.0%
15.0%
0%
RUNWAY USE DISTRIBUTION
Air Carrier/Commuter/Air Taxi/Military
General Aviation T;
Runway No. i Takeoffs
Landings
Single en ine
12L
10.0%
15.0%
5.0%
30R i
90.0%
85.0%
45.0%
12R !
0%
0%
5.0%
301 i
0%
0%
45.0%
Total 1
100.0%
100.0%100.0% I
(
Source: Aries (1993) for 1997.
101 L-nnuu lys
Twin -engine
6.0% i
55.0%
4.0%
35.0%
100.0% I
4-75
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4.9 Mojave Airport
The Mojave Airport is operated by the East Kern Airport District (EKAD). The EKAD is a special district
:,� - with•arrelected Board oftDirectorsand°Gen-eral�Mar ati
( ber.=The,Mnjave-Airport=way=facrnerlyarnilitarybase,
and currently is the largest general aviation airport in Kern County.
The Mojave Airport is contain in an area of approximately 3,000 acres. It serves as a Civilian Flight Test
Center, the location of the National Test Pilot School, and as a base for modifications of major military jets
and civilian aircraft. It is also a major aircraft storage and reconditioning facility. The Mojave Airport is
home to several large. industrial operations, such as B.A.E. Systems, Fiberset, Scaled Composites, AVTEL,
Orbital Sciences.and General Electric. See Table 4-25 and 4-26 for a description of Airport facilities and
operations.
4.9.1 Noise Contours
Land within the portion of the Comprehensive Land Use Plan (see Figure 4-41) tied to Runway 12-30 and
the future extension of Runway 8-26 may be significantly affected by the noise contours. The noise
contours developed for this study were based upon 2001 operations. There is likely to be wide variations
in noise contours (and impacts) from year to year. However, the noise contours presented in this report are
based upon conservative assumptions which should be useful in guiding land use decision-making.
The runway extension for Runway 8-26 to the east would be accomplished by the East Kern Airport District
by acquisition of public and private property which extends from the existing airport property east to the
Highway 58 By -Pass. This runway extension is planned by the EKAD but is not currently shown on the
existing Airport Layout Plan.
Figure4-41 further identifies the location ofthe Mojave Airport Compatibility Zones. TheseFigures should
be utilized when reviewing land development projects proposed within the Mojave Specific Plan to
determine which properties are affected by the Mojave Airport Compatibility Zones.
4.9.2 Review of Individual Development Actions within the Mojave Specific Plan Area
4.9.2.1 Additional Types of Actions Reviewed
Types of actions to be reviewed in addition to those found in Section 1.6.1 a of this Plan are new or
modifications to an existing use permit, land division activities, site plan reviews, and precise
development plans.
4.9.3 Supplemental Compatibility Criteria
4.9.3.1 Single Event Noise Levels
Table 4-26 identifies ftie types of Wsting and-plalined activities which-occurarthe"Mcjave Airport ----
that are single -event noise generators. Single -event noise levels, as shown on Figure
4-44B should be considered when evaluating the compatibility of land uses. Single -event noise
levels are especially important in areas which are regularly overflown by aircraft, but which do not
produce significant CNEL contours. Flight patterns for the Mojave Airport should be considered
by the County in their review process. Acoustical studies or on-site noise measurements may be
required to assist in determining the compatibility of proposed sensitive land uses within the single
event noise contour.
Airport Land Use Compatibility Plan 4-79
49.3.2 Avigation Easement Dedication
The owner of any property proposed for development (general plan amendments, zone changes, land division activities,
new and modifications to existing use permits, site plan reviews, planned development reviews) within all Compatibility
,Zones (refer to Figure 4-4 IA), will be required to dedicate an avigation easement to the East Kern Airport District.
4.9.3.3 Other Flight Hazards
New land uses (or the expansion of existing land uses) with activities which :may produce hazards to aircraft in flight shall
not be permitted within the Mojave Airport's influence area, as depicted on Figure 4-41. Specific characteristics to be
avoided include:
(1) Glare, distracting lights, or light patterns which could be mistaken for airport lights;
(2) Sources of dust, steam, or smoke which may impair pilot visibility;
(3) Sources of electrical interference with aircraft communications or navigation;
(4) Any use, especially landfills and certain agricultural uses, which may attract large flocks of birds,
except in the Zone E; and
(5) Any light or series of lights which may cause visual discomfort or loss of orientation during critical
phases of flight.
(6) Any future project with the capability of generating extended periods of airborne dust and particulate
matter which may become a hazard within the Mojave Airport area of influence shall reviewed by the
East Kern Airport District. Applications should include construction and operational information in
sufficient detail to allow an impact analysis to be completed. Mitigation measures may be required as
part of project review.
(7) Commercial and/or industrial development at the new SR-58/Business 58 interchange and SR-58/SR-
14 interchange in the Mojave Specific plan shall specifically be reviewed for the following concerns: a)
glare and distracting lights, b) sources of dust, steam, or smoke which may impact pilot visibility, and
c) height and location of signs and structures.
4.9.4 Compatibility and the Mojave Specific Plan
The proposed Mojave Specific Plan will be developed in conformance with the Kern County Airport Land Use
Compatibility Plan. All land use changes must be consistent with ALUCP.
4.9.5 Mojave Airport— Influence Zone E
(1) Influence Zone El indicates areas where development may have a significant impact on airport
operations and flight safety, and as such shall have the following applied to all projects within it:
(a) Development that could potentially attract large flocks of birds should implement best
management practices to abate bird attraction to the development.
(b} No structure or earthen formation shall exceed 140 feet in height above ground level. Private
and public generator tie-in lines, collector lines and transmission lines are exempt from this
requirement and subject to review on a case by case basis.
(2) Influence Zone E2 indicates areas where development may have a lesser impact on airport operations
and flight safety, yet still represent an area of concern for the Mojave Air and Space Port. As such
development shall have the following applied to all projects within it:
(a) No structure or earthen formation shall exceed 415 feet in height above ground level unless
the East Kern Airport District provides evidence that the location of the specific structure(s)
that exceeds said height is compatible with Mojave Air and Space Port flight operations.
Airport Land Use Compatibility Plan 4-79
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Table 4-25
Airport Environs
Mojave Airport
AIRPORT LOCATION AND ACCESS
• Located in the southeastern corner of Kern County,
on the east side of the town of Mojave.
• Airport and approaches in County jurisdiction.
• Airport access via State Highway 58, then north on
Airport Boulevard.
EXISTING AIRPORT AREA LAND USES
General Character
• Open land to the north and east.
• Industrial/commercial uses on south side of airport.
Runway Approaches
• Runway 12 (northwest) Approach — Open land.
Runway 30 (southeast) Approach — Open land.
• Runway 8 (west) Approach — Some mixed
residential and commercial development.
Runway 26 (east) Approach — Open land.
• Runway 4 (southwest) Approach — Residential and
commercial uses; high school.
Runway 22 (northeast) Approach — Open land.
Traffic Pattern
• Land Uses
— Primarily flat, open terrain.
Source: East Kern Airport District (April 2003)
Background Data / Chapter 4
LOCAL LAND USE PLANS AND ZONING
• Kern County General Plan adopted in 1982.
Mojave Specific Plan (proposed adoption 2003)
PLANNED LAND USES IN AIRPORT AREA
• Continued infill of mixed uses in the community.
ESTABLISHED APPROACH PROTECTION
MEASURES
• County Height Zoning Ordinance limits the height of
objects in the airport vicinity.
• Easements and notifications as described in the
ALUCP.
4-82
Table 4-26
Airport Features
Mojave Airport
AIRPORT PROPERTY
Ownership — East Kern Airport District - Kern
County.
• Size — 2,998 acres in fee.
• Elevation — 2,791 feet MSL.
AIRPORT PLANNING
Planned improvements:
Southeasterly extension of Runway 12130 to 12,000
feet.
Easterly extension of Runway 8/26 to 12,000 feet.
Spaceport designation by Federal Aviation
Administration
Foreign Trade Zone designation by U.S. Department
of Commerce
Expansion of existing railroad in conjunction with the
Foreign Trade Zone designation; activities include:
cargo, warehousing, soft tire, distribution, and
transportation
BUILDING AREA
Location — South end of airfield.
Aircraft Parking Capacity — 600 tiedowns; 60 T -
hangars.
• Other Major Facilities — Several hangars and
office/shop buildings utilized as flight testing support
facilities,
Services:
• 100LL and jet fuel.
Restaurant
• Aircraft storage
• Leased hangar space
Aircraft demolition
• Aircraft maintenance and repair operations
(MRO)
CIVILIAN FLIGHT TEST CENTER
National Test Pilot School
Flight Research, Inc.
• Flight Test Associates
• Glider activity
Powered aircraft for flight development,
research test and evaluation, including
conventional and non -conventional power
systems
Propulsion and flight control system
development and testing
• Power plants utilizing anchored ground test
stands and air vehicles of various categories
• Various launch systems utilizing mother ship
technology and horizontal runway technology
Air vehicles utilizing rotor technology, air
breathing technology, and conventional and
non -conventional rocket technology, and glider
recovery technology
RUNWAY SYSTEM
Runway 12-30
• Critical Aircraft— High performance military jet and
large airline aircraft.
• Classification—Airport Reference Code D -V,
• Dimensions — 9,600 feet long, 200 feet wide.
• Lighting — High intensity runway edge lighting.
• Surface — Concrete/asphalt, good condition.
• Taxiways — Parallel on southwest side; four exit
taxiways.
Runway 8-26
• Critica/Aircraft— Lighttwin-engine.
• Classification —Airport Reference Code C' -111.
• Dimensions — 7,050 feet long, 100 feet wide.
• Lighting — Medium intensity runway edge lighting,
• Surface — Asphalt, good condition.
Taxiways — Parallel on south side; three exit
taxiways.
Runway 4-22
• Critical Aircraft — Light twin -engine.
• Classification — Airport Reference Code A -I.
• Dimensions — 3,943 feet long, 50 feet wide.
Lighting — No lighting.
• Surface —Asphalt, fair condition.
• Taxiways — Connector taxiway on north end; two
exit taxiways.
Source: East Kern Airport District (April 2003)
4-83
Table 4-26 Continued
Airport Features
Mojave Airport
RUNWAY APPROACHES
Runway 12
• Approach Type —Visual.
Runway Protection Zone — On airport property.
• Approach Obstacles — No penetrations to approach
surface.
Runway 30
• Approach Type — Visual.
• Runway Protection Zone — On airport property.,
• Approach Obstacles — No penetrations of approach
surface.
Runway 8
• Approach Type — Visual, with PAPI.
• Runway Protection Zone — On airport property.
• Approach Obstacles — No penetrations to approach
surface.
Runway 26
• Approach Type — Visual, with PAPI.
• Runway Protection Zone — On airport property.
• Approach Obstacles — No penetrations of approach
surface.
Runway 4
• Approach Type —Visual.
• Runway Protection Zone — On airport property.
• Approach Obstacles — 60 -foot pole 2,000 feet from
runway end; 30:1 approach slope provides adequate
clearance.
Source: East Kern Airport District (April 2003)
Background Data / Chapter 4
Runway 22
• Approach Type — Visual.
• Runway Protection Zone — On airport property.
• Approach Obstacles — No penetrations of approach
surface,,
Traffic Pattern
• Location — Established pattern northeast side of
Runway 12-30; north side of 8-26; northwest side of
4-22.
• Altitude —1,000 feet above airport elevation.
4-83A
Background Data/Chapter 4
Table 4-27
AIRCRAFT OPERATIONS
FORECAST AIRPORT ACTIVITY
Wave Airport
RUNWAY USE DITRIBUTION
Total General Aviation
Annual 17,575 Runway 22 10%
Average Day 48 Runway 12 0.0%
Runway 30 5.0%
Runway 8 25.0%
Runway 26 45.0%
Runway 4 15.0%
Distribution
Single -Engine 58.3%
Twin Engine 14.4%
Turboprop 14.1%
Military Jet 7.3%
FLIGHT TRACK DATA
Airline and Military .
Runway 12 10%
Runway 30 70%
Runway 8 .5%
Runway 26 15%
I• Pattern Altitude —1,000 feet AGL for piston aircraft, 1,500 feet AGL for turbine aircraft.
• Right traffic to Runways 22, 26, and 30; however, air traffic controllers often authorize left traffic
to these runways.
• Military aircraft typically make overhead approach and descend east of the Airport into the traffic
pattern to Runway 30.
TIME OF DAY DISTRIBUTION
General Aviation Aircraft
Day (0700-1900)
90%
Evening (1900-2200)
5.0%
Night (2200-0700)
5.0%
Airline and Military Aircraft
Day (0700-1900)
90%
Evening (1900-2200)
5.0%
Night (2200-0700)
5.0%
Source: Mojave Tower counts for 2004 and Mojave
Tenants
Amended June 13, 2006, Resolution 2006-224
4-85
I
4
4.10 Mountain Valley Airport
4.10.1
Sailplane approaches and departures are conducted exclusively to the north of the Airport.
During departures, tow planes commonly make a 360° overhead departure. Noise concerns and,
to a lesser degree, safety concerns dictated the extension of the B 1 and B2 zones to areas
commonly overflown by arriving and departing sailplanes.
4.10.2
Mendiburu Springs subdivision will be considered to be "infill" as long as it develops as
currently planned. If the project is proposed to be amended or redesig=ned, the project's uses and
densities would need to be reviewed for consistency with the intent of the Airport Land Use
Compatibility Plan,
Airport Land Use Compatibility Plan 4_88
Individual Airport Folicies and Compatibility Maos I
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Figure 4 - 46
Comprehensive Land Use Plan
Mountain Valley Airport
4-89
Table 4-28
Airport Environs
Mountain Valley Airport
AIRPORT LOCATION AND ACCESS
• Located 2 miles south of the city of Tehachapi.
• Access from State Highway 58 via Dennison Road.
EXISTING AIRPORT AREA LAND USES
General Character
• . Agricultural uses. to north; mountains to south; open
land to the east and west.
Runway Approaches
Runway 9L (west) Approach — Undeveloped.
• Runway 27R (east) Approach —,Undeveloped.
Runway 9R (west) Approach — Undeveloped.
Runway 27L (east) Approach — Undeveloped.
Traffic Pattern
Mostly undeveloped land; some agriculture to the
north.
Source; Hodges & Shutt (October 1993)
LOCAL LAND USE PLANS AND ZONING
Kern County General Plan adopted in 1982.
PLANNED LAND USES IN AIRPORT AREA
• Continuing infill of rural residential north of airport.
• No major projects currently under consideration.
ESTABLISHED APPROACH PROTECTION
MEASURES
• None.
4-90
Background Data /
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PUBLIC FACILITY
j LOW DENSITY RESIDENTIAL 0 2000
_®
MEDIUM DENSITY RESIDENTIAL Feet
Sources: Tehachopi General Plan, Kern County Zoning ►.laps.
Figure 4 - 47
Land Use Designations
Mountain Valley Airport
4-91
Table 4-29
Airport Features
Mountain Valley Airport
AIRPORT PROPERTY
Ownership — Private - L&J Barret, J&J Chapman,
and O. Munchow.
• Size — Approx. 170 acres fee title.
Elevation — 4,220 feet MSL.
AIRPORT PLANNING
• Adopted Plans None.
• Planned Improvements
– No major projects currently under
consideration.
BUILDING AREA
Location — North of runways, mid -field.
• Aircraft Parking Capacity — 110 based and
transient tiedowns.
• Other Major Facilities — Fuel island, deli, and
office/shop buildings.
• Services — Sailplane rental; instruction; repairs;
sales,
Source: Hodges & Shutt (October 1993)
RarDlvrnn ,4 n -.s-, i-__._.
RUNWAY SYSTEM
Runway 9L -27R
• Critical Aircraft — Single-engine propeller.
• Classification—Airport Reference Code B -I, small
aircraft.
• Dimensions — 5,190 feet long, 60 feet wide; 200'
displaced threshold for Runway 9R; 380 -foot
diplaced threshold for Runway 27R.
• Lighting — None.
• Surface — Gravel, good condition.
• Taxiways —Three exit taxiways.
Runway 9R -27L
• Critical Aircraft — Single-engine propeller.
Classification — Airport Reference Code B -I, small
aircraft.
• Dimensions — 5,420 feet long, 60 feet wide.
• Lighting — None.
• Surface — Gravel/soil, good condition.
• Taxiways — Partial parallel taxiway, three exit
taxiways, two connector taxiways.
4-92
Background Data / Chapter 4
Table 4-29 Continued
Airport Features
Mountain Valley Airport
RUNWAY APPROACHES
Runway 9L
• Approach Type — Visual.
• Runway Protection Zone — Essentially all of
existing RPZ.is off airport property.
• Approach Obstacles — Hill penetrates approach
surface 1,320 from runway end. 33:1 approach
slope provides adequate clearance.
Runway 27R
• Approach Type —Visual.
• Runway Protection Zone - Essentially all of
existing RPZ is off airport property.
• Approach Obstacles — Road passes near end of
runway,
Runway 9R
• Approach Type —Visual.
• Runway Protection Zone — Essentially all of
existing RPZ is off of airport property line.
• Approach Obstacles — None; 20:1 approach slope
provides adequate clearance.
Runway 27L
• Approach Type —Visual.
• Runway Protection Zone Essentially all of
existing RPZ is off airport property.
• Approach Obstacles _ Road penetrates approach
surface. 23:1 approach slope and 380 -foot displaced
threshold provide adequate clearance.
Source: Hodges & Shutt (October 1993)
4-93
Traffic Pattern
• Location — Established pattern both sides of
runway; glider patterns north of field; powered
aircraft south.
• Altitude — 1,000 feet above aiport elevation.
r
l
Background Data /Chapter 4
i
Table 4-30
Forecast Airport Activity
Mountain Valley Airport
AIRCRAFT OPERATIONS
Powered
Total
1.8%
Annual
56,000
Average Day
153
Distribution
1.8%
Single -Engine
99.4%
Twin -Engine
0.6%
TIME OF DAY DISTRIBUTION
All Aircraft
Day (0700-1900)
98.0%
Evening (1900-2200)
1.0%
Night (2200-0700)
1.0%
LSource: Hodges & Shutt (1993) for then current year.
RUNWAY USE DISTRIBUTION
All Operations Sailplanes
Powered
Runway 9L 20.0%
1.8%
Runway 913 2.2%
25.5%
Runway 27L 8.9%
70.9%
Runway 27R 68.9%
1.8%
FLIGHT TRACK DATA
• Pattern Altitude —1,000 feet AGL.
• Sailplane pattern north of airport.
• Powered aircraft pattern north of airport.
4-95
B.ack-ground Data /
Figure 4 - 49
Noise Contours
Mountain Valley Airport
4-96
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1.11 Poso-Kern County :airport
Airport Land Uve Compatibility Plan 4-98
Individual Airport Policies and COMK)a4j jj11ty Maps /
Comprehensive Land Use Plan
Poso - Kern County Airport
4-99
Background Data / Chapter 4
Table 4-31
Airport Environs
Poso-Kern County Airport
AIRPORT LOCATION AND ACCESS
LOCAL LAND USE PLANS AND ZONING
• Located approximately 20 miles north of the city of
Bakersfield.
Kern County General Plan adapted in 1982
• Airport and approaches in County prisoiction
I
PLANNED LAND USES IN AIRPORT AREA
• Airport access via State Highway 99 ;nen eas; on
Famoso Highway
No major c .e:ccrrc^t crocosals cu;;er,!;7 ac;,.•e
EXISTING AIRPORT AREA LAND USES
ESTABLISHED APPROACH PROTECTION
MEASURES
General Character
l
Kern County Height Zoning Ordinance restricts the
• Agriculture surrounding all sides of a•rccn
^eight of oo;ec;s c ;he Asroort s vicirnty I
I
Runway Approaches
• Runway 16 (north) -
I -Y acn —a: d r�i;ncn
the runway protection zone continuing 2 .t to 1 2
mile from the runway end
Runway 34 (south) Approach — Open land within
the runway protection zone continuing out to 112
mile from the runway end.
Traffic Pattern
• Open land and agriculture.
Left pattern for both runways.
LSource Hodges & Shutt (October 1993)
i
4-100
Background Data /
Famoso Woody! [Road
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AG/OPEN LANO
Feet
PUBLIC FACILITY Source:Source: Kem County General Paan
Figure 4 - 52
Land Use Designations
Poso-Kem County Airport
4 - 101
Table 4-32
Airport Features
Poso-Kern County Airport
AIRPORT PROPEkTY
Ownership — County of Kern.
Size — 400 acres in fee
Elevation — 635 feet MSL
AIRPORT PLANNING
Adopted Plans
– None
• Planned Improvements
– No change in runway dimensions cr capacities
BUILDING AREA
Location — None
• Aircraft Parking Capacity — No designated parking
spaces; several acres of open land wnere aircraft
can be parked.
Other Major Facilities — None.
Services — None.
Source Hodges & Shut, (October 1993)
Background Data /Chapter 4
RUNWAY SYSTEM
Runway 16-34
Critical Aircraft — Single-engine, propeller
Classification — A roort Reference Code B-1
mensions — 3 --CC `eet long. 60 feet N'ce
Lighting — None
Surface—Asphait fair condition
• Taxiways — No taxiways at this airfield
RUNWAY APPROACHES
Runway 16
Ac-proacn Type — , suai
Runway Protection Zone — About half is currently
on airport property
• Approach Obstacles — Trees 20 feet high and 525
feet from runway end, 16.1 approach slope and
displaced threshold of 210 feet provide adequate
clearance. Fence 4 feet high and 10 feet from
runway end.
Runway 34
• Approach Type —Visual.
Runway Protection Zone — Entirely on airport
property.
