CC - Agendas - City Council - REGULAR - 11/28/2017

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Noise contours have been mapped, reflecting the anticipated noise levels and frequencies based on the 2009 Airport Master Plan. These noise contours are measured as day-night, weighted averages (Ldn), which are stated in decibels. The FAA and EPA use Ldn levels in their recommendations to restrict uses and occupancy levels, to require noise level reduction designs in new structures, and/or to require greater building integrity to withstand an airplane crash (see ZC Section 4.75 Airport Noise Overlay District). Specific restrictions based on federal guidelines do not extend into areas below the 65 Ldn levels, although the FAA is reportedly looking into lowering the threshold to the 55 Ldn. Such consideration reflects the fact that single events outside of the 65 Ldn can create nuisance noise levels sufficient to harass nearby residents. This is one important reason why ASAP looks beyond the noise contours in its land use recommendations. Another reason for planning beyond the noise contours is public safety. Although aircraft mechanical failure and pilot error can happen anywhere at anytime, statistically it is more likely to happen where there is more aircraft flight activity (i.e. around an airport). Recently a slurry bomber had to drop its load not far from the Circle K on SR 89 after loosing power to one engine. In addition, takeoffs and landings can be challenging for some aircraft under heavy loads or high wind conditions. Creating clear zones, limiting the heights of structures and even trees, and controlling the density and proximity of residences are among the ways to improve the margin of public safety. Appendix A maps overflight patterns for the 21 L/21 R main runway (80% of operations) and a composite of the remaining 3 runways (20% of operations). The average maximum altitude of aircraft activity is about 500' within the bounds of ASAP. Takeoffs and landings average over 1 per minute during daylight hours. The last reason for ASAP's extensive scope for land use planning is to protect the airport well beyond the year 2020. The Tri-city region has an opportunity to plan proactively for airport protection, which many larger jurisdictions now lament not having done before incompatible growth and development hemmed in their airports. ASAP is a long-range plan that promotes a responsible approach to land use changes. Limitations can be loosened in the future as technologies improve, but attempting greater restrictions after the fact is extremely costly, if not impossible. Non-residential — There are 23 independent businesses located on the airport proper serving the needs of airport users. Off the airport property 41111111kV t there is the city-developed Prescott Industrial r' wr rod°,1 s ` AirPark that lies between Wilkinson Drive and the airport proper. Zoned IA, it is now built out. The privately developed Prescott AirPark is located bz east of Melville Drive on former State Trust land. — I a Not yet built out, this industrial park contains the .'• 32,000-sq. ft. Exsil plant and the new 65,000-sq. ft. Inter-Cal plant. There are also 5 smaller businesses in place in this park, and another 5 Intersection of the Main and Crosswind businesses are in the planning stages. Between runways, looking west to SR 89. Industries these two industrial parks lie 120 acres of vacant, lie along Wilkinson Drive and Ruger Road. IA zoned land available for development. Sturm- Ruger's two manufacturing plants are located on Ruger Road, which bounds the west side of the airport area. 7