Aoproach Obstacles — Fence 4 feet high and 1,0
`eet from runway era
Traffic Pattern
Location — Left acoroach pattern for both runways
Altitude — acc feet aoove airport e:evat•on
_,croach ProcecL re — None
4-102
u
Background Data /Chapter 4
Table 4-33
Forecast Airport Activity
Poso-Kern County Airport
AIRCRAFT OPERATIONS RUNWAY USE DISTRIBUTION
Total
Annual t 000 All Aircraft
Average Day 3 All Operations
Runway to Oqi,
Distribution Runway 34 1000010
Single -Engine 10001/1
FLIGHT TRACK DATA
TIME OF DAY DISTRIBUTION Pattern Altitude — 8G0 `eet AGL.
All Aircraft
Day 10700-1900) 100 GY, I
Evening (1900-2200) 0?i, i
Night (2200-0700) 0%
I
L Source. Aries 11989) for then current year
4-104
L...xaround Data /
Figure 4 - 54
Eloise Contours
Pogo-Kem County Airport
14- 105
4.12 Rosamond Skypark
Airport Land Use Contpulibility Plan 4-107
Individual Airport Policies and Compatibility Maps /
Figure 4 - 56
Comprehensive Land Use Plan
Rosamond Airport
4-108
Background Data /Chapter 4
Table 4-34
Airport Environs
Rosamond Skypark
AIRPORT LOCATION AND ACCESS
Approximately 70 miles southeast of the city of
Bakersfield.
Airport and most of approaches under county
jurisdiction
• Access from State Route 14 via Rosamond
Boulevard West.
EXISTING AIRPORT AREA LAND USES
General Character
Low- and medium -density residential areas surround
the airport. Residential sub -division associated with
the airport has taxiways which connect the airfield
and individual home -owners' nangars.
Runway Approaches
Runway 7 (west) Approach —'LOW -density
residential.
• Runway 25 (east) Approach — Medium -density
residential.
Traffic Pattern
Powered aircraft pattern on south side; primarily
medium -density residential; some low-density
residential. .
Glider plane pattern on north side; primarily low-
density residential. some medium -density
residential.
Source* Hodges & Shutt (October 1993)
4-109
LOCAL LAND USE PLANS AND ZONING
• Kern County General Plan — Adopted in 1982.
PLANNED LAND USES IN AIRPORT AREA
Continuing infill of residential uses.
No major projects currently under consideration
ESTABLISHED APPROACH PROTECTION
MEASURES
• Kern County Heignt Zoning Ordinance restricts the
height of objects in the Airport's vicinity
I� Background Data /
VKo�
4.. .
. . ......... ......
. . . . . . . . . ................... ...........
o s�^:'.
. . . .........
...............
ti c"r
.................
........................ .. .....3.
Iran, Ave
/. . .1:::.:::::
a'
Truman 1Ave . '.� I .......,
4' o Trum n ''A Ve :}::.
Hook v::.......:a::.::::::::::.; .... i. /.
;FeisiteW. Aye.i: tii.:ai:::i :.....:
::::.:::::::�:::::::..:_ ---
I Knox Ave.. -_------'
i
-
1 •:• '.
i
}r:•::: .:•::::•::•: tr ::(::::�:: •ra•:•::'r: r:•rr:i •: ti.r:: r:•:: � r.::i:ti
_............. .
:v: n'•i .
•.r:
)a
:i
r.
:: •:
:
-:::: : -
Rosamond ••• vd.
�'h: -- - -- - ---- --- --- _
-- -- - -----'T-_=. ---_
-- _ --- --
.:.::::{:{ti: is
i
o: I
- i
I -
y'.
a
.I
Astoria Street
�{ I Brabnom Ave.
= AG/OPEN LAND
PUBLIC FACILITY I �-
-- -_---- -� COMM ERCIAL/INDUSTRIAL
LOW DENSITY RESIDENTIAL I 0 2000
MEDIUM DENSITY RESIDENTIAL w%-=iiiiiiiii=iiii '6
Feet
HIGH DENSITY RESIDENTIAL Sources: Rosamond Skypark Speclftc Plan (1/30/90);
Rosamond Specific Plan (I1
Figure 4 - 57
Land Use Designations
Rosamond Skypark
4- 110
Background Data / Chapter 4
Table 4-35
Airport Features
Rosamond Skypark
AIRPORT PROPERTY
• Ownership — Private - Rosamond Skypark
Association.
• Size — 100 acres fee title.
Elevation — 2,415 feet MSL.
AIRPORT PLANNING
Adopted Plans
– Privately -owned airport: no formally adopted
plans.
Planned Improvements
– No major development proposals currently
active.
BUILDING AREA
Location — South side, mid -field.
• Aircraft Parking Capacity — Approximately 24 based
and transient tiedowns: 29 privately -owned T -
hangars.
• Other Major Facilities — Two fixed base operations'
maintenance hangars/offices; fuel facilities;
restaurant.
Services — Fixed base operator services include
fuel, aircraft sales, repairs, rentals and flight
instruction.
Source: Hodges & Shutt (October 1993)
4-111
RUNWAY SYSTEM
Runway 7-25
Critical Aircraft — L.ght twin -engine propeller
Classification — Airoort Reference Code B -I, small
aircraft.
Dimensions — 3 600 feet long, 50 feet wide
Lighting— Low- intensity runway edge lighting
Surface — Asphalt. good condition.
Primary Taxiways — Full-length parallel taxiway. exit
taxiways
RUNWAY APPROACHES
Runway 7
Approach Type — V:sual
Runway Protection Zone — Approximately half of
the RPZ is within the airport property line.
• Approach Obstacles — Fence 5 feet high at end of
runway, 300 feet from displaced threshold. 50:1
approach slope to displaced threshold provides
adequate clearance.
Runway 25
Approach Type —Visual
Runway Protection Zcre — Most of existing RPZ is
off airport property
Approacn Obstac;es — Pole 35 feet Nan t ; 4 � °eet
from runway end. ruesnold displaced 2:A feet to
provide adequate c:earance
Traffic Pattern
Location — Estactisred oattern south of r nwav
only
A!trtude — E00 `eet accve a room elevation
N
Q
AIRCRAFT OPERATIONS
Total
Annual
42.820
Average Day
117
Distribution
Single -Engine
88 0?'0
Twin -Engine
7 7 g,
Turboprop
0 g;"
Business Jet
3 4 ;;
TIME OF DAY DISTRIBUTION
All Aircraft
Day (0700-1900)
78
Evening (1900-2200)
110',x,
Night (2200-0700)
110;6
Source Aries (1989) for then current year.
Background Data /Chapter4
Table 4-36
Forecast Airport Activity
Rosamond Skypark
RUNWAY USE DISTRIBUTION
All Aircraft
All Operations
Runway 7 10.0%
Runway 25 90.0%
FLIGHT TRACK DATA
Pattern Altitude —800 feet AGL
Right traffic on Runway 7 ;no north side pattern
4-113
Backcround Data /
Figure 4 - 59
Noise Contours
Rosamond Skypark
4- 114
f.:..
4.13 Shafter Airport - Minter Field
4.13.1
The compatibility zones include provisions to protect the planned 1,500 -foot extension of
Runway 12-30,
Airport Laird Uve CompalibilitY Mali 4-116
I
CU Gl
(L
cu a
oc
I
4-118
Table 4-37
Airport
Environs
Shafter Airport - Minter Field
AIRPORT LOCATION AND ACCESS
LOCAL LAND USE PLANS AND ZONING
• Located approximately 12 miles northwest of the city Kern County General Plan adopted in 1982
of Bakersfield.
• Airport and most of approaches within City of
City of Shafter General Plan
Shafter.
Access from State Highway 99, via Lerdo H,ghway
PLANNED LAND USES IN AIRPORT AREA
Continued inf!I of ccmmercial/industrial uses to the
EXISTING AIRPORT AREA LAND USES
southeast, continued use of remaining area for
agriculture
General Character
• Low density residential development to the
ESTABLISHED APPROACH PROTECTION
southeast, balance primarily agriculture
MEASURES
Runway Approaches
City of Shafter and Kern County Height Zoning
Ordinance limits 1.ne height of objects in the vicinity
• Runway 12 (northwest) approach—Agrcuiture cut
of the Airport.
to 1 mile
• Runway 30 (southeast) Approacn — Commercial
building out 600 feet; agriculture out to 1 mile.
Traffic Pattern
• One residential subdivision southeast of airport;
commercial -industrial to the east; agricultural uses
't? elsewhere.
Source- Source Hodges & Shutt (October 1993)
4-118
Table 4-38
Airport Features
Shafter Airport - Minter Field
AIRPORT PROPERTY
• Ownership — Minter Field Airport District.
Size — 1,223 acres in fee
• Elevation — 422 feet NISL
AIRPORT PLANNING
• Adopted Plans
– 1990 Master Plan adopted by Minter Field
Airport District
• Planned Improvements
– Reactivation of Runway 7-25
– Proposed extension of Runway 12-30 by 1 500
feet.
– Planned hangar develcpment in aoron area
east of Runway 16 enc.
BUILDING AREA
Location — Primary building area east of Runway
16-34; secondary area reserved for aviation uses
south of Runway 12-30.
• Aircraft Parking C'yacity — 114 tiedown spaces,
and 45 T -hangars.
Other Major Facilities — Fixed base operations
maintenance hangar; offices; fuel facilities; Minter
Field Air Museum
• Services — Flight instruction, repairs. 80 and 10GLL
fuel.
RUNWAY SYSTEM
Runway 12-30
Critical Aircraft — Medium business jet
Classification —,sport Reference Coee C -i;
Dimensions — 4 520 feet long, 100 feet wide
Lighting — Mecium-intensity runway edge lights
Surface — Aspnait, good condition.
i aoways — Fuwl-length. parallel taxiway, four exit
taxiways, one connector taxiway
Runway 16-34
Cntical Aircraft — � gnt twin -engine
Classification — A,rport Reference Code B-11, small
aircraft.
Dimensions — 2.980 feet long, 100 feet wide.
• Lighting — None.
• Surface — Concrete, fair condition.
• Taxiways — Full-length parallel taxiway; four exit
taxiways.
Runway 7-25
Critical Aircraft — Acr;cultural applicator
Classification — A,,cor, Reference Code A-1
C,mensicns — 2 ?Cr °eet ;ong, 60 feet wide
Lighting•— Ncne
St:rface — Ascna t coor conditicn
T 3x:ways — Ore ex -t taxiway
4-120
Table 4-38 Continued
Airport Features
Shafter Airport - Minter Field
RUNWAY APPROACHES
Runway 12
• Approach Type — Visual: non -precision is planned.
• Runway Protection Zone — Entirely on airport
property.
• Approach Obstacles — No penetrations to approach
surface.
Runway 30
• Approach Type — Non -precision: precision
approach is planned
• Runway Protection Zone — Approximately 10 acres
off airport property, which is planned for approach
protection easement.
• Approach Obstacles — No penetrations to approach
surface.
Runway 16
• Approach Type —Visual.
• Runway Protection Zone — Approximately half is off
airport property, and is planned for future avigation
easement.
• Approach Obstacles — Road 10 feet above and 535
from runway end; 33:1 approach slope provides
adequate clearance.
Background Data / Chapter 4
Runway 34
Approach Type — Visual.
Runway Protection Zone —Approximately two-
thirds off airport property. which is planned for
approach protection easement.
Approach Obstacles —Road 15 feet above and 470
feet from runway end, approach slope of 18.1
provides adequate clearance
Runway 7
• Approach Type — Visual.
Runway Protection Zone — On airport property
• Approach Obstac;es — No penetrations of approach
surface.
Runway 25
• Approach Type —Visual.
• Runway Protection Zone — Approximately 112 is off
airport property.
• Approach Obstacles — Access road 220 feet from
runway end,
Traffic Pattern
• Location — Established pattern both sides of each
runway.
Altitude — 800 feet abcve airport elevation
4-121
1 2
1-
aw 1,1,1, 'fill 111
i a a ■ I. ! � ! '' � j .�I � I i !`�� �1 l - : � ' I'i: I ��I' a� 0. to � ' m
1 � i i 1 ; J I �'ti(I(.�`IS►t��I;ij'�;li('��I� /' 1 �, � � o lil = Z =� �I
1 111 f( 11 ii l 1 I1 i I t � /.�9� -_. _ _ i. I:
L„
iT I
R11
Background Data / Chapter 4
- Table 4-39
Forecast Airport Activity
Shafter-Minter Field
AIRCRAFT OPERATIONS FLIGHT TRACK DATA
Total Pattern Altitude - 800 feet AGL.
Annual 30 000 Runway 7-25 used exc;L:sively by aerial acplicator air -
Average Day 322 craft
LSource: Hodges & Shutt (April 1990) for the year 2008
4-123
Distribution
Single -Engine
56.7%
Aerial Applicator
21 6°'i
Twin -Engine
1000/1
Business Jet
1.7%
TIME OF DAY DISTRIBUTION
All Aircraft
Day (0700-1900)
90 0'JG
Evening (1900-2200)
7 00,5
Night (2200-0700)
30%
RUNWAY USE DISTRIBUTION
Percents a of Takeoffs
RW,7
RW 12
RW 16 RW 25 RW 30 RW 34
Single -Engine -
2
5 -
80 13
Aerial Applicator 90
-
10 -
- _
Twin -Engine -
10
- _
90 _
Business Jet -
0
_ -
Q0 _
_
Percentage of Landings
RW 7
RW.12
RW 16 RW 25 RW
30 RW 34
Single -Engine -
2
3 -
85 10
Aerial Applicator 90
-
10 -
- _
Twin -Engine -
10
- -
90 -
Business Jet -
10
- -
90 _
LSource: Hodges & Shutt (April 1990) for the year 2008
4-123
Par-kryrnrinri rlmfm /
Figure 4 - 64
Noise Contours
Shatter Alrport-Minter Field
4- 124
N
4.14 Taft -kern County Airport
-4.14.1
Operations west of the Airport are prohibited. That is, landings on Runways 3 and 7, and
departures on Runways 21 and 2.i are prohibited. Noise is, therefore, a significant concern only
a short distance west ofthe runway. Safety concerns extend further from the airfield. An
aircraft making a go -around durin�� an unsticccssful landing attempt is likely to overtly the city
of Taft.
S
Airport irport Lwid Use Compatihilitt, Platt 4-126
Individual Airporr Policies and Corr.- - " Wilty Maps /
Figure 4 - 66
Comprehensive Land Use Plan
Tatt-Kern County Airport
4- 127
Table 4-40
Airport Environs
Taft -Kern County Airport
AIRPORT LOCATION AND ACCESS
• Located approximately 40 miles southwest of the
city of Bakersfield
Airport and approaches principally in County
Jurisdiction.
• Airport access via State Route 33. then 2.5 mces
east along East Kern Street to airport entrance
EXISTING AIRPORT AREA LAND USES
General Character
Mixed urban uses immediately west of the Airport
Runway Approaches
Runway 7 (east) Approach — Takeoffs only this
runway; mixed urban -uses
Runway 25 (west) Approach — Landings only this
runway; open land and oil fields out to 112 mile;
sewage treatment plant beyond.
Runway 3 (southwest) Approach — Takeoffs only
this runway; mixed urban uses.
Runway 21 (northeast) Approach — Landings only
this runway; open land and oil fields.
Traffic Pattern
Pattern established on south side of Runway 7-25
and on southeast side of Runway 3-21
Primarily open land and oil fields
Source: Hodges & Shutt (October 1993)
Background Data /Chapter 4
LOCAL LAND USE PLANS AND ZONING
Kern County General Plan — Adopted in 1982.
PLANNED LAND USES IN AIRPORT AREA
Contmueo infill of mixed urban uses from the City of
Taft.
No major deveicpment proposals currently, active
:,.ESTABLISHED APPROACH PROTECTION'
MEASURES
Kern Courty He!ght Zoning Ordinance limits the
height cf ooiects in the airport area
4-128
Background Data /
___ ___—_ i:� ...,
•-- - - - - -- Street
Cedar
.I h Sireet.�', a
AG/OPEN LAND �
•>:%� ••,•.% PUBLIC FACILITY �•
COMMERCIAL/INDUSTRIAL
LOW DENSITY RESIDENTIAL
0 2000
MEDIUM DENSITY RESIDENTIAL '6
HIGH DENSITY RESIDENTIAL Feet
Source: Kern County General Plan,
Figure 4 - 67
Land Use Designations
Taft -Kern County Airport
4- 129
Table 4-41
Airport Features
Taft -Kern County Airport
AIRPORT PROPERTY
• Ownership — Privately owned by Standard Oil
Company.
• Size — 71 acres in lease
Elevation — 875 feet MSL.
AIRPORT PLANNING
Adopted Plans -ALP dated 12!1;87, has not been
officially adopted
• Planned Improvements - No..runway extension or
other plans which would change off -airport effects
BUILDING AREA
• Location — Primary budding area lies east of
Runway 2-21 secondary area soutn of Runway 7-
25.
Aircraft Parking Capacity — 18 tiedowns. 16 T -
hangars.
Other Major Facilities — Fixed base operators
maintenance building; lounge building; fuel facilities.
Services —Aircraft rental, repairs, flight instruction
RUNWAY SYSTEM
Runway 7-25
Critical Aircraft — Single-engine propeller: also
occasional small twin -engine propeller aircraft
• Classification — Airport Reference Code B-1
• Dimensions— 3 970 feet.lorg. 60 feet wide.
Runway 25 threshold displaced 289 °eet
Lighting — Low intensity runway edge lighting.
• Surface —Asphalt. fair condition.
Taxiways — None at this airfield
Source: Hodges & Shutt (October 1993)
Background Data / Chapter 4
RUNWAY APPROACHES
Runway 7
Approach Type — No approaches this runway
Runway Proteci,on Zone — Falls under both City
and County jursd:ct:on
Approach Obstacies — Road 12 feet above and 200
feet from end cf runway: tiedowns at end of runway:
fence 4 feet hign eiagonal to threshold.
Runway 25
Approach Type — Visual.
Runway Protection Zone — Entirely in County
jurisdiction
Approach Cbstac:es — No penetrations of approach
surface.
Runway 3
Approach Type — No approaches this runway
• Runway Protection Zone — Falls under both City
and County jurisdiction.
Approach Obstacles — Road 12 feet above and 200
feet from end of runway; tiedowns at end of runway;
fence 4 feet high diagonal to threshold.
Runway 21
• Approach Type —Visual,
• Runway Protection Zone — Entirely in County
;unsdiction
Approach Obstacies — No penetrations of approacn
surface.
Traffic Pattern
Location — Estac! sred pattern on south s.ce cf
Runway 7-25 ano cn east side of 3-21
Altitude — 800 feet aocve airport elevation
Approach Procec;,re — Land Runways 21 sr ZE
'upnillj takeoff Rurways 3 or 7 idcwnn i i
4-130
Q
a
rl,c
_
a
F
w
.
o
�y�
1
y
IC
fi�
AIRCRAFT OPERATIONS
Total
Annual
Average Day
Distribution
Single -Engine
Twin -Engine
.TIME OF DAY DISTRIBUTION
All Aircraft
Background Data /Chapter4
Table 4-42
Forecast Airport Activity
Taft -Kern County Airport
4- 132
RUNWAY USE DISTRIBUTION
10 764
All Aircraft
VO
All Operations
Runway 7-25 1000%
Runway 3-21 0%
96 7'-c
2 3'1,
FLIGHT TRACK DATA
Pattern Altitude — 825 feet AGL.
No landings on Run• iays 3 or 7
4- 132
Background Data /
Figure 4 - 69
Noise Contours
Taft -Kern County Airport
4- 133
4,
1.15 Tehachapi .Municipal airport
4.15.1
Developments within the Capital Hills Specific Plan area are considered to be "existino.t" for the
purpose of this Plan. Final maps have been recorded and initial improvements have been made.
The City has made a Ion<, -term financial commitment to the project in the form of Mello Roos
(CFD) bonds.
Airport Lwid Use Cotnpatibili(y Plug 4-135
Individual Airport Policies and CompatiU;,,;y Maps l
Figure 4 - 71
Comprehensive Land Use Plan
Tehachapi Municipal Airport
4- 136
Table 4-43
Airport Environs
Tehachapi Municipal Airport
AIRPORT LOCATION AND ACCESS
• Located 40 miles southeast of the city of
Bakersfield.
Airport and approaches within the jurisdiction of :he
City of Tehacnaoi
Access from State Highway 58 via Mill Street
EXISTING AIRPORT AREA LAND USES
General Character
Primarily commercial/industrial and medium -density
residential uses to the west and south
• Agricultural uses to southeast- mountains to ncrh
• Several public -use facilities in the area
Runway Approaches
• Runway 11 (northwest) Approach — Undeveloped,
mountainous terrain.
• Runway 29 (southeast) Approach — Agriculture and
open land.
Traffic Pattern
Established pattern on south side only.
Southwest primarily commercial/industrial and
medium -density residential: southeast medium -
density residential. schools. and some commerciat
uses.
Source: Hodges & Shutt (October 1993)
Background Data /Chapter 4
LOCAL LAND USE PLANS AND ZONING
City of Tehachapi General Plan Update -Land Use
Element — Adccted by City in May 1992, sets land
use policies for a.rcort environs.
PLANNED LAND USES IN AIRPORT AREA
Continuing infill of Tenachapi with residential and
small-scale commercial/industrial uses
Continuing infill of commercial/industrial north of
airport.
Continued res:aenGal development south of the
airport.
ESTABLISHED APPROACH PROTECTION
MEASURES
City General Plan Land Use Element incorporates
adopted airport compatibility criteria.
4-137
Background Data /
----_#r,�_ -- --_- - —--------
- - ---- - - -- --
- _ - - State Route 58 = _- _ - ' ' ' ' . •'.' •'. •'.' •'.
__ _--______
202
---- ---- -- - - ''• •/ �`Sli �•--===Coadrick Road
------------
i. --..--- ---_ -- —---
-_- _ ::'t'r:t:::. /.. /. .,_ -----------------
U --___ - ---- -----_-- -
--- - ---_- =_--____
-_-_- - -__- _ - _ - -
C
/. /.
'u fff
'/
AG/OPEN LAND <n:' .j. ,
.........
iii'%7i
.:.• PUBLIC FACILITY
COMMERCIAL/INDUSTRIAL A
LOW DENSITY RESIDENTIAL
MEDIUM DENSITY RESIDENTIAL
' HIGH DENSITY RESIDENTIAL
v�
I o�
�I'I 0 2000
of =
Feet
Sources: Tehachapi General Plan; Preliminary Capital Hills Specific Plan.
Figure 4 - 72
Land Use Designations
Tehachapi Municipal Airport
4-138
I Table 4-44
Airport Features
Tehachapi, Municipal Airport
AIRPORT PROPERTY
• Ownership — City of Tehachapi
Size — 264 acres fee title
• Elevation — 4.002 feet MSL.
AIRPORT PLANNING
Adopted Plans
– Airport Master Plan Update. aaooted
September 1993
Planned Improvements
– Planned runway extension of 200 feet
– Parallel taxiway relocation
– Fulaure non -precision approach on both
runways
BUILDING AREA
• Location — Primary building area runs along south
side of runway; terminal area and based aircraft
hangar development planned on north side of
runway.
Aircraft Parking Capacity
– 54 based and transient tiedowns; 50 T -
hangars.
i
– Seven individual T-hangars;;one large box
hangar.
Other Major Facilities — Fuel island, administration
building.
Services — Aircraft rental- repairs flight instruct on
80 and 100LL fuel
Source. Hodges & Shutt (October 1993)
Background Data /Chapter4
RUNWAY SYSTEM
Runway 11-29
Critical Aircraft — Ught twin -engine propeller
Classification — A rrort Reference Code B-1 small
aircraft.
Dimensions — 4 035 feet long, 50 feet wide 300 -
.root displaced threshold for Runway 11, 535 -foot
displaced thresr,o d for Runway 29
Lighting — Medium -intensity runway edge lighting
Surface — Ascna:t good condition
Taxiways — Fuil- ergth parallel taxiway 5 exrt
taxiways
RUNWAY APPROACHES
Runway 11
Approach Type —Visual.
• Runway Protection Zone —Approximately half of
existing RPZ is off airport property, but is planned .to
be acquired as an avtgation easement.
Approach Obstacles — Hill lies 276 feet above and
4,800 feet from runway end; approach slope of 16 1
provides adequate clearance.
Runway 29
Approach Type —Visual.
.unway Protect:cr, Zcne — Aoorcximately ha;,' of
existing RPZ ,s off aacort property but is plannec to
Le acquired as ar awgation easement
Approach Oosrac,es = Poles stand 31 feet above
and 450 feet from the runway end. 100 feet right of
lne prolecteo cen:erane: 8 1 approach slope
provides adeoua:e c,earance.
Traffic Pattern
Location — Estac� sred pattern south of rur•„a ;
r,y
Altitude — 1 OCC `eet above airport elevat,on
4-139
0
a
0
Background Data /Chapter
Table 4-45
__:.
Forecast Airport Activity
Tehachapi Municipal Airport
AIRCRAFT OPERATIONS
Total
Annual
36 500
Average Day
100
Distribution
Single -Engine
87.7?1,
Twin -Engine
12.37,.;
TIME OF DAY DISTRIBUTION
All Aircraft
Day 10700-1900,
90 011;
Evening (1900-2200)
7 001,
Night (2200-0700)
30%
RUNWAY USE DISTRIBUTION
Aa Aircraft
All Operations
Runway" 150%
Runway 25 850%
FLIGHT TRACK DATA
Pattern Altitude — ; ZGO feet AGL
Right traffic on Runway 11 (no north side pattern i
� I
i
i
I' Sources Airport Master Plan (1987) for year 2008 forecast Hodges & Shutt (September 1993) for distribution '
4-141
Back _ . nd Data /
Figure 4 - 74
Noise Contours
Tehachapi Municipal Airport
4- 142
t:
I 1
4.16 Vasco -Kern Counh' :airport
4.16.1
If the Airport's operational procedures are changed to eliminate aircraft overflights south and
southwest of the Airport. the B I * and C* zones can be converted to a D zone.
Airport Lwid U.se Compatibility Plain 4-144
Individual Airport Policies and Compatibility Maps /
Figure 4 - 76
Comprehensive Land Use Plan
Wasco-Kern County Airport
4- 145
Figure 4-76 - Comprehensive Lana Use Plan - 1�' ts���-Kern County ,-airport
Airport Land Use Computihilitil Phin
4-145
a
O
Cw-* w Ave,
0--L ------- 4 M-6-
AG/OPEN LAND
o
PUBLIC FACILITY
� I
COMMERCIAL ANDUSTRIAL
----:
HIGH DENSITY RESIDENTIAL
T
'LOW DENSITY RESIDENTIAL
0--L ------- 4 M-6-
C)
Land Use Designations
Wasco-Kern County Airport
4-
o
O
� I
N
o
0
T
4 J
0
�^
n
A
n
FL
n
0
7
Cl<
I
0
0
D
y
o
i
N
I)Rd,
!' '�•!'/'!•!;•!•!;
McCombs Ave./Mc
C)
Land Use Designations
Wasco-Kern County Airport
4-
O
� I
4 J
�^
n
o
3 IC -
A'
I Paso RAI Hwy/State Routei4i
jI
I
LSI
C 0 S0�! I I
II
Feet
urce: City of Wasco Zoning Map 1 of �I-
Figure 4 - 77
147
Table 4-47
Airport Features
Wasco-Kern County Airport
AIRPORT PROPERTY
• Ownership — County of Kern.
• Size —158 acres in fee.
• Elevation — 313 feet MSL.
AIRPORT PLANNING
• Planned Improvements
– No change in runway dimensions or capacities.
BUILDING AREA
• Location —Along east end of field.
• Aircraft Parking Capacity — 36 based and transient
tiedowns; 11 T -hangars; 6 box -type hangars.
• Other Major Facilities — Fuel facilities.
• Services —100LL fuel; no other services.
Source: Hodges & Shutt (October 1993)
Background Data /Chapter 4
RUNWAY SYSTEM
Runway 12-30
• Critical Aircraft — Single-engine, propeller.
• Classification—Airport Reference Code BU -I.
• Dimensions — 3,380 feet long, 60 feet wide.
• Lighting — Medium -intensity runway edge lighting.
• Surface—Asphalt, good condition.
• Taxiways — Full-length parallel on north side; three
exit taxiways.
RUNWAY APPROACHES
Runway 12
• Approach Type —Visual.
• Runway Protection Zone — About half is currently
on airport property.
• Approach Obstacles — Road lies 15 feet above and
200 feet from the runway end at a distance of 130
feet right of the projected centerline; approach slope
of 20:1 and displaced threshold of 465 feet provide
adequate clearance.
Runway 30
Approach Type —Visual.
• Runway Protection Zone — About half is currently
on airport property.
Approach Obstacles—Adjacent road, fence line,
and a sign; approach slope of 19:1 and a displaced
threshold of 240 feet provide adequate clearance.
Traffic Pattern
• Location — Established pattern both sides of
runway.
Altitude — 800 feet above airport elevation.
• Approach Procedure — None.
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Background Data / Chapter 4
Table 4-48
Forecast Airport Activity
Wasco-Kern county Airport
AIRCRAFT OPERATIONS
RUNWAY USE DISTRIBUTION
Total
Annual
11,050
All Aircraft
All Operations
Average Day
31
Runway 12 10.0%
Distribution
Runway 30 90.0%
Single -Engine
96.8%
Twin -Engine
3.2%
FLIGHT TRACK DATA
TIME OF DAY DISTRIBUTION
Pattern Altitude — 800 feet AGL.
All Aircraft
Day (0700-1900)
85.0%
Evening (1900-2200)
10,0%
Night (2200-0700)
5.0%
Source: Aries (1989) for then current year
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Wasco-Kern County Airport
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4.17 Military Aviation
4.17.1 Introduction
Kern County has two military aviation installations, the China Lake Naval Air Weapons Station
(HAWS) and Edwards Air Force Base (AFB) both of which are located in the eastern part of the
county. Each installation has unique flying operations and their primary mission is to test
military aircraft and weapon systems.
Due to the required flying mission at these military bases aircraft will need to fly beyond the
boundaries of the installations at supersonic speeds and sometimes as low as 200 feet above the
ground. In order to minimize flight hazards to non-military aircraft the military aircraft from
these installations fly within restricted airspace known as the Joint Service Restricted R-2508
Complex (Section 4.20). This complex is considered an extension of the airspace for these
military aviation installations and their flying mission.
4.17.2 Encroachment
Because of the extreme flying capabilities and needs of military aircraft. military officials have
concerns about land development that compromises the mission of the installations. The concern
for encroachments on military aviation involves balancing the need to preserve the present and
future flight operation capabilities to meet mission requirements, with the public health, safety,
quality of life and economic stability of neighboring communities. The following are identified
areas to be reviewed for compatibility issues:
1• Population Growth — High density residential uses and concentrated commercial uses
directly adjacent to the base and under specific air routes can create safety, operation and
testing issues.
2. Commercial Development —Creation of a development that attracts large concentrations
of people in a sensitive low flight corridor. Height of structures and signs, that penetrate
into airspace in low flight corridors.
3. Towers Obstructions such as cellular towers, radio towers, television towers and wind
turbines that penetrate into airspace become a hazard to flight safety. Concentrated
numbers of such structures can result in the loss of a route as useable for testing and
training operations.
4. Noise Complaints — Potential impacts range from low level flying, high level,
intermittent sonic booms to specialty impacts such as routine, recurring helicopter
missions.
5. Air Space Conflicts — Impacts outside the control of local government land use that will
further increase the limits on use of airspace. Examples include designation of wilderness
areas, National Parks and new areas of concentrated populations outside the county.
Airport Land Use Compatibility Plan 4-153
6. Environmental Pressures —Air Quality is important to flight test operations. Activities
that generate dust, steam or smoke should be mitigated. Elimination of habitat for
threatened or endangered species on private land increases the pressure to preserve on
base h4bitat. Expansion of base employment in conjunction with off -base development
increases traffic on regional and local road networks. New lakes and golf courses can
attract, particularly in this desert region, large flocks of birds, which become a hazard to
flight operations.
7. Radio ]Frequency Conflicts —Conflict of users of the radio frequency spectrum located
both on and off military installations. Operations of unmanned radio -controlled aircraft
flights can have electronic interference from other sources of radio signals. Coordination
of frequency and notification can mitigate this impact.
4.17.3 Notification
China Lake Naval Air Weapons Station (HAWS) and Edwards Air Force Base (AFB) both shall
be notified of development that falls within any of the following categories:
• Any structure within 75 miles of the R-2508 complex that is greater than 50 feet `tall.
• Any project within 50 miles of R-2508 that emit radio and communication frequencies.
• Any environmental document or discretionary project with 25 miles of the military
installation boundaries.
• Any project that would create environmental impacts (e.g. visibility, elevated
obstructions) within 25 miles of the R-2508 complex
• Any project within 25 miles of the centerline of any route/corridor.
• Any project with the potential to impact the utilities of the military installation (water,
gas, electricity, phone, roads, railway, etc.) required for normal bases operations.
• Any environmental. document within the R-2515 complex requires a copy sent to
Edwards AFB and primary notification to China Lake Naval Air Weapons Station
NAWS.
• Any environmental document within the R-2505 and R-2506 complexes requires a copy
sent to China Lake NAWS and primary notification to Edwards AFB,
Airport Land Use Compatibility Platt 4-154
4.17.4 Conditions of Approval
The following are example of conditions of approval that may be included, as -appropriate, in
planning documents:
• Avigation Easement - Legal Agreement attached to property records to document
develop/owner acknowledgment and legal notice of the military aviation installation's
operation.
Frequency Deconfliction - When a source of frequency emissions is proposed within the
R-2508 area, military officials request all coordination pass through the respective
Frequency Management Office of each installation to avoid potential frequency conflict.
Dust Abatement - Any activity -that contributes to decreased visibility may adversely
impact the flying or test mission.
• Obstruction Lighting - Lights are used to increase visibility of obstacles. Specifics on
obstruction lighting can be found in FAA Advisory Circular 70/7460-1K.
• Mitigation Measure : Any other mitigating action to reduce potential impact of
project/proposal to the mission of the military installation.
4.17.5 Change in Mission
The Department of Defense is continually updating strategies for national security and upgrading
( _ inventories with technologically newer aircraft and weapons systems. The flight mission at these
installations is continually evolving which could change or alter issues of concern for land use
around these bases.
Airport Land Use Compatibility Plan 4-155
4.18 China Lake Naval Air Weapons Station (NAWS)
4.18,1 Mission
The China Lake NAWS installation is located in eastern Kern next to the City of Ridgecrest and
near the community of Inyokern in the western Mojave Desert. The installation covers more than
600,000 acres in Kern, Inyo, and San Bernardino counties, making it the Navy's largest land
activity. The flight activities of the China Lake installation operate from three runways which
are encompassed by a vast array of laboratories, test facilities, and restricted air space. The main
facilities and runways are within the Kern County section of the military installation. The'
primary mission of the installation is to perform research and development, test and evaluation,
logistics, and in-service support for guided missiles, free -fall weapons, targets, support
equipment, crew systems, and electronic warfare. Various aircraft are utilized for weapons
testing but fighter aircraft generate the majority flight operations. These flight operations test an
aircraft's ability to deliver weapons and the capabilities of weapon systems.
4.18.2 Air Installation Compatible Use Zones Study
The Department of Defense requires military aviation facilities to complete an Air Installation
Compatible Use Zones (AICUZ) study. The primary purpose of the AICUZ study is to protect
public safety and health, encourage appropriate development in the vicinity of military airfields,
and to protect taxpayer's investment in national defense. The current China Lake AICUZ is
being updated by installation personnel to reflect changes at the facility which include
modification and upgrade of aircraft and alterations to the flying mission. The revised AICUZ
will include the location of the safety zones and noise impacts.
Airport Land Use Compatibility Plan 4-156
4.19 Edwards Air Force Base
4.19.1 Mission
Edwards Air Force Base.(AFB) is the home of the Air Force -Flight Test Center, which holds
stature as the nation's premier flight test facility, research, development, test and evaluation of
aerospace systems for the United States and its allies. The primary mission of Edwards is the
developmental test and evaluation of new aircraft and the ongoing operational test and evaluation
of current aircraft. The flight operations at Edwards consist of fighter, bomber, cargo, trainer,
and reconnaissance aircraft. The base is located in eastern Kern in the western Mojave Desert,
adjacent to the communities of Rosamond, Boron, North Edwards, and Mojave and extends into
Los Angeles and San Bernardino. counties. The base which covers over 301,000.acres, has two
concrete runways and an auxiliary asphalt runway. Aircraft may also land on the hard packed
surface of the Rogers Dry Lake and Rosamond-DryLake. The Dryden Flight Research Center,
NASA's premier installation for aeronautical flight. research, is located at Edwards AFB. In
addition to carrying out aeronautical research, the center also supports the space shuttle program
as a backup landing site. Also assigned to Edwards AFB are two Marine Corps Reserve
helicopter squadrons and associated support staff which has the primary mission of transporting
combat troops and equipment.
4.19.2 Air Installation Compatible Use Zones Study
The Department of Defense requires military aviation facilities to prepare an Air Installation
Compatible Use Zones (AICUZ) study. , The principal purpose of the AICUZ study is to protect
community safety and health, promote appropriate development in the vicinity of military
airfields, and to protect taxpayer's investment in national defense. The currently referenced
AICUZ study for Edwards AFB was completed in 1994. Presently base personnel are updating
the present AICUZ study to reflect the on going changes at the installation that include utilization
of new aircraft and alterations to the flying mission. The AICUZ will indicate the location of
safety zones and noise impacts associated with the flying mission. Because of the vast size of
Edwards AFB areas affected by the current impacts are confined within the boundaries of the
installation.
Airport Land Use Compatibility Plan 4-157
4.20 Joint Service Restricted R-2508 Complex
As the flying mission at these military aviation installations will fly beyond the boundaries of the j
installations, the Department of Defense and the Federal Aviation Administration created an area
of restricted airspace in order to minimize flight hazards to non-military aircraft by military
aircraft. Access to this airspace is greatly limited to civilian aircraft and only after obtaining prior
permission. This vast restricted airspace is known as the Joint Service Restricted R-2508
Complex (Figure 4-81). The complex encompasses 20,000 square miles of electronically
surveilled ranges permitting unrestricted flight test from near ground level to near space at
various locations. The R-2508 complex contains a number of internal complexes and operating
areas, and is the hub of a network of other major -,airspace ranges located in the southwestern
United States. The immense area of R-2508 covers portions of Kern. Inyo, Mono, Los Angeles,
San Bernardino, and Tulare Counties and, reaches into a small portions of the State of Nevada.
Over 3,200 square miles of eastern Kern County are within the complex (Figure 4-82).
Within the R-2508 complex are other designated restricted airspaces known as R-2505, R-2506,
and R-2515 which are the immediate and adjacent airspace to China Lake NAWS and Edwards
AFB. The military installations also retain the use of supersonic flight corridors which allow
unrestricted use of airspace for the testing of high limit aircraft capabilities.
Airport Land Use Compatibility Plat: 4-158
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PARI' II
SUPPORTING INFORMATION
CHAPTER 5
5.0 IMPLEMENTATION STRATEGIES FOR LOCAL JURISDICTIONS
INTRODUCTION
The policies set forth in this Airport Land Use Compatibility Plan contain performance -type standards
intended to prevent occurrence of future new conflicts between airport operations and surrounding land
uses. Implementation of these criteria requires action by the local jurisdictions that have control- over -the
airport -vicinity land use. This process is comparable to that established by the California- Environmental
Quality Act —the state has adopted a set of guidelines that must then be implemented by the specific
procedures and other actions adopted by each local government.
The following strategies are divided into two. categories: (1) those that can or must be taken by the local
land use jurisdictions, and (2) actions that are available to a local jurisdiction when it is also the owner
of the airport creating the impacts.
LOCAL JURISDICTION ACTIONS
Land Use Designations
The most fundamental means of assuring compatibility between an airport and surrounding land uses is
by the designation of appropriate land uses in local general plans, specific;plans, and zoning ordinances.
California state aeronautics law requires local jurisdictions to make their general plans and specific plans
consistent with the countyrairport land use commission (where one exists) plan or adopted Airport Land
Use Compatibility Plan or otherwise to override the commission.
Although long - term maintenance of airport/land use compatibility is difficult and often impossible
without designation of compatible land uses, this form of land use control also has significant limita-
tions. To overcome these limitations, other forms of land use controls are normally essential as part of a
complete airport/land use compatibility implementation strategy.
— Ease of Change—Nothing permanently locks in a land use designation. As conditions and
marketing demands change, less restrictive development may be. proposed.
— Restrictiveness — Land use designations are limited in the degree of restrictiveness that they
can contain. If they are deemed to eliminate all reasonable economic use of private property,
they can be considered an unfair taking and result in inverse condemnation. Especially in areas
near ends of runways, additional restrictions may needed that can be accomplished by this
means alone.
Lack of Retroactiveness — Designating an -area-for a different use than the one already
existing may encourage change over the long run, but it does not. directly eliminate existing
incompatible uses. Other devices, such as fee simple acquisition, may be necessary to bring
about the changes.
Airport Land Use Compatibility Plan 5-1
Airport Combining Zones
One way of overcoming the lack of aviation orientation of basic land use designations is adoption of an
overlay or combining zone. A combining zone supplements local land use designations by adding
specific noise and, often more importantly, safety criteria (e.g., maximum number of people on the site,
site design and open space criteria, height restrictions, etc.) applicable to future development in the
airport vicinity. Geographically, the combining zone should extend at least a mile from the runway ends
and encompass lands regularly overflown by aircraft at or below traffic pattern altitudes.
An airport combining zone has several important benefits. Most importantly, it permits the continued
utilization of the majority of the design and use guidelines contained in the existing zones. At the same
time, it provides a mechanism for implementation of provisions that may apply to only a few types of
land uses within a given land use category or zoning district. This avoids the need for a large number of
discrete zoning districts. It alswenables local jurisdictions to use the performance standards provided in
the Airport Land Use Compatibility Plan directly, rather than through redefinition of existing zoning
district descriptions.
Combining Zone Components
Requirements defined in a combining zone ordinance could include:
— Noise Insulation Standards — In highly noise -impacted areas, the ordinance could be used to
assure compliance with state statutes regarding interior noise levels. The ordinance could.
specify the construction techniques necessary to meet the requirements.
Height Limitations.— Restrictions on the height of buildings, antennas, trees, and other objects
near airports, as defined by Federal Aviation Regulations (FAR) Part 77, tSubpart C, and regu-
lated by California aeronautics law, can be implemented as part of a combining zone. Although
Part 77 surfaces are complex, three-dimensional shapes even at airports with only one runway,
the general flatness of the land around airports in Kern County limits the significance. Except
within Compatibility Zone A, and to a minor extent Zone B, only objects exceeding 35 feet in
height would have a potential to penetrate the Part 77 surfaces.
— FAA Notification Requirements — Combining zones also can be used to assure that project
developers are informed about the need `for compliance with the notification requirements of
FAR Part 77. Subpart B of the regulations require that the proponent of any project which
exceeds a specified set of height criteria submit a "Notice of Proposed Construction or Alter-
ation" (Form 7460-1) to the Federal Aviation Administration prior to commencement of con-
struction. The height criteria associated with this notification requirement are lower than those
spelled out in Part 77, Subpart C, which define airspace obstructions. The purpose of the
notification is to determine if the proposed construction would constitute a potential hazard or
obstruction to flight. Notification is not required for proposed structures that would be shielded
by existing.structures or by natural terrain of equal -or greater height, where it is obvious that the
proposal would not adversely affect air safety.
— Maximum Densities —The principal noise and safety compatibility standards in the Airport
Land Use Compatibility Plan are expressed in terms of dwelling units per acre for residential
uses and people per acre for other land uses. These standards can either be included as is in a
compatibility zone or used to modify the underlying land use designations. For residential land
Airport Land Use Compatibility Plan 5-2
uses, the correlation between the compatibility criteria and land use designations is direct. For
other land uses, the implications of the density limitations are not as clear. One step that can be
taken ,by local governments is to establish a matrix indicating whether specific types of land uses
are or are not compatible with each of the four compatibility zones. To be useful, the land use
categories will need to be more detailed than typically provided by general plan or zoning
ordinance land use designations. Appendix C herein provides a sample compatibility matrix for
over 70 types of land uses.
Open Space Requirements — Airport Land Use Compatibility Plan criteria regarding airport -
vicinity open space suitable for emergency aircraft landings can be implemented by a combining
zone. These criteria are -most effectively carried out by planning at the general or specific plan
level, but may also need to be addressed in terms of the development restrictions on large
parcels.
Avigation Easements
Avigation easements are another type of land use control measure available to local jurisdictions. These
easements have historically been used to establish height limitations, prevent other flight hazards, and
permit noise impacts. More recently, they have been employed as a form of buyer awareness — the
recording of an easement with the title to a property ensures that prospective buyers of the property are
informed about the airport impacts.
Methods of Acquisition
j As with all easements, an avigation easement applies only to the specific property to which it is attached
and it is binding on all subsequent owners of the property. Avigation easements can be obtained either
by purchase or by required dedication.
Purchase— Acquisition of avigation easements for some monetary amount is usually done by
the airport proprietor, which may or may not be the same as the local land use jurisdiction. In
most instances, the purchase of avigation easements is limited to property within runway
protection zones (previously called clear zones) or elsewhere very close to the airport boundaries
where some significant. degree of restriction or impact is involved.
Dedication — Required dedication of avigation easements is sometimes set as.a condition for
local jurisdiction approval of a proposed land use development, especially a residential develop-
ment, in the vicinity of an airport. Generally, when avigation easements are obtained in this
manner, they are primarily intended to serve as a comprehensive and stringent form of buyer
awareness measure — the rights conveyed by the easement dedication are seldom more restric-
tive than the conditions and rights established in other legal forms (e.g., airport -vicinity height -
limit zoning ordinances, Federal Aviation Regulations, etc.).
Property Rights Conveyed
A standard avigation easement conveys the following property rights from the owner of the property to
the holder of the easement:
Airport Land Use Compatibility Plan 5-3
Overflight — A right-of-way for free and unobstructed passage of aircraft through the airspace
over the property at any altitude above a surface specified in the easement (set in accordance
with Federal Aviation Regulations Part 77 and/or criteria for terminal instrument approaches).
— Height Limits — A right to prohibit the construction or growth of any structure, tree, or other
object that would enter the acquired airspace.
Access and Abatement — A right -of -entry onto the property, with appropriate advance notice,
for the purpose of removing, marking, or lighting any structure or other object that enters the
acquired airspace.
Easements which convey only certain ones of these rights are common. An easement containing only
the first right is usually referred to as an overflight easement. The last two rights are often collectively
called a height -limit or airspace easement. Overflight easements are useful in locations sufficiently
distant from an airport that height limits and other restrictions arenot a concern. Height -limit easements
have most frequently been obtained by purchase on properties close to an airport where) estrictions on
the height of objects are necessary. Because height -limit easements .do not include the overflight
easement rights, there is little apparent advantage to obtaining them rather than a complete avigation
easement.
Buyer Awareness Measures
Buyer awareness is an umbrella category for types of airport/land use compatibility measures whose
objective is to ensure that prospective buyers of property in the vicinity of an airport are made aware of
the airport's existence and the impacts that the airport activity has on surrounding land uses. ' Avigation
easements are the most definitive form of buyer awareness measure. Buyer awareness, though, 1can also `
be successfully implemented through other types of programs. Two primary methods are deed notices
and real estate disclosure statements.
Deed Notices
Deed notices are statements, attached to the deed to a property, disclosing that the property is subject to
routine overflights'and may produce noise, light, electromagnetic emissions, and other impacts by
aircraft operating at a nearby airport. An ideal application of deed notices is as a condition of approval
for development of residential land uses in airport -vicinity locations where neither noise nor safety are
significant factors, but frequent aircraft overflights may be annoying to some people. In addition to
being recorded with the deed to a property, the notices should be included on parcel maps and any
tentative or final subdivision map.
Deed notices are similar to avigation or other aviation -related easements in that they become part of the
title to a property and thus are a permanent form of buyer awareness. The distinguishing difference
between deed notices and avigation easements is that deed notices only serve as a disclosure of potential
overflights, whereas avigation easements convey an identified set of property rights. In locations where
height limitations or other land use restrictions are unnecessary, deed notices have the advantage of
being less cumbersome to define. Also, they give less appearance of having an negative affect on the
value of the property.
A example of a deed notice is included in Appendix E.
Airport Land Use Compatibility Plan 5-4
AIRPORT PROPRIETOR ACTIONS
When a local land use jurisdiction is also --the owner of the airport creating the impacts, the jurisdiction
gains significant additional capabilities with regard to assuring airport/larid use compatibility. Some-
times, the jurisdiction can use airport/land use compatibility actions such as those described below in
addition to or in lieu of restrictions on land use development.
Acquisition of Fee Simple Title
Outright airport -owner purchase of fee simple title to a property is the most direct means of land use
control. It provides positive assurance of long -tern land use compatibility and is the only type of action
that enables existing incompatible uses to be removed.
Federal Aviation Administration Funding
Acquisition.of property for approach protection purposes is eligible for federal grants under the Federal
Aviation Administration Airport Improvement Program. FAA guidelines state that:
"... land interest is eligible which is necessary to restrict the use of -Ian . d in the approach and the
transitional zones (the dimensions as cited in the applicable Advisory Circulars) to activities and
purposes compatible with normal airport operations.as well as to -meet current and anticipated
development at the airport." (FAA Order 5100.38A)
Airport sponsors are encouraged "to acquire the minimum property interest necessary to ensure safe
aeronautical use." Except when required for noise compatibility, normally only the portion of approach
zone property within 5,000 feet of the runway end is grant eligible.
Limitations
Weighing against the benefits of fee simple acquisition are several important drawbacks:
Cost— Fee simple acquisition is usually the most expensive land use compatibility measure.
Also, although some 90% of acquisition costs are eligible for FAA grants under current legis-
lation, the FAA participates in acquisition of parcels only within the limited area indicated
above. Most airport operators cannot afford to purchase property without assistance. from•the
FAA.
— Disruptiveness — The need to relocate residents and businesses occupying the property to be
acquired is disruptive both to the individuals directly involved and to:the neighborhood as a
whole. Compliance with state and federal relocation laws is required (assistance in finding
replacement property must be provided and moving costs must be paid).
Tax Implications — Government acquisition of real property removes- it from the tax rolls
unless it is leased out for compatible development.
Owner Opposition — Landowners may be unwilling to sell their property voluntarily. AI -
though the property can still be acquired by eminent domain, the condemnation process can be
time consuming and costly (both financially and socially).
Airport Latin Use Compatibility Plait
5-5
Acquisition of Approach Protection Easements
As with easements in general, approach protection easements are a form of less -than -fee interest in real
property: The key distinction between approach protection easements and the standard avigation
easements discussed earlier is that approach protection easements establish specific controls on the
underlying use of the land; avigation easements do not. Certain development rights that normally are
associated with land ownership would be acquired (e.g., rights to develop high-density residential
facilities). The landowner would have all other rights associated with land ownership including the right
to sell the property. The easement would, however, be attached to the property title and therefore be
binding on subsequent owners. In concept, approach protection easements are very similar to conserva-
tion easements which have been employed in several states as a means of agricultural land preservation.
There are two means by which approach protection easements can be acquired. One is through direct
purchase. This method is suitable where the existing land uses are compatible with airport activities, but
where prevention of future incompatible uses is of such importance that other, less absolute control
measurers (e.g., zoning) are deemed inadequate. The second method is by retention of the easement
when reselling property previously acquired in fee. This approach is necessary when the existing land
uses are not compatible with airport activities. In either case, several specific issues must be addressed
in the acquisition process:
— Lack of Precedence— A difficulty associated with use of approach protection easements as an
airport/land use compatibility measure is that there is little previous experience with them. More
experience exists with the conservation easements employed as a means of agricultural land
preservation, but these most often are obtained through donation rather than purchase. Several
airports, however, are currently in the process of obtaining approach protection easements.
Their experience will be invaluable elsewhere.
— Determining Cost of Acquisition — One of t'he problems with acquisition of approach protec-
tion easements is determining their fair cost, especially when they are purchased directly. In
theory, the cost of an approach protection easement should be the difference between a prop-
erty's market value without the easement and its remaining value with the easement restrictions
attached. The market values would be based upon the concept of "highest and best use" and
would be determined by appraisal. The,problem that arises, however, is the lack of comparable
'transactions upon which to base appraisals of the easement -restricted property. Some negotia-
tion undoubtedly would come into play regarding what uses reasonably could still occur on the
property and what the property's "fair" value for such purposes should be.
Maximum Acceptable Cost — If the cost of acquiring an approach protection easement is
determined to represent a significant percentage of the fee simple value (30-50% as a maxi-
mum), it becomes preferable to purchase the property in fee and resell it with the easement
attached. The value of the easement would be easier to determine under such circumstances.
Although appraisals would still need to be obtained, the actual sale price of the property would
be established by the open market.
— Description of Restrictions — An approach protection easement is a negative easement in that
it restricts the underlying rights to use of the land. However, the easement agreement can be
written either to .prohibit specified uses or to permit only those uses listed. The latter is more
certain to prevent development of incompatible uses, although it may also eliminate unantici-
Airport Land Use Compatibility Plan 5-6
1` pated uses that would be compatible. Regardless of the approach, the agreement must be
carefully worded to prevent future disputes.
Transfer of Development Rights — An extension of the approach protection easement concept
is to allow the development"rights acquired and removed from one parcel to be sold or trans-
ferred to another parcel where development would be acceptable. The latter parcel would then
be allowed to be developed to a higher degree than would otherwise be permitted by the
underlying zoning. Implementation of development rights transfer would require approval by
the local jurisdiction and coordination with other community land use planning criteria.
Airport Operational Restrictions and -Facility Modifications
All of the airport/land use compatibility implementation strategies discussed previously in this chapter
involve some form of control on land use. The other approach to minimizing compatibility conflicts is
to reduce the impacts created by aircraft operating at an airport. This can be done by adoption of
restrictions on the way aircraft are permitted to operate at the airport and/or by construction of physical
facilities to mitigate operational impacts.
At most airports where operational restrictions or facility modifications have been implemented, the
objective has been to reduce the airport's noise impacts. Enhancement of safety can, however, also be an
important goal. The following fist represents only a few. of the numerous actions that can be beneficial
at general aviation airports. The choice of which ones to implement depends upon the nature and extent
of the impacts and the characteristics of the land uses being affected.
( — Preferential Runway — When winds are blowing at more than about 5 knots, the wind direc-
tion dictates which runway is used at an airport. During calm or neat calm.conditions any
runway can be used. The purpose of a preferential runway policy is to establish which runway
should be used under these circumstances. Since aircraft takeoffs typically create more noise
than do landings, overall noise impacts can sometimes be reduced by directing these operations
over lands whose uses are the least affected by noise.
Traffic Pattern Location and Altitudes — Standard left-hand traffic pattern turns result in a
pattern on each side of a runway. Often, high terrain or airspace conflicts necessitate limitation
of the pattern to a single side of the runway. The length or width of the.pattern sometimes is
limited for similar reasons. Such restrictions also can be established for noise abatement
Purposes — for example, to place the pattern over open land and avoid overflight of urban areas.
Increasing the altitude of the traffic pattern is another change that can have noise reduction
benefits.. Implementation of these actions, it must be noted, requires coordination with the
Federal Aviation Administration.
Single -Event Noise Level Limits — Overall airport noise levels can potentially be reduced by
restricting or prohibiting operation of the noisiest aircraft. This technique is most effective
when a few specific types of -aircraft are far noisier than others operating at the airport.
Maximum noise level criteria can -be, based upon published data, such as Federal Aviation
Regulations Part 36, or, at severely impacted airports, upon actual monitoring of individual
events.
— Aircraft Weight Limit — Most airports have an operational weight limit set to reflect the pave-
ment strength or other physical limitations of the airport. Aircraft weight limit restrictions also
Airport Land Use Compatibility Plan 5-7
can be established as a means of reducing the potential severity of off -airport accidents.
Additionally, because heavier aircraft tend to be louder than lighter ones, an aircraft weight limit
can serve as a form of single -even noise level limit.
Nighttime Restrictions — Any of the above restrictions can be fixed to be more stringent
during nighttime hours than during the daytime. The concept is that airport impacts, particularly
from noise, are more disturbing during the night than in the daytime.
Run-up Locations — Normal practice is for aircraft to conduct run -ups at a designated location
adjacent to the point they taxi onto the runway. If such a location produces excessive noise
impacts upon adjacent property, it is often reasonable to move the run-up area to another
convenient spot. Alternatively, a sound barrier (such as an earthen berm) can sometimes be
constructed between the run-up area and the impacted land uses.
Other Facility Modifications — At some airports, other physical changes to the runway con-
figuration can hold prospects for reducing noise and/or safety impacts. Such facility modifica-
tions might include displacing or relocating a runway landing threshold or construction of a new
runway to take traffic off a runway that produces more significant impacts.
Airport Land Use Compatibility Plan 5-8
Appendix A
Federal Aviation Administration
Runway Approach Protection Standards
Federal Aviation Regulations
Part 77 — Objects Affecting Navigable Airspace
Subpart A --General
177.1 Scope.
This Part—
(a) Establishes standards for determining
obstructions in navigable airspace;
(b) Sets forth. the requirements for notice
to the Administrator of certain proposed con-
struction or alteration;
(c) Provides for aeronautical studies of ob.
structions to air navigation, to detarmine their
effect on the safe and efficient use of airspace;
(d) Provides for public hearings on the
hazardous effect of proposed construction or
alteration on air navigation; and
(e) Provides for establishing antenna farm
areas.
177.2 Definition of terms.
For the purpose of this Part
"Airport available' for public use" means
an airport that is open to the general public
with or without a prior request to use the
airport.
"A seaplane base" is considered to be an
airport only if its sea lanes are outlined
by visual markers.
"Nonprecision instrument runway" means
a runway having an existing instrument
approach procedure utilizing air navigation
facilities with only horizontal guidance,
or area type navigation egnipment, for
which a straight -in nonprecision instrument
approach procedure has been approved, or
planned, and for which no precision ap-
proach facilities are planned, or indicated on
an FAA planning document or military serv-
ice military airport planning document.
"Precision instrument runway means. it
runway having an existing instrument ap-
proach procedure utilizing an Instrument
Landing System (ILS), or a Precision Ap-
proach Radar (PAR), It also means a run-
way for which n precision approach system
Dumber 1993
is planned and is so indicated by an FAA
approved airport layout plan;. a military
service approved military airport layout
plan; any other FAA planning document, or
Military service military airport planning
document.
"'Utility runway" means a runway that
is constructed for and intended to be used
by propeller driven aircraft of 12,500 pounds
maximum gross weight and less.
"Visual runway" means a runway in-
tended solely for the operation of aircraft
using visual approach procedures, with no
straight -in instrument approach procedure
and no instrument designation indicated on
an FAA approved airport layout plan, a
military service approved military airport
layout plan, or by any planning document
submitte:d to the FAA by competent au-
thority.
f 77.3 Standards.
(a) The standards established in this Part
for determining obstructions to air navigation
are used by the Administrator in—
(1) Administering. the Federal -aid Air-
port Program and the Suirplue Airport Pro-
gram;
(2) Transferring property of the United
States under Section 16 of the Federal Air-
port Act;
(3) Developing technical standards and
guidance in the desi� t and construction of
airports;. and
(4) Imposing requirements ,for public
notice of the construction or alteration of any
structure where notice will promote air
safety.
(b) The standards used by the Administm
for in the establishment of Right proceduree
and aircraft operational limitations are not
set forth in this Part but are contained in other
publications of the Administrator.
'AA Runway Approacn protection Standards /
OBJECTS AFFECTING NAVIGABLE AIRSPACE
1 77.5 Kinds of objects affected.
This Part applies to—
(a) Any object of natural growth, terrain,
or permanent or temporary construction or
alteration, including -equipment or materials
used therein, and apparatus of a permanent
or temporary character; and
(b) Alteration of any permanent or tempor-
ary existing structure by a change in its height
(including appurtenances), or lateral dimen-
sions, including equipment or materials used
therein.
Subpart B,—Notice of Construction
or Alteration
177.11 Scope.
(a) This subpart requires each person pro-
posing any kind of construction or alteration
described in § 77.13(a)- of this chapter to give
adequate notice to the Administrator. It speci-
fies the locations and dimensions of the con-
struction or alteration for which notice is re-
quired and prescribes the form. and manner of
the notice. It also requires supplemental
notices 48 hours before the start and upon the
completion of certain construction or altera-
tion that was the subject of a notice under
§ 77.13(a).
(b) Notices received under this subpart pro-
vide a basis for—
(1) Evaluating the effect of the construc-
tion or alteration on operational procedures
and proposed operational procedures;
(2) Determinations of the possible haz-
ardous effect of the proposed construction or
alteration on air navigation;
(3) Recommendations for identifying
the construction or alteration in accordance
with the current Federal Aviation Adminis-
tration Advisory Circular AC 70/7460-1 en-
titled "Obstruction Marking and Lighting,"
which is available without charge from the
Department of Transportation, Distribution
Unit, TAD 484.3, Wnshington. D.C.' 20590;
(4) Determining other appropriate meas-
ures to be applied for continued safety of
air navigation; and
(5) Charting and other notification to air-
men of the construction or alteration.
PART 77
77.13 Construction or alteration requiring
notice.
(a) Except as provided in § 77.15, each
sponsor who proposes any of the following
construction or alteration shall notify the Ad-
ministrator in the form and manner prescribed
in § 77.17:
(1) Any construction or alteration of
more than 200 feet in height above the
ground level at its site. '
(2) Any construction or alteration of
greater height than an imaginary surface
extending outward and upward at one of
the following slope -5:
(i) 100 to I for it horizontal distance
of 20,000 feet from the nearest point of
the nearest runway of each airport speci-
fied in subparngraph (5) of this pars -
graph with at lenst one runway more than
3,200 feet in actual length, excluding heli-
ports.
(ii) 50 to 1 for it horizontal distance
of 10,000 feet from the nearest point of
the nearest runwav of each airport speci-
fied in subparagraph (5) of this para-
graph with its longest runway no more
than 3,200 feet in actual length, excluding
heliports.
(iii). 25 to 1 for a horizontal distance
of 5,000 feet from the nearest point of the
nearest landing and takeoff area of each
heliport specified in subparagraph (5) of
this paragraph.
(3) Any highway, railroad, or other
traverse way for mobile objects, -of a height
which, if adjusted upward I7 feet for an
Interstate Highway that is part of the Na-
tional System of Military and _Interstate
Highways where overcrossings are designed
for a minimum of 17 feet vertical distance,
15 feet for any other public roadway, 10 feet
or the height of the highest mobile object
that would normally traverse the road,
whichever is greater, for a private road, 23
feet for a railroad, and for a waterway or
any other traverse way not previously men-
tioned, an amount equal to the height of the
highest mobile object that would normally
2 December 1893
(( PART 77
PAA Runway Approach Protection Standards /
OBJECTS AFFECTING NAVIGABLE AIRSPACE
traverse it, would exceed a standard of
paragraph (1) or (2) of this section.
(4) When requested by th6 FAA, any
construction or alteration that would be in
an instrument approach area (defined in the
FAA standards governing instrument ap-
proach procedures) and available informa-
tion indicates it might exceed a standard of
Subpart C of this part.
(5) Any construction or alteration on
any of the following airports (including
heliports):
(i) An airport that is available for
public use and is listed in the Airport
} Directory of the current Airman's Infor-
mation Manual or in either the Alaska
or Pacific Airman's Guide and Chart Sup-
plement.
(ii) An airport under construction,
that is the subject of a notice or proposal
on file with the Federal Aviation Admin-
istration, and, except for military air-
ports, it is clearly indicated that the air-
port will be available for public use.
(iii) An airport that is operated by an
armed force of the United States.
(b) Each sponsor who proposes construc-
tion or alteration that is the subject of a notice
under paragraph (a) of this section and is
advised by an FAA regional office that a
supplemental notice is required shall submit
that notice on a prescribed form to be received
by the FAA regional office at least 48 hours
before the start of the construction or altera-
tion.
(c) Each sponsor who undertakes construc-
tion or alteration that is the subject of a notice
under paragraph (a) of this section shall,
within 5 days after that construction or: altera-
tion reaches its greatest height, submit a sup-
plemental notice on a prescribed form to the
FAA regional office having jurisdiction over
the region involved, if—
(1) The construction or alteration is
more than 200 feet above the surface level
of its site; or
(2) An FAA regional office advises him
that submission of the form is required.
Ch. 1 (Arndt. 77.11, Elf. 10125109)
§ 77.15 Construction or alteration not requir•
Ing notice.
No person is required to notify the Admin-
istrator for any of the following construction
or alteration:
(a) Any object that would be shielded by
existing structures of a permanent and sub-
stantial character or by natural .terrain or topo-
graphic features of equal or greater height,
and would be located in .the congested area of
a city, town, or settlement where it is evident
bevond all reasonable doubt that the structure
so shielded will not adversely affect safety in
air navigation.
(b) Any antenna structure of 20 feet or
less in height except one that would increase
the height of another antenna structure.
(c) Any air navigation facility, airport
visual approach or landing aid, aircraft ar.
resting device, or meteorological device, of a
type approved by the Administrator, or an
appropriate military service on military air-
ports, the- location and height of which is fixed
by its functional purpose.
(d) Any construction or alteration for which
notice is required by any other FAA regulation.
§ 77.17 Form and time ot.notice.
(a) Each person who is required to notify the
Administrator under S 77.13(a) shall send one
executed form set (four copies) of FAA Form
7460-1, Notice of Proposed Construction or
Alteration, to the [Manager]*,. Air Traffic.Divi-
sion, FAA Regional Office having jurisdiction
over the area within which the construction or
alteration will be located. Copies of FAA Form
7460-1 may be obtained from the headquarters
of the Federal Aviation Administration and the
regional offices.
(b) The notice required under S 77.13(a) (1)
through (4) must be submitted at least 30
days before the earlier of the following
dates—
(1) The date the proposed construction or
alteration is to begin.
(2) The date an application for a con-
struction permit is to be filed.
December 1993 3
FAA Runway Approach Protactlon Standards /
OBJECTS AFFECTING NAVIGABLE AIRSPACE
However, a notice relating to proposed con-
struction or alteration that is subject to the
licensing requirements of the Federal Com-
munications Act may be sent to the FAA at the
same time the application for construction is
filed with the Federal Communications Com-
mission, or at any time before that filing.
(c) A proposed structure or an alteration
to an existing structure that exceeds,2,000 feet
in height above the ground will be presumed
to be a hazard to air navigation and to result
in an inefficient utilization of airspace and the
applicant has the burden of overcoming that
presumption. Each notice submitted under the
pertinent provisions of this Part 77 proposing
a structure in excess of 2,000 feet above ground,
or an alteration that will make an existing
structure exceed that height, must contain a
detailed showing, .directed to meeting this
burden. Only in exceptional cases, where the
FAA concludes that a clear and compelling
showing has been made that it would not re-
sult in an inefficient utilization of the airspace
and would not result in a hazard to air naviga-
tion, will a detertnination of no hazard be
issued.
(d) In the case of an emergency involv-
ing essential public services, public health, -or
public safety that requires immediate con-
struction or alteration, the 30 -day requirement
in paragraph (b) of this section does not ap-
ply and the notice may be sent by telephone,
telegraph, or other expeditious means, with an
executed FAA Form 7460-1 submitted within
five days thereafter. Outside normal business
hours, emergency notices by telephone or tele-
graph may be submitted to the nearest FAA.
Flight Service Station.
(e) Each person who is required to notify the
Administrator by paragraph (b) or (c) of S 77.13,
or both, shall send an executed copy of FAA
Form 117-1, Notice of Progress of Construction
or Alteration, to the [Manager], Air Traffic
Division, FAA Regional Office having jurisdic-
tion over the area involved.
PART 77
§ 77.19 Acknowledgment of notice.
(a) The FAA acknowledges in writing the
receipt of each notice submitted under S 77.13
(a).
(b) If the, construction or alteration pro-
posed in a notice is one for which lighting or
marking standards are prescribed in the FAA
Advisory Circular AC 70/7460-1 entitled
"Obstruction Marking and Lighting," the
acknowledgment contains a statement to that
effect and information on how the structure
should be- marked and lighted in accordance
with the Manual.
(c) The acknowledgment states that an aero-
nauticalstudy of the proposed construction or
alteration has resulted in a determination that
the construction or alteration—
(1) Would not exceed any standard of
Subpart C and would not be a hazard to air
navigation;
(2) Would exceed a 'standard of Subpart
C but would not be a hazard to air naviga-
tion; or
(3) Would exceed a standard of Subpart
C and further aeronautical study is necessary
to determine whether it would be hazard
to air navigation, that the sponsor may re-
quest within 30 days that further study, and
that, pending completion of any further
study, it is presumed the construction or
alteration would be a hazard to air. naviga-
tion.
Subpart C—Obstruction Standards
§ 77.21 Scope.
(a) This subpart establishes standards for
determining obstructions to air navigation.
It applies to existing and proposed manmade
objects, objects of natural growth, and terrain.
The standards apply to the use of navigable
airspace by aircraft and to existing air naviga•
tion facilities, such as an air navigation aid,
airport, Federal airway, instrument approach
or departure procedure, or approved off -airway
route. Additionally, they apply to a planned
facility or use, or a change in an existing
facility or use, if a proposal therefor is on file
with the Federal Aviation Administration or
an appropriate military service on the date the
notice required by S 77.13(a) is filed.
Ch. 1 tkr4l. 77.11, Elf. 101251U)
4 December IM
f
PART 7T
FAA Runway Approach Protection Standards /
-;
OBJECTS AFFECTING NAVIGABLE AIRSPACE
(b) At those airports having defined run-
ways with specially prepared hard surfaces,
the primary surface for each such runway ex-
tends 200 feet beyond each end 'of the runway.
At those airports having defined strips or
pathways that are used regularly. for the taking
off and landing of aircraft and have been
designated by approriate authority as runways,
but do not have specially prepared hard sur-
faces, each end of the primary surface for each
such runway shall coincide with the cor-
responding end of the runway. At those air-
ports, excluding seaplane bases, having a de-
fined landing and takeoff area with no defined
pathways for the landing and taking off of
aircraft, a determination shall be made as to
which portions of the landing and takeoff area
are regularly used as landing and takeoff
pathways. Those pathways so determined
shall be considered runways and an appro-
priate primary surface as defined in § 77.25(c)
will be considered as being longitudinally
centered on each runway so determined, and
each end of that primary surface shall coincide
with the corresponding end of that runway.
(c) The standards in this subpart apply to
the effect of construction or alteration pro.
posals upon an airport if, at the time of filing
of the notice required by §77.13(a.), that air-
port is—
(1) Available for public ase and is listed
in the Airport Directory of the current Air-
man's Information Manual or in either the
Alaska or'PRcific Airman's Guide and Chart
Supplement; or,
(2) A planned or proposed airport or an
airport tinder construction, that is the
subject of a notice or proposal on file with
the Federal Aviation Administration, and,
except for military airports, it is clearly in-
dicated that that airport will be available
for public use; or,
(3) An airport that is operated by an
armed force of the United States.
(d) [Deleted)
177.23 Standards for determining , obstruc-
tions.
(a) An existing object, including it mobile
object, is, and a future object would be, an
December 1993
obstruction to air navigation if it is of greater
height than any of the following Heights or
surfaces:
(1) A height of 500 feet above around
level at the site of the object.
(2) A height that is 200 feet above
ground level or above the established air-
port elevation,. whichever is higher, within
3 nautical miles of the established reference
point of an airport, excluding heliports, with
its longest runway more than .3,200 feet in
actinl length, and that height increases.in
the proportion of 100 feet for each nddi=
tional nautical mile of distnnce from the
airport lip to a maximum of 500 feet.
(3) A height within a terminal obsrhtcle
clearance area, including an initial approach
segment, a departure area, and a circling
approach area, which would result in the
vertical distance between any point on the
object and an established minimum instru-
ment flight altitude within that area or
segment to be less than the regtiired obstacle
clearance.
(4) A height within an en route obstacle
clearance area, including turn and termina-
tion areas, of a Federal airway or approved
off-airwav route, that would increase the
minimum obstacle clearance altitude.
(5) The surface of it takeoff and landing
area of an airport or any imaginary surface
established tinder §§7-j.25, T1 .28, or 77.25.
However, no part of the takeoff oi' IRndtng
area- itself will be considered an obstruction.
(b) Except for traverse ways on . or near
an airport with an operative' groitnd traffic
control service, furnished by an air traffic con-
trol tower or by the airport management and
coordinated with the air traffic control service,
the standards of paragraph (a) of this section.
apply to traverse ways used or to be used for
the passage of mobile objects only after the
heights of these traverse Rays ,ire increased
by
(1) Seventeen feet for an Interstate High-
way that is Dart of the National System of
;military and Interstate Highways whert
overcrossin-s are designed for a minimum
of 17 feet vertical distance.
FAA Runway Approach Protection Standards /
OBJECTS AFFECPING NAVIGABLE AIRSPACE
(2) Fifteen feet for• any other public road-
way.
(3) Ten feet or the height of the highest
mobile object that world normally tniverse
the road, whichever is greater, for a private
road.
(4) Twenty-three feet for a railroad.
(5) For a waterway or jury other nnVersr
way not previously mentioned, nn amount
equal to the height of the highest mobile
object that would normally trnVerse it.
177.25 Civil airport imaginary surfaces.
The following ,civil airport imaginnry sur-
faces are established with relation to the air-
portand to ench runway. The size of each
such imaginary surface is based on the cate-
gory of each runway according to the type of
approach available or planned for that run-
way. The slope and dimensions of the np
proach surface applied to each end of a run-
wav are determined by the most precise
approach existing or planned for that runway
and.
(a) Horizontal surface—a horizontal plane
150 feet above the established airport eleva-
tion, the perimeter of which is constructed by,
swinging arcs of specified radii from the center
of each end of the primary surface of each
runway of. each–airport and connecting the
adjacent . arcs by lines tangent to, those arcs.
The radius of each arc is:
(1) 5,000 feet for all runways designated
as utility or visual;,
(2) 10,000 feet for all other runways.
The radius of. the arc specified for each end
of a runway will have the same arithmetical
value.. That value will be the highest deter-
mined for either end of the runway. When a
5,000 -foot arc is encompassed by tangents con.
necting two adjacent 10,000 -foot arcs, the
5,000 -foot arc shall be disregarded on the con-
struction of the perimeter of the horizontal
surface.
(b) Conical surface—a surface extending
outward and upward from the periphery of
the horizontal surface at a slope of 20 to 1
for a horizontal distance of 4,000 feet.
(c) Primary surface —a surface longittt-
dinnlly centered on a runway. When the
runway has a specially prepared hard surface,
PART 77
the primary surface extends 200 feet beyond
ench end of that runway: but when the run-
wity has no specially prepared hard surface, or
planned hard surface, the primary snrfnce ends
at each end of that rtinwny. The elevation of
tiny point on the primary surface is the same
as the elevation of the nearest point on the
runwity centerline. The NVidth of a Primary
surface is
(1) 250 feet for utility runways ha%ing
only visual npproaclies.
(2) 500 feet for utility ninwny, having
nonprecision instrument approaches.
(3) For other thin utilit% runN%ays the
width is:
(i) 500 feet for Vtsunl runways baying
only visual approaches.
(ii) 500 feet for nonprecision instru•
ment runways having Visibility minimums
greater than three-fourths statute mile.
(iii) 1,000 feet for a nonprecision in-
strument runway having a nonprecision
instrument approach Nrith visibility mini-
mums as low as three-fourths of a statute
mile, and for precision instrument run-
ways.
The width of the primary surface of n run•
way will be that width prescribed in this
section for the most precise approach existing
I
r planned for either end of that runway.
(d) Approach surface—a surface longitu,
dinally centered on the extended runway
centerline and extendinfi outward and upward
from each end of the primary surface. An
approach surface is.applied to each end. of each
runway based upon the type of approach
available or planned for that runway end.
(1) The inner edge of the approach sur•
face is the same width as the primary
surface and it expands uniformly to a
width of:
(i) 1,250feet for that end of a utility
runway with only visual approaches;
(ii) 1,500 feet for that end of a run-
way other than a utility runway with only
visual approaches;
(iii) 2.000 feet for that end of a utility
runway with a nonprecision instrummt
appy -tach:
December 1993
6
PART 77
PAA Runway Approach Protection Standards I
OBJECTS AFFECTING NAVIGABLE AIRSPACE
(iv) 3,00 feet for that end of a non -
precision instrument runway other than
utility, having visibility minimums greater
than three-fourths of a statute mile;
(v) 4.000 feet for that end of a non -
precision instrument runway, other than
utility, having a nonprecision instrument
approach with visibility minimums as low
as three-fourths statute mile; and
(vi) 16,000 feet for precision instrument
runways.
(2) The approach surface extends for a
horizontal distance of:
(i) 5,000 feet at a slope of 20 to 1 for
all utility and visual runways;
(ii) 10,000 feet at a slope of 34 to 1
for all nonprecision instrument runways
other than utility; and,
(iii) 10,000 feet at a slope of 50 to 1
with an additional 40,000 feet at a slope of
40 to 1 for all precision instrument run-
ways.
(3) The outer width of an approach sur-
face to an end of a runway will be that width
prescribed in this subsection for the most
precise approach existing or planned for
that runway end.
(e) Transitional surface—These 'surfaces ex-
tend outward and upward at right angles to
the runway centerline and the runway center-
line extended at a slope of 7 to 1 from the
sides of the primary surface and from the
sides of the approach surfaces. Transitional
surfaces for those portions of the precision
approach surface which project through and
beyond the limits of the conical surface, ex-
tend a distance of 5,000 feet measured hori-
zontally from the edge of the approach surface
and at right angles to the runway centerline.
§ 77.27 [Revoked]
§ 77.28 Military airport Imaginary surfaces.
(a) Related to airport reference points.
These surfaces apply to all military airports.
For the purposes of this section a military air-
port is any airport operated by an armed force
of the United States.
(1) Inner horizontal surface—A plane is
oval in shape at a height of 150 feet above
the established airfield elevation. The plane
December 1993
is constructed by scribing an arc with a
radius of 7,500 ,feet about the centerline at
the end of each runway and interconnecting:
these arcs with tangents.
(2) Conical surface—A surface extending
from the periphery of the inner horizontal
surface outward and upward at a slope of
20 to 1 for a. horizontal distance of 7,000
feet to a height of 500 feet above the estab-
lished airfield elevation.
(3) Outer horizontal surface—A plane.
located 500 feet above the established air-
field elevation, extending outward from the
outer periphery of the conical surface for a
horizontal distance of 30,000 feet.
(b) Related to runways. These surfaces
apply to all military airports.
(1) Primary surface—A surface located
on the ground or water longitudinally
centered on each runway with the same
length as the runway. The width of the
primary surface for runways is 2,000 feet.
However, at established bases where sub-
stantial construction has taken place in ac.
cordance with a previous lateral clearance
criteria, the 2,000 -foot width may be reduced
to the former criteria.
(2) Clear zone surface—A surface located
on the ground or water at each end of the
primary surface, with a length of 1,000 feet
and the same width as the primary surface.
(3) Approa,:h clearance surface—An in-
clined plane, symmetrical about the runway
.centerline extended, beginning 200 feet be-
yond each end of the primary.surface at the
centerline elevation of the runway end and
extending for 50,000 feet. The slope of the
approach clearance surface is 50 to 1 along
the runway centerline extended until it
reaches an elevation of 500 feet above the
established airport elevation. It then con.
tinues horizontally at this elevation to a
point 50,000 feet from the point of begin-
ning. The width of.this surface as the run-
way end is the same as the primary surface,
it flares uniformly, and the width at 50,000
is 16,000 feet.
(4) Transitional surfaces—These surfaces
connect the primary surfaces, the first 200
feet of the clear zone surfaces, and the ap-
AA Runway Approach protection Standards /
OBJECTS AFFECTING
NAVIGABLE AIRSPACE PART 77
oroach clearance surfaces to the inner hori-
(b) Heliport approach surface. The ap- '.
zontal surface, conical surface, outer hori-
proach surface begins at each end of the heli-
zontal surface or other transitional surfaces.
port primary surface with the same width as
The slope of the transitional surface is 7 to 1
the primary surface, and extends outward and
outward and upward at right angles to the
upward for a horizontal distance of 4,000 feet
runway centerline.
where its width is 500 feet. The slope of the
approach surface is 8 to 1 for civil heliports
§ 77.29 Airport Imaginary surfaces for heli.
and 10 to 1 for military heliports.
ports.
(c) Heliport transitional surfaces. These
(a) Heliport primary surface. The area of
surfaces extend outward and upward from the
the primary surface coincides in size and shape
lateral boundaries of the heliport primary
with the designated takeoff and landing area
surface and from the approach surfa6es at a
of a heliport. This surface is a horizontal
slope of 2 to 1 for a distance of 250 feet meas -
at the elevation of the established heli-
ured horizontally from the centerline of the
plane
port elevation.
primary and approach surfaces.
r.
r
,L
Domff ber 1993
8
AERONAUTICS LAW
STATE AERONAUTICS ACT Appendix B
PUBLIC UTILITIES CODE
(CHAPTER 4, ARTICLE 3.5)
AIRPORT LAND USE COMMISSION
Creation; 'p; Selection
21670. (a) The Legislature hereby finds and declares that:
(1) It is in the public interest to provide for the orderly development of each public use
airport in this state and the area surrounding these airports so as to promote the overall goals
and objectives of the California airport noise standards adopted pursuant to -Section 21669
and to prevent the creation of new noise and safety problems.
(2) It is the purpose of this article to protect public health, safety, and welfare by
ensuring the orderly expansion of airports and the adoption of land use measures that
minimize the public's exposure to excessive noise and safety hazards within areas around
public airports to the extent that these areas are not already devoted to incompatible uses.
(b) In order to achieve the purposes of this article, every county in which there is
located an airport which is served by a scheduled airline shall establish an airport land use
commission. Every county, in which there is located an airport which is not served by a
scheduled airline, but is operated for the benefit of the general public, shall establish an
airport land use commission, except that the board of supervisors of the county may, after
consultation with the appropriate airport operators and affected local entities and after a
public hearing, adopt a resolution finding that there .are no noise, public safety, or land use
issues affecting any airport in the county which require the creation of a commission and
declaring the county exempt from that requirement. The board shall, in this event, transmit
a copy of the resolution to the Director of Transportation. For purposes of this section,
"commission" . means an, airport land use* commission. Each commission shall consist of
seven members to be selected as follows:
(1) Two representing the cities in the county, appointed by a city selection committee
comprised of the mayors of all the cities within that county, except that if there are any cities
contiguous or adjacent to the qualifying airport, at least one representative shall be appointed
therefrom. If there are no cities within a county, the number of representatives provided for
by paragraphs (2) and (3) shall each be increased by one.
(2) Two representing the county, appointed by the board of supervisors.
(3) Two having expertise in aviation, appointed by a selection committee ..comprised of
the managers of all of the public airports within that county.
(4) One representing the general public, appointed by the other six members of the
commission.
1
(c) Public officers, whether elected or appointed, may be appointed and serve
as members of the commission during their terms of public office.
(d) Each member shall promptly appoint a single proxy to represent him or her
in commission affairs and to vote on all matters when the member is not in attendance. The
proxy shall be designated in a signed written instrument which shall be kept on file at the
commission offices, and the proxy shall serve at the pleasure of the appointing member. A
vacancy in theoffice of proxy shall be filled promptly by appointment of a new proxy.
(e) A person having an "expertise" in aviation: means a person who, by way of
education, training, business, experience, vocation, or avocation has acquired and possesses
particular knowledge of, and familiarity with, the function, operation, and role of airports, or
is an elected official of a local agency which owns or operates an airport. The commission
shall be constituted pursuant to this section on and after March 1, 1988.
U47, 9-571 11
21670.1. (a) Notwithstanding any other provision of this article, if the board of
supervisors and the city. selection committee of mayors in the county each makes a
determination by a majority vote that proper laud use planning can be accomplished through
the actions of an appropriately designated body, then the body so designated shall assume the
planning responsibilities of an airport land use commission as provided for in this article, and
a commission need not be formed in that county.
(b) A body designated pursuant to subdivision (a) which does not include among
its membership at least two members having an expertise in aviation, as defined in
subdivision (e) of Section 21670, shall, when acting in the capacity of an airport land use
commission, be augmented so that the body, as augmented, will have at least two members
having that expertise. The commission shall be constituted pursuant to this section on and
after March 1, 1988.
(c) (1) Notwithstanding subdivisions (a) and (b), and subdivision (b) of Section
21670, if the board of supervisors of a county and each affected city in that county each
makes a. determination that proper land use planning pursuant to this article can be
accomplished puxsuan to its subdivision, then a commission need not be formed in that
county.
(2) If the board of* supervisors of a county and each affected city makes a
determination that proper land use planning may be accomplished and a commissionis not
formed purr ant,to paragraph (1) of this subdivision, that county and the appropriate affected
cities having jurisdiction over an airport, subject to the review and approval by the Division
of Aeronautics of the department, shall do all of the following:
(A) Adopt processes for the preparation, adoption, and amendment of the
comprehensive airport land use plan for each airport that is served by a scheduled airline or
operated for the benefit of the general public.
(B) Adopt processes for the notification of the general public, landowners,
interested groups, and other public agencies regarding the preparation, adoption, and
amendment of the comprehensive airport land use plans.
(C) Adopt processes for the mediation of disputes arising from the preparation,
adoption, and amendment of the comprehensive airport land use plans.
(D) Adopt processes for the amendment of general and specific plans to be
consistent with the comprehensive airport land use plans.
N
ON
(E) Designate the agency that shall be responsible for the preparation, adoption,
and amendment of each comprehensive airport land use plan.
(3) The Division of Aeronautics of the department shall review the processes
adopted pursuant to paragraph (2), and shall approve the processes if the division determines
that the processes are consistent with the procedure required..by this article and will do all of
the following:
(A) Result in the preparation, adoption, and implementation of plans within a
reasonable amount of time.
(B) Rely on the height, use, noise, safety, and density criteria that are
compatible with airport operations, as established by this article, and referred to as the
Airport Land Use Planning Handbook, published by the division, and any applicable federal
aviation regulations, including, but not limited to, Part 77 (commencing. with Section 77.1) of
Title 14 of the Code of Federal Regulations.
(C) Provide adequate opportunities for notice to, review of, and comment: by
the general public, landowners, interested groups, and other public agencies.
(4) If the county does not comply with the requirements of paragraph (3) within
120 days, then the plan and amendments shall not be considered adopted pursuant to this
article and a commission shall be established within 90 days of the determination of non-
compliance by the division and a plan shall be adopted pursuant to this article within 90 days
of the establishment of the commission.
(d) A commission need not be formed in a county that has contracted for the
preparation of comprehensive land use plans with the Division of Aeronautics under; .the
California Aid to Airports Program (Title 21 (commencing with Section 4050) of the
California Code of Regulations), Project Ker -VAR 90-1, and that submits all of the following
f'
information to the Division of Aeronautics for review and comment that the county and the
cities affected by the airports within the county, as defined by the plans:
(1) Agree to adopt and implement the comprehensive airport plans that have
been developed under contract.
(2) Incorporated the height, use, noise, safety, and density criteria that are
compatible with airport operations as established by this article, and referred to as the
Airport Land Use Planning Handbook, published by the 'division, and any applicable federal
aviation regulations, including, but not limited to, Part 77 (commencing with Section 77.1) of
Title 14 of the Code of. Federal Regulations as part of the general .and. specific .plans For the
county and for each affected city.
(3) If the county does not comply with this subdivision on or before
May 1, 1995, then a commission shall be established in accordance with this article.
(e) (1) A commission need not be formed in a county if all of the following
conditions are met:
(A) The county has only one public use airport that is owned by a city.
(B) (i) The county and the affected city adopt the elements in paragraph 2 of
subdivision (d), as part of their general and specific plans for the county and the affected
city.
(ii) The general -and -specific plans shall. be. submitted, upon. adoption, to the
Division of Aeronautics. If the county and the affected city do not submit the elements
specified in paragraph (2) of subdivision (d), on or before May 1, 1996, then a commission
shall be established in accordance with this article.
3
Applicability to Los Angeles County
21670.2 (a) Sections 21670 and 21670.1 do not apply to the County of Los Angeles. In
that county, the county regional planning commission has the responsibility for coordinating >)
the airport planning of public agencies within the county. In instances where impasses result
relative to this planning, an appeal may be made to the county regional planning commission
by -any public agency involved. The action taken by the county regional planning
commission on such an appeal may be overruled by a four-fifths vote of the governing body
of a public agency whose planning led to the appeal.
(b) By January 1, 1992, the county regional planning commission shall adopt the
plans required pursuant to Section 21675.
comprehensive land use
(c) Sections 21675.1, 21675.2, and 21679.5 do not apply to the County of
Los Angeles until January 1, 1992. If the comprehensive land use plans required pursuant to
Section 21675 are not adopted by the county re;ional planning commission by January 1,
1992, Sections 21675.1 and 21675.2 shall apply to the County of Los Angeles until the plans
are. adopted.
Applicability to Mendocino County
SEC. 1. 21670.3 (a) Notwithstanding the deadlines in `Sections 21671.5 and 21675.1,
the commission in the County of Mendocino shall adopt the comprehensive land use plans
required pursuant to Section 21675 by June 30, 1993, : for all public airports in the counry-
ezcept the Willits Municipal Airport.
(b) Until the commission adopts a comprehensive land use plan, the city or county
shall first submit all actions, regulations, and permits within the vicinity of a public airport to
the commission for review and approval. Before the commission approves or disapproves j
any actions, regulations, or permits, the; commission shall give public notice in the same
manner as' the city or county is required to give for those actions, regulations, ,or permits.
As used in this section, vicinity means land which will be included or reasonably could be
included within the plan. If the commission has not designated a study area , for the plan,
then "vicinity" means land within two miles of the boundary of a public airport.
(c) The commission may approve an action, regulation, or permit if it finds, based
on substantial evidence in the record, all of the following:
(1) The commission is' making substantial progress toward the completion of the
Plan.
(2) There is a reasonable probability that the action, regulation, or permit will be
consistent with the plan being prepared by the commission. .
(3) There is little or no probability of substantial detriment to or interference with
the future adopted plan if the action, regulation, or permit is ultimately inconsistent with the
Pte•
(d) If the commission disapproves an action, regulation, or permit, the commission
shall notify the city or county. The city or county may overrule the commission, by a two-
thirds vote of its governing body, if it makes specific findings that the proposed action,
regulation or permit is consistent with the purposes of this article, as stated in Section 21670.
(e) If a city or county overrules the commission pursuant to subdivision (d), that
action shall not relieve the city or county from further compliance with this article after the
commission adopts the plan.
GI
(f) If a city or county overrules the commission pursuant to subdivision (d) with
respect to a publicly owned airport that the. city or county does not operate, the operator of
the airport is not liable for damages to property or personal injury resulting from the city's
or county's decision to proceed with the action, regulation or permit.
(g) A commission may adopt rules and regulations which exempt any ministerial
permit for single-family dwellings from the requirements of subdivision (b) if it makes the
findings required pursuant to subdivision (c) for the proposed rules and regulations, except
that the rules and regulations may not exempt either of the following:
(1) More than two single-family dwellings by the same applicant within a
subdivision prior to June 30, 1993.
(2) Single-family dwellings in a subdivision where 25 percent or more of the
parcels are undeveloped.
(h) Until June 30, 1993, no action pursuant to Section 21679 to postpone the
effective date of a zoning change, a zoning variance, the issuance of a permit, or the
adoption of a regulation by a local agency, directly affecting the use of land within one mile
of the boundary of a public airport, shall be commenced in the County of Mendocino,
(i) This section shall become inoperative on June 30, 1993, and is repealed on that
date.
i • .. • r +
SEC. 2. In enacting Section 21670.3 of the Public Utilities Code pursuant to Section 1
of this bill, the Legislature finds. and declares. that:
(a) The Legislature has not extended the deadlines in Sections 21671.5 and 21675.1
of the Public Utilities Code for the Willits Municipal Airport.
(b) This act shall have no effect on the pending litigation brought by the City of
Willits regarding the lack of a comprehensive land use plan for the Willits Municipal
Airport.
(c) The Legislature does not intend to further extend the, deadlines in Sections
21671.5 and 21675.1 of the Public Utilities Code for the County of endocino.
SEC. 3. The Legislature finds and declares that. a special law is necessary and that a
general law cannot be made applicable within the meaning of Section 16 of Article N of the
California Constitution because of the unique cir umstances of the commission in the County
of Mendocino. The facts constituting the special circumstances are:
There are unique problems involved for the commission in preparing the comprehensive
land use plans with sufficient resources and broad public involvement, taking into
consideration such factors as the county's natural resources and lands of high scenic values.
Airport Owned by a City, District, or County; Appointment of Certain Members by
Cities and Counties
21671. In any county where there is an airport operated for the general public which is
owned by a city or district in another county or by another county, one of the representatives
provided by paragraph (1) of subdivision (b) of Section 21670 shall be appointed by the city
selection committee of mayors of the cities of the county in which the owner of that airport
is located, and one of the representatives provided by paragraph (2) of subdivision (b) of
Section 21670 shall be appointed by the board of supervisors of the county in which the
owner of that airport is located.
5
Term of Office; Removal of Members; Vacancies: Compensation; Staff Assistance;
Meetings
21671.5 (a) Except for the terms of office of the members of the first commission, the
term of office of each member shall be four years and until the appointment and qualification
of his or her successor. The members of the first commission shall classify themselves by
lot so that the term of office of one member is one year, of two members is two years, of
two members is three years, and of two members is four years. The body which originally
appointed a member whose term has expired shall appoint his or her successor for a full term
of four years. Any member may be removed at any time and without cause by the body
appointing him or her. The expiration date of the term of office of each member shall be the
first Monday in May in the year in which his or term is to expire. Any vacancy in the
membership of the commission shall be filled for the unexpired term by appointment by the
body which originally appointed the member whose office has become vacant. The
chairperson of the commission shall be selected by the members thereof.
(b) Compensation, if any, shall be determined by the board of supervisors.
(c) Staff assistance, including the mailing of notices and the keeping of minutes,
and necessary quarters, equipment. and supplies shall be provided by the county. The usual
and necessary operating expenses of the commission shall be a county charge.
(d) Notwithstanding any other provisions of this article, the commission shall not
employ any personnel either as employees or independent contractors without the prior
approval of the board of supervisors.
(e) The commission shall meet at the call of the commission chairperson or at the
request of the majority of the commission members. A majority of the commission members
shall constitute a quorum for the transaction of business. No action shall be taken by the
commission except by the recorded vote of a majority of the full membership.
(f) The commission may establish a schedule of fees necessary to comply with this
article. Those fees shall be charged- to the proponents of actions, regulations, or permits,
shall not exceed the estimated reasonable cost of providing the service, and shall be imposed
pursuant to Section 66016 of the Government Code. Except as provided in subdivision (g),
after June 30, 1991, a commission which has not adopted the comprehensive land use plan
required by Section 21675 shall not ;charge fees pi,rsunt to this subdivision until the
commission adopts the plan.
(g) In any county which has undertaken by contract or otherwise comp
oleted land
use plans for at least one-half of all public use airports in the county, the commission may
continue to charge fess necessary. to comply with this article until June 30, 1992, and, if the
land use plans are complete by that date, may continue charging fees after June 30, 1992. If
the land use plans are not complete by June -30, 1992, the commission shall not charge fees
pursuant to subdivision (f) until the commission adopts the land use plans.
Rules and Regulations
21672. Each commission shall adopt rules and resttlations with respect to the temporary
disqualification of its members from participating in the review or adoption of a proposal
because of conflict of interest and with respect to appointment of substitute members in such
cases.
C-1
F <\
Initiation of Proceedings for Creation by Owner of Airport
21673. In any county not having a commission or a body designated to carry out the
responsibilities of a commission, any owner of a public airport may initiate proceedings for
the creation of a commission by presenting a request to the board of supervisors that a
commission be created and showing the need therefor to the satisfaction of the board of
supervisors.
Powers and Duties
21674. The commission has the 'following powers and duties, subject to the limitations
upon its .jurisdiction set forth in Section 21676:
(a) To assist local agencies in ensuring compatible land uses in the vicinity of all new
airports and in the vicinity of existing airports to the extent that the land in the vicinity of
those airports is not already devoted to incompatible uses.
'' (b) To coordinate planning at the state, regional, and local levels so as to provide for the
orderly development of air transportation,: while at the same time protecting the public
health, safety, and welfare.
(c) To prepare and adopt an airport land use plan pursuant to Section 21675.
(d) To review the plans, regulations, and other actions of local agencies and airport
operators pursuant to Section 21676.
(e) The powers of the commission. shall in no way be construed to give the commission
jurisdiction over the operation of any airport.
(f) In order to carry, out its responsibilities, the commission may adopt tiles and
regulations consistent with this article.
Staff 'Training and Development
21674.5 (a) The Department of Transportation shall develop and- implement a program
or programs to assist in the training and . development of the staff of airport land' -use
commissions, after consulting with airport land use commissions, cities, counties, and other
appropriate public entities.
(b) The training and development program or programs are intended to assist the staff of
airport land use commissions in addressing high priority needs, and may include, but need
not be limited to, the following:
(1) The establishment of a process for the development and adoption of comprehensive
land use plans.
(2) The development of criteria for determining airport land use planning boundaries.
(3) The identification of essential elements which should be included in the
comprehensive plans:
(4) Appropriate criteria and procedures • for reviewing proposed. developments.._ and
determining whether proposed developments are compatible with the airport use.
(5) Any other organizational, operational, procedural, or technical responsibilities and
functions which the department determines to be appropriate to provide to commission staff
and for which it determines there is a need for staff training and development.
7
(c) The department may provide training and development programs for airport land use
commission staff pursuant to this section by any means it deems appropriate, Those
programs may be presented in any of the following ways:
(1) By offering formal courses or training programs.
(2) By sponsoring or assisting in the organization and sponsorship of conferences,
seminars, or other similar events.
(3) By producing and making available written information.
(4) Any other feasible method of providing information and assisting in the training and
development of airport land use commission staff.
SEC. 2. The sum of one hundred thousand dollars (S100,000). is hereby appropriated
from the Aeronautics Account in the State Transportation Fund to the Department of
Transportation for the purposes of this act.
SEC. 3. This act is Ian urgency statute necessary for the immediate preservation of the
public peace, health, or safety within the meaning of Article IV of the Constitution and shall
go into immediate effect. The facts consdruting the necessity are:
In order to assist airport land use commissions to comply with state law requiring the
development and adoption of comprehensive land use plans ,for each public airport in
California, and in order to provide for the orderly development of public airports and to
provide adequate protection from incompatible land uses in the vicinity of public use airports
at the earliest possible time, it is necessary that this act take effect immediately.
Airport Land Use Planning Handbook
SEC. 4. 21674.7. An airport land use commission that formulates, adopts or amends a
comprehensive land use plan shall be guided by information prepared and updated pursuant
to Section 21674.5 and referred to as the Airport Land. Use Planning Handbook published by
the Division of Aeronautics of the Department of Transportation.
SEC. 5. No reimbursement is required by .this act pursuant to Section 6 of Article
XIII B of the California Constitution because the local agency or school district has the
authority to levy service charges, fees, or assessments sufficient to pay for this program or
level of service mandated by this act. Notwithstanding Section 17580 of the Government
Code, unless otherwise specified in this act, the provisions of this act shall become operative
on the same date that the act takes effect pursuant to the California Constitution.
Land Use Plan
21675. (a) Each commission shall formulate a comprehensive land use plan that will
provide for the orderly growth of each public airport and the area surrounding the airport
within the jurisdiction of the commission, and will safeguard the general welfare of the
inhabitants within the vicinity of the airport and the public in general. The commission plan
shall include and shall be based on a long-range master plan or an airport layout plan, as
determined by the Division of Aeronautics of the Department of Transportation. that reflects
the anticipated growth of the airport during at least the next "0 years. In formulating a land
v
use plan, the commission may develop height restrictions on buildings, specify use of land,
and determine building standards, including soundproofing adjacent to airports, within the
planning area. The comprehensive- land use plan shall -be reviewed as often as necessary in
order to accomplish its purposes, but shall not be amended more than once in any calendar
year.
(b) The commission may include, within its plan formulated pursuant to subdivision (a),
the area within the jurisdiction of the commission surrounding any federal military airport for
all of the purposes specified in subdivision (a). This subdivision does not give the
commission any jurisdiction or authority over the territory or operations of any military
airport.
(c) The planning boundaries shall be established by the commission after hearing and
consultation with the involved agencies.
(d) The commission shall submit to the. Division of Aeronautics of the department one
copy of the plan and each amendment to the plan.
(e) If a comprehensive land use plan does not include the matters required to be
included pursuant to this article, the Division of Aeronautics of the department shall notify
the commission responsible for the plan.
Date of adoption; review of actions; approval or disapproval
21675.1. (a) By June 30, 1991, each commission shall adopt the comprehensive land
use plan required pursuant to Section 21675, except that any county which has undertaken by
contract or otherwise completed land use plans for at:least one-half of all public use airports
in the county, shall adopt that plan on or before June 30, 1992.
(b) Until a commission adopts a comprehensive land use plan, a city or county shall first
submit all actions, regulations, and permits within the vicinity of a public airport to the
commission for review and approval. Before the commission approves or disapproves any
actions, regulations, or permits, the commission shall give public notice in the same manner
as the city or county is required to give for those actions, regulations, or permits. As used
in this section, "vicinity" means land which will be included or reasonably could be included
within the plan. If the commission has not designated a study area for the plan, then
"vicinity" means land within two miles of the boundary of a public airport.
(c) The commission may approve an action, regulation, or permit if it finds, based on
substantial evidence in the record, all of the following:
(1) The commission is making substantial progress toward the completion of the plan.
(2) There is a reasonable probability that the action, regulation, or permit will be
consistent with the plan being prepared by the commission.
(3) There is little or no probability of substantial detriment to or interference with the
future adopted plan if the action, regulation, or permit is ultimately inconsistent with the
plan.
(d) If the commission disapproves an action, regulation, or permit, the commission shall
notify the city or county. The city or county may overrule the commission, by a two-thirds
vote of its governing body, if it makes specific findings that the proposed action, regulation,
or permit is consistent with the purposes of this article, as stated in Section 21670.
(e) If a city or county overrules the commission pursuant to subdivision (d), that action
shall not relieve the city or county from further compliance with this article aite: the
commission adopts the plan.
�t
(f) If a city or county overrules the commission pursuant to subdivision (d) with respect
to a publicly owned airport that the city or county does not operate, the operator of the
airport shall be immune from liability for damages to property or personal injury from the
city's or county's decision to proceed with the action, regulation, or permit.
(g) A commission ma -1 adopt rules and regulations which exempt any ministerial permit
for single-family dwellings from the requirements of subdivision (b) if it makes the findings
required pursuant to subdivision (c) for the proposed rules and regulations, except that the
rules and regulations may not exempt either of the following:
(1) More than two single-family dwellings by the same applicant within a subdivision
prior to June 30, 1991.
(2) Single-family dwellings in a subdivision where 25 percent or more of the parcels are
undeveloped.
Failure to Approve or Disapprove
21675.2. (a) If a commission fails to act to approve or disapprove any actions,
regulations, or permits within 60 days of receiving the request pursuant to Section 21075.1,
the applicant or his or her representative may file. an.action pursuant to Section 1094.5 'of the
Code of Civil Procedure to compel the commission to act, and the court shall give the
proceedings preference over all other actions or proceedings, except previously filed pending
matters of the same character.
(b) The action, regulation, or permit shall be deemed approved only if the public notice
required by this subdivision has occurred. If the applicant has provided seven days advance
notice to the commission of the intent to provide public notice pursuant to this subdivision,
then, not earlier than the date of the expiration of the time limit established by Section
21675.1, an applicant may provide the required public notice. If the applicant ,chooses to
provide public notice, that notice shall include a description of the proposed; action,
regulation, or permit substantially similar to the descriptions which are commonly used in
public notices by the commission, the location of any proposed development, the application
number, the name and address of the commission, and a statement that the action, regulation,
or permit shall be deemed :approved if the commission has not acted within 60 days. If the
applicant has provided the public notice specified in this subdivision, the time limit for action
by the commission shall be- extended to 60 days after the public notice is provided. If the
applicant provides notice pursuant to this section, the commission shall refund to the
applicant any fees which were collected for providing notice. and which were not used for
that purpose. information ursuant to
(c) Failure of an applicant to submit complete. or adequateconstitute grounds for
Sections 65943 to 65946, inclusive, of the Government Code, may
disapproval of actions, regulations, or permits.
(d) Nothing in this, section diminishes the commission's legal responsibility to provide,
where applicable, public notice and hearing before acting on an action, regulation, or permit.
Review of Local General Plans
21676. (a) Each local agency whose general plan includes areas covered by an airport
land use commission plan shall, by July 1, 1983, submit a copy of its plan or specific plans
to the airport land use commission. The commission oishall determine
he rnissio August
plan. 19 3,
whether the plan or plans are consistent
10
plan or plans are inconsistent with the commission's plan, the local agency shall be notified
and that local agency shall have another hearing to reconsider its plans. The local agency
may overrule the commission after such hearing by a two-thirds vote of its governing body if
it makes specific findings that the proposed action is consistent with the purposes of this
article stated in Section 21670.
(b) Prior to the amendment of a general plan or specific plan, or the adoption or
approval of a zoning ordinance or building regulation within the planning boundary
established by the airport land use commission pursuant to Section 21675, the local agency
shall first refer the proposed action to the commission. If the commission determines that
the proposed action is inconsistent with the commission's plan, the referring agency shall be
notified.
The local agency may, after a public hearing, overrule the commission by a two-
thirds vote of its governing body if it makes specific findings that the proposed action is
consistent with.the purposes of this article stated in Section 21670.
(c) Each public agency owning any airport within the boundaries of an airport land use
commission planshall, prior to modification of its airport toaster plan, refer such proposed
change to the airport land use commission. If the commission determines that the proposed
action is inconsistent with the commission's plan, the referring agency shall be notified. The
public agency may, afar a public hearing, overrule the .commission by a two-thirds vote of
its governing body if it makes specific findings that the proposed action is consistent with the
purposes of this article stated in Section 21670.
(d) Each commission determination pursuant to subdivision (b) or (c) shall be made
within 60 days from the date of referral of the proposed action. If a commission fails to
make the determination within that period, the proposed action shall be deemed consistent
1 with the commission's plan.
Review' of Local Plans
21676.5. (a) If the commission finds that a local agency has not revised its general plan
or specific plan or overruled the commission by a two-thirds vote of its governing body after
making specific findings that the proposed .action is consistent with the purposes of this
article m stated in Section 21670, the commission may require that the local agency submit
all subsequent actions, regulations, and permits to the commission for review until itsgeneral
plan or specific plan is revised or the specific findings are trade. If, in the determination of
the commission, an action, regulation, or permit of the local agency is inconsistent with the
commission plan, the local agency shall be notified and that local agency shall hold a hearing
to reconsider its plan. The local agency may overrule the commission after the hearing by a
two-thirds vote of its governing body if it makes specific findings that the proposed action is
consistent with the purposes of this article as stated in Section 21670.
(b) Whenever the local agency has revised its general plan or specific plan or has
overruled the commission pursuant to subdivision -.(a), the proposed action of the local agency
shall not be subject 'to further commission review, unless the commission and the local
agency agree that individual projects shall be reviewed by the commission.
11
Marin County Override Provisions
21677. Notwithstanding Section 21676. any public agency in the County of Marin may
overrule the Marin County Airport Land Use Commission by a majority vote of its
,governing body.
Airport Owner's Immunity
21675. With respect to a publicly owned airport that a public agency does not operate,
if the public agency pursuant to Section 21676 or 21676.5 overrides a commissions action or
recommendation, the operator of the airport shall be immune from liability for damages to
property or personal injury caused by or resulting directly or indirectly from the public
agency's decision to override the commission's action or recommendation.
Court Review
21679. (a) In any county in which there is no airport land use commission or other
body designated to assume the responsibilities of an airport land use commission. or in which
the commission or other designated body has not adopted • an airport land use plan, an
interested parry may initiate proceedings in a court of competent jurisdiction to postpone the
effective date of a zoning change, a zoning variance, the issuance of a permit, or the
adoption of a regulation by a local agency. which directly affects the use of land within one'
mile of the boundary of a public airport within the county.
(b) The court may issue an injunction which postpones the effective date of the zoning
change, zoning variance, permit, or regulation until the governing body of the local agency
which took the action does one of the following:
(1) In the case of an action which is a legislative act, adopts a resolution declaring that
the proposed action is consistent with the purposes of this article stated in Section 21670.
(2) In the case of an action which is not a legislative act, adopts a resolution making
findings based on substantial evidence in the record that the proposed action is consistent
with the purposes of this article stated in Section 21670.
(3) Rescinds the action.
(4) Amends its action to make it consistent with the purposes of this article stated in
sn
Section 21670, and complies with either paragraph (1) or (2)- of this subdivision, whichever
is applicable..
(c) The court shall not issue an injunction pursuant to subdivision(b) if the local agency
which took the action demonstrates that the general plan and any applicable specific plan of
the agency accomplishes the purposes of an airport land use plan as provided in
Section 21675.
to subdivision (a) shall be commenced within 30 days of
(d) An action brought pursuant
the decision or within the appropriate time Periods set by Section 21167 of the Public
Resources Code, whichever is longer.
(e) If the governing body of the local agency adopts a resolution pursuant to
subdivision (b) with respect to a publicly owned airport that the local agency does not
operate, the operator of the airport shall be immune from liability for damages to property or
personal injury from the local agency's decision to proceed with the zoning change, zoning
variance, permit, or regulation.
12
(f) As used in this section, "interested parry" means any owner of land within two miles
Of the boundary of the airport or any organization with a demonstrated interest in airport
safety and efficiency.
Action to Postpone Effective Date of Zoning Change, Etc.
21679.5. (a) Until June 30, 1991, no action pursuant to Section 21679 to postpone the
effective date of a zoning change, a zoning variance, the issuance of a permit, or the
adoption of a regulation by a local agency, directly affecting the use of land within one mile
of the boundary of a public airport, shall be commenced in any county in which the
commission or other designated. body has not adopted an airport land use plan, but is making
substantial progress toward the completion of the plan.
(b) If a commission has been prevented from -adopting the- comprehensive land use plan
by June 30, 1991, or if the adopted plan could not become effective, because of a lawsuit
involving the adoption of the plan, the June 30,- 1991, date in subdivision (a) shall be
extended by the period of time during which the lawsuit was pending in a court of competent
jurisdiction.
(c) Any action pursuant to Section 21679 commenced prior to January 1, 1990; in a
county in which the commission or other designated.body has.not adopted an airport land use
plan, but is making substantial progress toward the completion of the plan, which has not
proceeded to final judgment, shall be held in abeyance until June 30, 1991. If the
commission or other designated body adopts an airport land use plan on or before June 30,
1991, the action shall be dismissed. If the commission or other designated body does not
adopt an airport land use plan on or before June 30, 1991, the plaintiff or plaintiffs may
proceed with the action.
(d) An action to postpone the effective date of a zoning change, a zoning variance, the
issuance of a permit, or the adoption of a,regulation by a local agency, directly affecting the
use of land within one mile of the boundary of a public airport for which an airport land use
plan has not been adopted by June 30, 1991, shall be commenced within 30 days of June 30,
1991, or within 30 days of the decision by the local agency, or within. the appropriate time
periods set by Section 21167 of the Public Resources Code, whichever date is later.
(Revised 11115194)
13
Appendix C
Methods for Determining Concentrations of People
One criterion used in the Airport Land Use Compatibility Plan is the maximum number of people
per acre that can be present in a given area at any one time. if a proposed use exceeds the
maximum density, it will be considered inconsistent with ALUC policies. This appendix provides
some guidance on how to make the people -per -acre determination.
The most difficult part of making a people -per -acre determination is estimating the -number of
people likely to use a particular facility. There are several methods that can be utilized, depen-
ding upon the nature of the proposed use:
® Parking..Ordinance — The number of people present in a given area can be calculated based
upon the number of parking spaces provided. Some assumption regarding the number of
people per vehicle needs to be developed to calculate the number of people on-site. The
number of people per acre can then be calculated by dividing the number of people on-site
by the size of the parcel in acres. This approach is appropriate where the use is expected to
be dependent upon access by vehicles.
® Maximum Occupancy — The Uniform Building Code can be used as a standard for determin-
ing the maximum occupancy of certain uses. The chart provided as Exhibit A is taken from
the 1976 edition of the UBC (Table 33-A) and indicates the required number of square feet
per occupant. The number of people on the site can be calculated by dividing the total floor
area of a proposed use.by the minimum square feet per occupant requirement listed in the
table. The maximum occupancy can then be divided by the size of the parcel in acres to
determine the people per acre.
Surveys of actual occupancy levels conducted by the City of Sacramento have indicated that
many retail and office uses are generally occupied at 50% of their maximum occupancy
levels, even at the busiest times of day. Therefore, the number of people calculated for office
and retail uses should be adjusted (50°x) to reflect the actual occupancy levels before making
the final people -per -acre determination.
• Survey of Similar Uses — Certain uses may require an estimate based upon a survey of similar
uses. This approach is more difficult, but is appropriate for uses which, because of the nature
of the use, cannot be reasonably estimated based upon parking or square footage.
M_'.` _ Js for Determining Concentrations of People
Exhibit C1
Occupancy Levels
Uniform Building Code
Use
1. Aircraft Hangars (no repair)
2. Auction Room
3. Assembly Areas, Concentrated Use
(without fixed seats)
Auditoriums
Bowling Alleys (assembly areas)
Churches and Chapels
Dance Floors
Lodge Rooms
Reviewing Stands
Stadiums
4. Assembly Areas, Less Concentrated Use
Conference Rooms
Dining Rooms
Drinking. Establishments
Exhibit. Rooms
Gymnasiums
Lounges
Skating Rinks
Stages
5. Children's Homes
Homes for the Aged
6. Classrooms
7. Dormitories
8. Dwellings
9. Garage, Parking
10: Hospitals and Sanitariums
Nursing Homes
11. -Hotels and Apartments
12. Kitchen - Commercial
13. Library Reading Room
14, Locker. Rooms
15. Mechanical Equipment Room
16. Nurseries for Children (Day -Care)
17. Offices
1S. School Shops and Vocational Rooms
19. Stores - Retail Sales Rooms
Basement
Ground Floor
Upper Floors
20. Warehouses
21. All Others
Minimum
Square Feet per Occupant
500
7
7
80
20
50
300
200
80
200
200
s0
50
300
50
100
50
20
30
50
300
100
Methods for Determining Concentrations of People
Examples:
A. The proposal is for a 60,000iquare400t two-story office building on 4 gross acres (including
adjacent roads). The local parking ordinance- requires one parking space for every 250
square feet of commercial space. Assuming that the use would generate one person per
vehicle, the following calculations would derive the number of people per acre.
Steps:
1) 60,000 sq. ft. + 1 vehicle per 250 sq ft. = 240 vehicles .
2) 240 vehicles x 1.0 people per vehicle =240 people expected at any one time.
3) 240 people + 4 acres =60 people per acre.
Under this example, the use would be estimated to generate 60 people per acre. In zones
with limits of 100 people -per -acre, the use would be considered compatible assuming all
other conditions were met.
B. The proposal is for a 12,000-square400t store on a 63,000iquare400t parcel. Using the
maximum occupancy table from the Uniform Building Code (Exhibit C1) and applying the
assumption that the building is occupied at 50 percent of maximum nets results in the follow-
ing calculations:
Steps: .
1) 63,000 sq. ft. + 43,560 sq. ft. (in an acre) =1.45 acre.
2) 12,000 sq. ft. + 30 sq. ftJoccupant =400 (max. building occupancy).
3) 400 max. bldg. occup. x 50% =200 people expected at any one time.
4) 200 people + 1.45 acre =138 people per acre.
Under this example, 138 people per acre would represent a reasonable estimate. In zones
with limitations of 100 people -per -acre or less, the use would be considered incompatible.
C. The proposal is for a 3,000 -square -foot office on a 16,500-square400t parcel. Again using the
table in Exhibit C1 but assuming the actual occupancy level is 50% of the maximum in-
dicated by the UBC code provides the following result:
Steps:
1) 16,500 sq. ft. + 4 3,5 60 sq. fL (acre) - 038 acre.
2) 3,000 sq. ft. + 100 sq. ftJoccupant =30 (max. building occupancy).
3) 30 people maximum building occupancy x 50% (actual occupancy) =15 people in
the building at any one time.
4) 15 people + 038 acres =39 people per acre.
Under this example, the use would be estimated to generate 39 people per acre. In zones
with occupancy limits of 100, the use would be considered compatible assuming all other
conditions were met
Appendix D
Compatibility Guidelines for Specific Land Uses
The compatibility evaluations listed below for specific types of land uses can be used by local
jurisdictions as guidelines in implementation of the primary compatibility criteria listed in Table
2A. In case of any conflicts between these evaluations of specific land uses and the policies
and criteria in Chapter 2 of this document, the contents of Chapter 2 shall prevail.
Zones
Compatibility
Land Use A . B1/B2 C D
Agricultural Uses
Truck and Specialty Crops
0
+.
+ +
Field Crops
0
+
+ +
Pasture and Rangeland
0
+
+ +
Orchard and Vineyards
—
+
+ +
Dry Farm and Grain
0
+
+ +
Tree Farms, Landscape Nurseries and Greenhouses
—
0
+ +
Fish ,Farms
—
0
+ +
Feed Lots and Stockyards
—
0
+ +
Poultry Farms
—
p
+ +
Dairy Farms
—
0
+ +
Natural Uses
Fish and Game Preserves
0
0
0 0
Land Preserves and Open Space
0
+
+ +
Flood and Geological Hazard Areas
0
+
+ +
Waterways; Rivers, Creeks, Canals,
0
0
0 +
Wetlands, Bays, Lakes
— Incompatible
0 Potentially compatible with restrictions
+ Compatible
D-1
Compatibility Guidelines for Specific Land Uses /AppendixD
D-2
Compatibility
)
Zones
Land Use
A B1/B2
C
D
Residential and Institutional
Rural Residential - 10 acres or more
— +
+
+
Low Density Residential - 2 to 10 acre lots
— 0l+
+
+
Single Family Residential - lots under 2 acres
— —
0
+
Multi Family Residential
— —
0
+
Mobile Home Parks
— —
0
+
Schools, Colleges and Universities
— —
—
+
Day Care Centers
—. —
0
+
Hospitals and Residential Care Facilities
— —
—
+
Recreational
Golf Course
0 +
+
+
Parks - low intensity; no group activities
0 +
+
+
Playgrounds and Picnic Areas
— 0
+
+
Athletic Fields
— 0
+
+
Riding Stables
— 0
+
+
Marinas and Water Recreation
— 0
+
+
Health Clubs and Spas
— —
0
+
Tennis Courts
— �0
+
+
Swimming Pools
— 0
0
+
Fairgrounds and Race Tracks
— —
—
+
Resorts and Group Camps
— —
0
+
Industrial
Research and Development Laboratories
— 0
+
+
Warehouses and Distribution Facilities
— 0
+
+
Manufacturing and Assembly
— 0
0
+
Cooperage and Bottling Plants
— 0
+
+
Printing, Publishing and Allied Services
— 0
+
+
Chemical, Rubber and Plastic Products
— —
0
+
Food Processing
— —
0
+
— Incompatible
0 Potentially compatible with restrictions
+ Compatible
D-2
Compatibility Guidelines for Specific Land Uses /AppndixD
Zones
Compatibility
Land Use
A 131/132
C
D
Commercial Uses
Large Shopping Malls (500,000+ sq.ft.)
— —
0
Retail Stores (one story)
— 0
0
+
+
Retail Stores (two story)
Restaurants and Drinking Establishments (no take out)
— 0
0
0
+
+
Food Take -Outs
Auto and Marine Services
_ _
— 0
0
+
+
Building Materials, Hardware and Heavy Equipment
— 0
+
+
+
Office Buildings (one story)
— 0
+
+
Multiple -story Retail, Office, and Financial
— —
0
+
Banks and Financial Institutions
— 0
+
Repair Services
— 0
+
+
+
Gas Stations
0
+
+
Government Services/Public Buildings
_ 0
+
Motels (one story)
— 0
0
+
+
Hotels and Motels (two story)
— —
0
+
Theaters, Auditoriums, and Assembly Halls
_ —
0
+
Outdoor Theaters
_ _
0
+
Memorial Parks/Cemeteries
— +
+
+
Truck Terminals
+
+
+
'a
_ Transportation, Communications, and Utilities
Automobile Parking
0 +
+
+
Highway & Street Right-of-ways
0.. +
+
+
Railroad and Public Transit Facilities
0'. +
.
+
+
Taxi, Bus & Train Terminals
— 0
+
+
Reservoirs
— 0
0
+
Power Lines
—. 0
0
+
Water Treatment Facilities
— 0
+
+
Sewage Treatment and Disposal Facilities
— 0
0
+
Electrical Substations
— 0
0
+
Power Plants
— _
0
+
Sanitary Landfills
_ _
_
0
— Incompatible
0 Potentially compatible with restrictions
+ Compatible
D-3
Appendix E
Sample Easement and Deed Notice Documents
This Airport Land Use Compatibility Plan recommends the dedication of avigation or overflight
easements or use of deed notices in selected areas around each of the airports in the county.
The specific applications are as noted in the Primary Compatibility Criteria matrix, Table 2A.
Examples of three types of documents are presented on the following pages.
Exhibit D1 — Avigation Easement
Exhibit D2 — Overflight Easement
Exhibit D3 — Deed Notice
E-1
RECORDING REQUESTED BY:
County of Kern
WHEN RECORDED MAIL TO:
Director of Planning Department
County of Kern
2700 "M" Street, Suite 100
Bakersfield, CA 93301
APN 11 No Fee Document
DEPT. REFERENCE (Public Entity Grantee,
Gov. Code Section 27383)
GRANT OF AVIGATION EASEMENT
For a valuable consideration, receipt of which is hereby acknowledged
hereinafter referred to as "Grantor(s)," hereby grant(s) to the COUNTY OF KERN, a
political subdivision of the State of California (hereinafter referred to as "County"), for the
use and benefit of the public, a perpetual and assignable easement and right -of way, and
certain rights appurtenant to said easement as hereinafter set forth, in, on and.over the
following described parcel of real property situated in the County of Kern, State of
California, in which Grantor(s) hold(s),a fee simple estate, lying below, in whole or in
part, the horizontal limits of an imaginary surface defined by those civil airport imaginary
surfaces described in Federal Aviation Regulations, Part 77, whether applicable or not
to the
Airport, situated in the County of Kern,
State of California (hereinafter referred to as "Airport"), which said parcel on Grantor(s)'
l
real property is described as follows:
That portion of said parcel of real property lying below the said imaginary surfaces
described above is delineated by hatched lines on the map attached hereto as Exhibit
"A" and incorporated by reference herein as though set forth.
It is agreed by Grantor(s) that he/they shall not hereafter erect, enlarge or grow,
or permit or suffer to remain, any building, structure, or other object,; or any tree, bush,
shrub or other vegetation, within or into the airspace above said imaginary surfaces
overlying said real property.
Grantor(s) hereby take(s) notice, without surrendering any rights to which he/they
may otherwise be entitled in law or in equity, that aircraft using Airport will produce
noise, light, electromagnetic emissions, radio transmissions, vibrations, fumes, particles
and other effects incident to aviation which, in turn, might affect the free use and
enjoyment of his/their property.
It is further agreed by Grantor(s) that the easement and rights hereby granted to
County are for the purpose of ensuring that the airspace above the said imaginary
surfaces shall remain free and clear of any building, structure or other object, and or any
tree, bush, shrub or other vegetation, which could constitute an obstruction or hazard to
the flight of aircraft of any kind within the airspace landing at and/or taking off from said
Airport. These rights shall include, but -not be limited to, the following:
1. The continuing and perpetual right of County or Airport operator, at
Grantor(s)' sole cost and expense, to cut off, trim and/or prune those portions of any
tree, bush, shrub and/or vegetation extending, projecting or infringing into, or upon or
through the airspace above said imaginary surfaces.
2. The continuing and perpetual right of County or Airport operator, at
Grantor(s)' sole cost and expense, to remove, raze, modify or destroy those portions. of .
any building, structure or other, object, infringing, extending or projecting into or upon
said imaginary surfaces.
,r
3. The right of County, at Grantor(s)' sole cost and expense, to mark and light,
as obstructions to air navigation, any building, structure or other object, any tree, bush,
shrub or other vegetation, that may at any time infringe, project or extend- into or upon
said imaginary surfaces.
4. The right of County or Airport operator for ingress to, egress from, and
passage on or over any or all of `Grantor(s)' real property for the above purposes.
County. or Airport operator may exercise its right of ingress and egress hereunder only
after it sends Grantors) notice of its intent to enter Grantor(s)' property twenty-four (24)
hours in advance, using the address specified herein, unless Grantor(s) requests. County,
in writing, to use a different address. County shall not be precluded from exercising its
right of ingress and egress by the failure of Grantor(s) to receive notice if it has made
a reasonable effort to notify Grantor(s). If, in the opinion of the Airport operator, an
obstruction or hazard exists within or upon said imaginary surfaces overlying. said real
property, which creates an immediate danger to the flight of aircraft landing at and/or
taking off from the Airport such that immediate action is necessary, County or Airport
operator may exercise its right of ingress and egress for the above purposes without
notice to Grantor(s), and shall thereafter notify Grantor(s).
5. The right of flight or,unobstructed passage of aircraft of any kind for the use
and benefit of the public, above said imaginary surfaces, as may be inherent in the
navigation or flight of aircraft now or hereafter used or known, using said airspace for
landing at, taking off from, or operating from, to, at, on, over or in the proximity of the
said Airport.
6. Acts in violation of Federal Aviation Regulations by users of the Airport
shall not be considered acts allowing Grantor(s) or their successors in interest to
terminate the easement granted hereby.
The easement granted herein, and all rights appertaining thereto, are granted unto
the County, its successors and assignees, until said Airport shall be abandoned and
ceased to be used for airport purposes for a period of at least five (5) years, at which
time they shall automatically revert to Grantor(s).
Grantor(s) agree to defend at their own cost at County's request, to hold
harmless, and to indemnify County from any liability for or based upon the exercise by
any person or entity other than County of the easement rights granted herein.
It is understood and agreed by Grantor(s) that this easement and the covenants
and restrictions contained herein shall run with the land described above and shall. be
binding upon the heirs, successors and assigns of Grantor(s). For purposes of this
instrument, the above-described real property shall be the servient tenement and the
Airport and any hereafter acquired property used by Airport shall be dominant tenement.
Dated:
ul
GRANTOR:
GRANTOR:
Address:
STATE OF CALIFORNIA )
ss
COUNTY OF KERN )
On this day of , in the year
before me, the undersigned,
personally appeared
personally known to me (or proved to me on the basis of satisfactory evidence) to be the person(s)
whose name(s) is/are subscribed to the within instrument and acknowledged to me that he/she/they
executed the same in his/her/their authorized capacity(ies), and that by his/her/their signature(s) on the
instrument the person(s), or the entity upon behalf of which the person(s) acted, executed the instrument.
IN WITNESS WHEREOF, I have hereunto set my hand and affixed my Official Seal the day
and year in this Certificate first above written.
Notary Public in and for the State of California
I certify that on day of . 19 t h e
Board of Supervisors of the County of Kern consented to the making of the foregoing avigation easement
and consented to the recordation thereof by its duly authorized officer.
Dated this day of . 19
Chairman of the Board of Supervisors
County of Kern, State of California
ATTEST:
Clerk of the Board
Deputy Clerk
Sample .basement and ,Deed Nodca Documents I Appenkx D
Exhibit D2
Typical Overflight Easement
GRANTOR hereby grants to the in , its successors or
assigns, as owners of the Mame of Airport] , California, an overflight easement
for the following purposes and granting the following rights:
(1) For the use and benefit of the public, and to the extent and in the manner consistent with safe
operating procedures as provided under applicable governmental regulations, the -right to make flights,, .
and the noise inherent thereto, in airspace over the property described in.. Exhibit A (attached) in
connection with landings, takeoffs,.and general operation of the [Name of Airportl .
(2) . The right to, regulate or prohibit the release into the air of any substance which would impair the
visibility or otherwise interfere with the operations of aircraft such as, but not limited to, steam, dust,
and smoke.
(3) The right to regulate or prghibit light emissions, either direct or indirect (reflective), which might
interfere with pilot vision.
(4) The right to prohibit electrical emissions which would interfere with aircraft communication systems
or aircraft navigational equipment.
This easement shall be effective from this date and run with the land until such time as the
[Name of Airportl is no longer used�as an airport.
The real property subject to this overflight easement is described as follows:
See Attachment "A"
DATED:
D-4
GRANTOR:
By:
Sample Easement and Deed Notice Documents / Appendix D
Exhibit D3
Sample Deed Notice
The following statement should be included on the deed for the subject property and recorded in by the
County, This statement should also be included on any parcel map, tentative .map or final map for
subdivision approval.
This property is in the area.subject to overflights by aircraft using airport, and as
a result, residents may experience -inconvenience; annoyance or discomfort arising from the noise
of such operations. State law (public utilities code section 21670 et. Seq.) establishes `the
importance of public use airports to protection of the public interest of the people of the State of,
California. Residents of property near a public use airport should therefore be prepared to accept
such inconvenience, annoyance or discomfort from normal aircraft operations. Any subsequent
deed conveying parcels or lots shall contain a statement in substantially this form.
D-5
Appendix F
Glossary
ABOVE GROUND LEVEL (AGL): An elevation datum given in feet above ground level.
AIR CARRIER: A person who undertakes directly by lease, or other arrangement, to engage in air
transportation. (FAR 1) (Also see. Certificated Route Air Carrier)
AIR CARRIERS: The commercial system of air transportation,..consisting of the certificated route air
carriers, air taxis (including commuters), supplemental air carriers, commercial operators of large .
aircraft, and air travel clubs. (FAA Census)
AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC): A facility established to provide air traffic con-
trol service to aircraft operating on IFR flight plans within controlled airspace, principally during the
en route phase of flight. (AIM)
AIR TAXI: A classification of air carriers which directly engage in the air transportation of persons,
property, mail, or in any combination of such transportation and which do not directly or indirectly
utilize large aircraft (over 30 seats or a maximum payload capacity of more than 7,500 pounds) and
do not hold a Certificate of Public Convenience and Necessity or economic authority issued by the
(> Department of Transportation. (Also see commuter air carrier and demand air taxi.) (FAA Census)
AIR TRAFFIC CONTROL (ATC): A service operated by appropriate authority to promote the safe,
orderly, and expeditious flow of air traffic. (FAR 1)
AIRPORT TRAFFIC CONTROL TOWER (ATCT): A terminal facility that uses air/ground communica-
tions, visual signaling, and other devices to provide ATC services to aircraft operating in the vicinity
of an airport or on the movement area. (AIM)
AIRCRAFT ACCIDENT: An occurrence associated with the operation of an aircraft which takes
place between the time any person boards the.aircraft with the intention of flight and all such
persons have disembarked, and in which any person suffers death or serious injury, or in which the
aircraft receives substantial damage. (NTSB)
AIRCRAFT OPERATION: The airborne movement of aircraft in controlled or non -controlled airport
terminal areas and about given en route fixes or at other points where counts can be made. There
are two types of operations — local and itinerant. (FAA Stats)
AIRCRAFT PARKING LINE LIMIT (APL): A line established by the airport authorities beyond which
no part of a parked aircraft should protrude. (Airport Design)
AIRPORT: An area of land or water that is used or intended to be used for the landing and taking
off of aircraft, and includes its buildings and facilities, if any. (FAR 1)
F-1
Glossary / Appendix f
AIRPORT ELEVATION: The highest point of an airport's usable runways, measured in feet above
mean sea level. (AIM)
AIRPORT HAZARD: Any structure or natural object located on or in the vicinity of a public airport,
or any use of land near such airport, 'ithat obstructs the airspace required for the flight of aircraft in
landing or taking off at the airport or is otherwise hazardous to aircraft landing, taking off, or taxiing
at the airport. (Airport Design)
AIRPORT LAYOUT PLAN: A scale drawing of existing and proposed airport facilities, their location
on the airport, and the pertinent clearance and dimensional information required to demonstrate
conformance with applicable standards.
AIRPORT RADAR SERVICE AREA (ARSA): Regulatory airspace surrounding designated airports
wherein FAA Air Traffic Control provides radar vectoring and sequencing on a full-time basis for all
IFR and VFR aircraft. (AIM)
AIRPORT REFERENCE POINT: A point established on an airport, having equal relationship to all
existing and proposed landing and takeoff areas, and used to geographically locate the airport and
for other planning purposes. (Airport Design)
AIRWAYIFEDERAL AIRWAY: A control area or portion thereof established in the form of a corridor,
the centerline of which is defined by radio navigational aids. (AIM)
ALERT AREA: A special use airspace which may contain a high volume of pilot training activities
or an unusual type of aerial activity, neither of which is hazardous to aircraft. (AIM)
APPROACH LIGHT SYSTEM (ALS): An airport lighting system which provides visual guidance to
landing aircraft by radiating light beams in a directional pattern by which the pilot aligns the aircraft
with the extended runway centerline during a final approach to landing. Among the specific types
of systems are:
• LDIN – Lead-in Light System.
• MALSR — Medium -intensity Approach Light System with Runway Alignment Indicator Lights..
• ODALS – Omnidirectional Approach Light System, a combination of LDIN and REILS.
• SSALR – Simplified Short Approach Light System with Runway Alignment Indicator Lights.
(AIM)
APPROACH SPEED: The recommended speed contained in aircraft manuals used by pilots when
making an approach to landing. This speed will vary for different segments of an approach as well
as for aircraft weight and configuration. (AIM)
AUTOMATED WEATHER OBSERVING SYSTEM (AWOS): Airport electronic equipment which
automatically measures meteorological parameters, reduces and analyzes the data via computer, and
broadcasts weather information which can be received on aircraft radios in some applications, via
telephone.
F-2
Glossary / Appendix F
E AUTOMATIC DIRECTION FINDER (ADF): An aircraft radio navigation system which senses and
indicates the direction to a UMF nondirectional radio beacon (NDB) ground transmitter. (AIM)
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS): The continuous broadcast of recorded
non -control information in selected terminal areas. (AIM)
BACK COURSE APPROACH: A non -precision instrument approach utilizing the rearward projection
of the ILS localizes beam.
BASED AIRCRAFT: Aircraft stationed at an airport on a long-term basis.
BUILDING RESTRICTION LINE (BRL): A line which identifies suitable building area locations.on
airports.
CEILING: Height above the earth's surface to the lowest layer of clouds or obscuring phenomena
that is reported as "broken", "overcast", or "obscuration" and is not classified as "thin" or "partial".
(AIM)
CERTIFICATED ROUTE AIR CARRIER: An air carrier holding a Certificate of Public Convenience
and Necessity issued by the Department of Transportation authorizing the performance of.scheduled
service over specified routes, and a limited amount of nonscheduled service. (FAA Census)
CIRCLING APPROACH/CIRCLE-TO-LAND MANEUVER: A maneuver initiated by the pilot to align
the aircraft with a runway for landing when a straight -in landing from an instrument approach is not
possible or not desirable. (AIM)
COMMERCIAL OPERATOR: A person who, for compensation or hire, engages in the carriage by
aircraft in air commerce of persons or property, other than as an air carrier. (FAR 1)
COMPASS LOCATOR: A low power, low or medium frequency radio beacon installed at the site
of the outer or middle marker of an instrument landing system (ILS). (AIM)
COMPASS ROSE: A circle, graduated in degrees, printed on some charts or marked on the ground
at an airport. It is used as a reference to either true or magnetic direction. (AIM)
COMMUNITY NOISE EQUIVALENT LEVEL (CNEL): The noise rating adopted by the State of
California for measurement of airport noise. It represents the average daytime noise level during a
24-hour day, measured in decibels and adjusted to an equivalent level to account for the lower
tolerance of people to noise during evening and nighttime periods.
COMMUTER AIR CARRIER: An air taxi operator which performs -at least five round.trips per week
between two or more points and publishes flight schedules which specify the times, days of the
week and places between which such flights are performed. (FAA Census)
CONTROLLED AIRSPACE: Any of several types of airspace within which some or all aircraft may
be subject to air traffic control. (FAR 1)
F-3
Gloss®ry /Appendix f
CONTROL ZONE: Controlled airspace surrounding one or more airports, normally a circular area
with a radius of 5 statute miles plus extensions to include instrument arrival and departure paths. -
Most control zones surround airports with air traffic control towers and are in effect only for the
hours the tower is operational.
DEMAND AIR TAXI: Use of an aircraft operating under Federal Aviation Regulations, Part 135,
passenger and cargo operations, including charter and excluding commuter air carrier. (FAA
Census)
DISPLACED THRESHOLD: A threshold that is located at a point on the runway other than the
designated beginning of the runway. (See Threshold) (AIM)
DISTANCE MEASURING EQUIPMENT (DME): Equipment (airborne and ground) used to measure,
in nautical miles, the slant range distance of an aircraft from the DME navigational aid. (AIM)
FAR PART 77: The part of the Federal Aviation Regulations which deals with objects affecting
navigable airspace.
FAR PART 77 SURFACES: Imaginary surfaces established with relation to each runway of an airport.
There are five types of surfaces: (1) primary; (2) approach; (3) transitional; (4) horizontal; and (5)
conical.
FEDERAL AVIATION ADMINISTRATION (FAA): The United States government agency which is
responsible for insuring the safe and efficient use of the nation's airspace.
FIXED BASE OPERATOR (FBO): A business operating at an airport that provides aircraft services to
the general public, including but not limited to sale of fuel and oil; aircraft sales, rental, main-
tenance, and repair; parking and tiedown or storage of aircraft; flight training; air taxi/charter opera-
tions; and specialty services, such as instrument and avionics maintenance, painting, overhaul, aerial
application, aerial photography, aerial hoists, or pipeline patrol.
FLIGHT SERVICE STATION (FSS): FAA facilities which provide pilot briefings on weather, airports,
altitudes, routes, and other flight planning information.
GENERAL AVIATION: That portion of civil aviation which encompasses all -facets of aviation
except air carriers. (FAA Stats)
GLIDE SLOPE: An electronic signal radiated by a component of an ILS to provide descent path
guidance to approaching aircraft.
GLOBAL POSITIONING SYSTEM (GPS): A space -based radio positioning, navigation, and time -
transfer systsem being developed by the U.S. Department of Defense. This newly -emerging
technology may eventually become the principal system for air navigation throughout the world.
F-4
Glossary / Appendix f
!' HELIPAD: A small designated area usually with a prepared surface, on - a - heli ort airport, landing/
takeoff area, apron/ramp, or movement area used for takeoff, landing, or parking of helicopters.
(AIM)
INSTRUMENT APPROACH PROCEDURE: A series of predetermined maneuvers for the orderly
transfer of an aircraft under instrument flight conditions from the beginning of the initial approach
to a landing or to a point from which a landing may be made visually. It is prescribed and
approved for a specific airport by competent authority. (AIM).
INSTRUMENT FLIGHT RULES (IFR): Rules governing the procedures for conducting instrument
flight. Also term used by pilots and controllers to indicate a type of flight plan. (AIM)
INSTRUMENT LANDING SYSTEM (ILS):. A precision instrument approach system which normally
consists of the following electronic components and visual aids: (1) Localizer; (2) Glide Slope; (3)
Outer Marker;. (4) Middle Marker; (5) Approach Lights. (AIM)
INSTRUMENT OPERATION: An aircraft operation in accordance with an IFR flight plan or an
operation where IFR separation between aircraft is provided by a terminal control facility. (FAA
ATA)
INSTRUMENT RUNWAY: A runway equipped with electronic and visual navigation aids for which
a precision or non -precision approach procedure having straight -in landing minimums has been
approved. (AIM)
ITINERANT OPERATION: An arrival or departure performed by an aircraft from or to a point
beyond the local airport area.
LARGE AIRCRAFT: An aircraft of more than 12,500 pounds maximum certificated takeoff weight.
(FAR 1)
LIMITED REMOTE COMMUNICATIONS OUTLET (LRCO): An unmanned, remote air/ground
communications facility which may be associated with a VOR. It is capable only of receiving
communications and relies on a VOR or a remote transmitter for full capability.
LOCALIZER (LOC): The component of an ILS which provides course guidance to the runway.
(AIM)
LOCAL OPERATION: An arrival or departure performed by an aircraft: (1) operating in the traffic
pattern, (2) known to be departing or arriving from flight in local practice areas, or (3) executing
practice instrument approaches at the airport. (FAA ATA)
LORAN: An electronic ground-based navigational system established primarily for marine use but
used extensively for VFR and limited IFR air navigation.
MARKER BEACON (MB): The component of an ILS which informs pilots, both aurally and visually,
that they are at a significant point on the approach course.
F-5
Glossary / Appendix f
MEAN SEA LEVEL (MSL): An elevation datum given in feet above mean sea level.
MEDIUM -INTENSITY APPROACH LIGHTING SYSTEM (MALS): The MALS is a configuration of
steady -burning lights arranged symmetrically about and along the extended runway centerline.
MALS may also be installed with sequenced flashers — in this case, the system is referred to as
MALSF.
MICROWAVE LANDING SYSTEM (MLS): A precision instrument approach system providing a
function similar to an ILS, but operating in the microwave spectrum. It normally consists of three
components: azimuth station, elevation station; and precision distance measuring equipment.
MILITARY OPERATIONS AREA (MOA): A type of special use airspace of defined vertical and
lateral dimensions established outside of Class A airspace to separate/segregate certain military
activities from IFR traffic and to identify for VFR traffic where these activities are conducted. (AIM)
MINIMUM DESCENT ALTITUDE (MDA): The lowest altitude, expressed in feet above mean sea
level, to which descent is authorized on final approach or during circle -to -land maneuvering in
execution of a standard instrument approach procedure where no electronic glide slope is provided.
(FAR 1)
MISSED APPROACH: A maneuver conducted by a pilot when an instrument approach cannot be
completed to a landing. (AIM)
NAVIGATIONAL AID/NAVAID: Any visual or electronic device airborne or on the surface. which
provides point-to-point guidance information or position data to aircraft in flight. (AIM)
NONDIRECTIONAL BEACON (ND¢): A 4 MF or UHF radio beacon transmitting nondirectional sig-
nals whereby the pilot of an aircraft equipped with direction finding equipment can determine his
bearing to or from the radio beacon and "home" on or track to or from the station. (AIM)
NONPRECISION APPROACH PROCEDURE: A standard instrument approach procedure in which
no electronic glide slope is provided. (FAR 1)
NONPRECISION INSTRUMENT RUNWAY: A runway with an instrument approach procedure
utilizing air navigation facilities, with only horizontal guidance, or area -type navigation equipment
for which a straight -in nonprecision instrument approach procedure has been approved or planned,
and no precision approach facility or procedure is planned. (Airport Design)
OBSTACLE: An existing object, object of natural growth, or terrain, at a fixed geographical location,.
or which may be expected at a fixed location within a prescribed area, with reference to which
vertical clearance is or must be provided during flight operation. (AIM)
OBSTACLE FREE ZONE (OFZ): A volume of space above and adjacent to a runway and its
approach lighting system if one exists, free of all fixed objects except FAA -approved frangible
aeronautical equipment and clear of vehicles and aircraft in the proximity of an airplane conducting
an approach, missed approach, landing, takeoff, or departure.
F-6
Glossary / Appendix f
OBSTRUCTION: An object/obstacle, including a mobile object, exceeding the obstruction
standards specified in FAR Part 77, Subpart C. (AIM)
OUTER MARKER: A marker beacon at or near the glide slope intercept position of an ILS approach.
(AIM)
PRECISION APPROACH PATH INDICATOR (PAPI): An airport landing aid similar to a VASI, but
which has light units installed in a single row rather than two rows.
PRECISION APPROACH PROCEDURE: A standard instrument approach procedure in which an
electronic glide slope is provided. (FAR 1)
PRECISION INSTRUMENT RUNWAY: A runway with an instrument approach procedure utilizing
an instrument landing system (ILS), microwave landing system (MLS), or precision approach radar
(PAR). (Airport Design)
RELOCATED THRESHOLD: The portion of pavement behind a relocated threshold that is not
available for takeoff and landing. It may be available for taxiing and aircraft. (Airport Design).
REMOTE COMMUNICATIONS AIR/GROUND FACILITY (RCAG): An unmanned-VHF/UHF trans- .
mitter/receiver facility which is used to expand ARTCC air/ground communications coverage and to
facilitate direct contact between pilots and controllers. (AIM)
REMOTE COMMUNICATIONS OUTLET (RCO) AND REMOTE TRANSMITTER/RECEIVER (RTR):
An unmanned communications facility remotely controlled by air traffic personnel. RCO's serve
FSS's. RTR's serve terminal ATC facilities. (AIM)
RESTRICTED AREA: Designated airspace within which the flight of aircraft, while not wholly
prohibited, is subject to restriction. (FAR 1)
RUNWAY CLEAR ZONE: A term previously used to describe the runway protection zone.
RUNWAY EDGE LIGHTS: Lights used to define the lateral limits of a runway. Specific types
include:
• HIRL — High -Intensity Runway Lights.
• MIRL — Medi.um-Intensity Runway Lights.
RUNWAY END IDENTIFIER LIGHTS (REIL): Two synchronized flashing lights, one on each side
of the runway threshold, which provide a pilot with a rapid and positive visual identification_of .the
approach end of a particular runway. (AIM)
RUNWAY PROTECTION ZONE: A trapezoidal area at ground level, under the control of the airport
authorities, for the purpose of protecting the safety of approaches and keeping the area clear of the
congregation of people. The runway protection zone begins at the end of each primary surface and
is centered upon the extended runway centerline. (Airport Design)
F-7
Glossary / Appendix F
RUNWAY SAFETY AREA: A cleared, drained, graded, and preferably turfed area symmetrically
located about the runway which, under normal conditions, is capable of supporting snow removal,
fire fighting, and rescue equipment and of accommodating the occasional passage of aircraft without
causing major damage to the aircraft. .
SMALL AIRCRAFT: An aircraft of 12,500 pounds or less maximum certificated takeoff weight.
(FAR 1)
SPECIAL USE AIRSPACE: Airspace of defined horizontal and vertical dimensions identified by an
area on the surface of the earth wherein activities must be confined because of their nature and/or
wherein limitations may be imposed upon aircraft operations that are not a part of those activities.
(AIM)
STANDARD INSTRUMENT DEPARTURE (SID): A preplanned instrument flight rules (IFR) air traffic
control departure procedure printed for pilot use in graphic and/or textual form. SID's provide
transition from the terminal to the appropriate en route structure. (AIM)
STANDARD TERMINAL ARRIVAL ROUTE (STAR): A preplanned instrument flight rule (IFR) air
traffic control arrival route published for pilot use in graphic and/or textual form. STARS provide
transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint
in the terminal area. (AIM)
STOPWAY: An area beyond the takeoff runway, no less wide than the runway and centered upon f
the extended centerline of the runway, able to support the airplane during an aborted takeoff, -
without causing structural damage to the airplane, and designated by the airport authorities for use
in decelerating the airplane during an aborted takeoff. (FAR 1)
STRAIGHT -IN INSTRUMENT APPROACH — IFR: An instrument approach wherein final approach
is begun without first having executed a procedure turn; it is not necessarily completed with a
straight -in landing or made to straight -in landing weather minimums. (AIM)
TAXILANE: The portion of the aircraft parking area used for access between taxiways, aircraft
parking positions, hangars, storage facilities, etc. (Airport Design)
TAXIWAY: A defined path, from one part of an airport to another, selected or prepared for the
taxiing of aircraft. (Airport Design)
TERMINAL CONTROL AREA (TCA); Controlled airspace extending upward from the surface or
higher to specified altitudes, within which all aircraft are subject to operating rules and pilot and
equipment requirements specified in FAR Part 91. (AIM)
TERMINAL INSTRUMENT PROCEDURES (fERPS): Procedures for instrument approach and
departure of aircraft to and from civil and military airports. There are four types of terminal
instrument procedures: precision approach, nonprecision approach, circling, and departure.
F-8
Glossary / Appendix f
TERMINAL RADAR SERVICE AREA (TRSA): Airspace surrounding designated airports wherein ATC
provides radar vectoring, sequencing, and separation on a full-time basis for all IFR and participating_
VFR aircraft: (AIM) .
THRESHOLD: The beginning of that portion of the runway usable for landing. (AIM) (Also see
Displaced Threshold)
TOUCH-AND-GO: An operation by an aircraft that lands and departs on a runway without
stopping or exiting the runway A touch-and-go is defined as two operations. (AIM)
TRAFFIC PATTERN: The traffic flow that is prescribed for aircraft landing at, taxiing on, or taking
off from an airport. The components of a typical traffic pattern are upwind leg, crosswind leg,
downwind leg, base leg, and final approach. (AIM)
TRANSIENT AIRCRAFT: Aircraft not based at the airport.
TRANSMISSOMETER: An apparatus used to determine visibility by measuring the transmission of
light through the atmosphere. (AIM)
TRANSPORT AIRPORT: An airport designed, constructed; and maintained to serve airplanes having
approach speeds of 121 knots or more. (Airport Design)
UNICOM (Aeronautical Advisory Station): A nongovernment air/ground radio communication
facility which may provide airport information at certain airports. (AIM)
UTILITY AIRPORT: An airport designed, constructed, and maintained -to serve- airplanes having
approach speeds less than 121 knots. (Airport Design)
VERY -HIGH -FREQUENCY OMNIDIRECTIONAL RANGE (VOR): The standard navigational aid used
throughout the airway system to provide bearing information to aircraft. When combined with
Tactical Air Navigation (TACAN) the facility, called VORTAC, provides distance as well as bearing
information.
VISUAL APPROACH SLOPE INDICATOR (VAST): An airport landing aid which provides a pilot
with visual descent (approach slope) guidance while on approach to landing. Also see PAPI.
VISUAL FLIGHT RULES (VFR): Rules that govern the procedures for conducting flight under visual
conditions. The term "VFR" is also used by pilots and controllers to indicate type of flight plan.
(AIM)
VISUAL GLIDE SLOPE INDICATOR (VGSI): A generic term forthe group of airport -visual landing
aids which includes Visual Approach Slope Indicators (VASI), Precision Approach Path Indicators
(PAPI), and Pulsed Light Approach Slope Indicators (PLASI). When FAA funding pays for this
equipment, whichever type receives the lowest bid price will be installed unless the airport owner
wishes to pay the difference for a more expensive unit.
F-9
Glossary / Appendix F
VISUAL RUNWAY: A runway intended solely for the operation of aircraft using visual approach
procedures, with no straight -in instrument approach procedure and no instrument designation
indicated on an FAA -approved airport layout plan. (Airport Design)
WARNING AREA: Airspace which may contain hazards to nonparticipating aircraft in international
airspace. (AIM)
SOURCES
FAR 1: Federal Aviation Regulations Part 1, Definitions and Abbreviations. (1993)
AIM: Airman's Information Manual, Pilot/Controller Glossary. (1993)
Airport Design: Federal Aviation Administration. Airport Design. Advisory Circular 150/5300-13.
(1992)
FAA ATA: Federal Aviation Administration. Air Traffic Activity. (1986)
FAA Census: Federal Aviation Administration. Census of U.S. Civil Aircraft. (1986)
FAA Stats: Federal Aviation Administration: Statistical Handbook of Aviation. (1984)
NTSB: National Transportation Safety Board. U.S. NTSB 830-3. (1989)
F-10