HomeMy WebLinkAboutAIRPARK VILLAGE - ANNEXATION & ZONING - 16-05 - REPORTS - MEMO / P & Z BOARD00
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RECOMMENDED FATOITLOF MINIMUM DIMFoNSIONS
Rased On The Dmign 14olicopter
A--FIJNAL APPROACH AND TAKEOFF AREA (FATO)
1.6 a OVERALL LENCTII
R--TOUCHDOWN AND I.IFT-OFF AREA (TLOF)
1.15 x UNDF.RCARRIAG , T,F,NG'I`H OR WIDTH
NORMALLY CENTS, RED IN THE, FATO
C--SAFETY AREA
0_33 x ROTOR DIAMETER
NOT LESS THAN In FBJIP (.9 m)
i
1/20/94
AC 150/5390-2A
Figure 2-2. A loge private use hel ipon
17
5
a
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O
A
1/20/94
AC 150/5390-2A
a. Perimeter Lights. At least 3 uniformly spaced
lights are recommended per side of a square or
rectangular FATO or TLOF with a light located at
each comer. A minimum of eight lights are needed to
define a circular FATO or TLOF. The interval
between lights should not exceed 25 feet (7.5 m).
(1) FATOs. Flush lights may be located on, or
within 1 foot (30 cm) of, the FATO edge. Raised light
fixtures, modified to be no more than 8 inches (20 cm)
in height, should be located 10 feet (3 m) out from the
edge of the FATO.
(2) TLOFs. Flush lights may be located on, or
within 1 foot (30 cm) of, the TLOF edge. Raised light
fixtures, modified to be no more than 8 inches (20 cm)
in height, may be located 10 feet (3 m) out from the
TLOF edge and should not penetrate a horizontal plane
at the TLOF's elevation by more than 2 inches (5 cm).
(3) Raised TLOFs. Flush lights should be
within 1 foot (30 cm) of the edge of a raised TLOF.
Raised fixtures should be within 1 foot (30 cm) of the
TLOF edge and should not project more than 2 inches
(5 cm) above the TOLF as illustration in figure 2-10.
In snow areas, it is suggested that the lights be placed
along the outer edge of the safety net or shelf.
b. Floodlights. When floodlighting is used, care
should be taken to place floodlights clear of the safety
area and the approach/takeoff surface(s). Floodlights
should be aimed down so as not to interfere with pilot
vision and provide a minimum of 3 foot candles
(32lux) of illumination over the FATO or TLOF
surfaces. To eliminate the need for tall poles,
floodlights may be mounted on adjacent buildings.
Floodlights which might interfere with pilot vision
during takeoff and landings must be capable of being
turned off during landings and takeoffs.
21. WIND DIRECTION INDICATOR A private
use heliport must have at least one wind indicator. A
wind sock is the preferred indicator as it shows both
the direction and magnitude of the wind. The wind
sock should be placed where it provides a true
indication of surface wind and is clear of the safety
area and any approach/takeoff surface. The wind sock
may be intemally or externally lighted for night
operations, or, alternatively be located in an
illuminated area.
22. HELIPORT SAFETY AND SECURITY.
a. Safety. Provisions should be made to prevent
any spilled fuel from collecting in a confined location
and/or contaminating a waterway. National Fire
Protection Association pamphlets provide guidance on
fuel handling and storage.
b. Security. The operational areas of a heliport
need to be kept free of people, animals, and vehicles.
The method to be used to control access depends upon
the heliport location and type of potential intruder. In
urban areas, a curb will normally keep vehicles from
entering while in rural areas cattle guards or fences
will prevent the entry of animals. Generally, people
will not enter a fenced area. In all cases where a fence
is used, it should be as low as possible and at the
greatest possible distance from the safety area and not
penetrate any approach/takeoff surface. A visible
reminder such as a sign, a low trimmed hedge, or
flower bed may suffice to alert people to the heliport
presence where access to the heliport owners property
is already controlled.
15
AC 150/5390-2A
1 /20/94
(75 cm) above its surroundings, a 5 foot (1.5 m) wide
safety net or shelf should be provided. The safety net
or shelf should have a load carrying capability of 25
pounds per square foot (122 Kg per sq. m). The net or
shelf, as illustrated in figure 2-4, should not project
more than 2 inches (5 cm) above the level of the
TLOF. A report, Structural Design Guidelines for
Heliports, (Report Number AD-A148967) is available
from the National Technical Information Service,
Springfield, VA 22161.
e. Gradients. To assure drainage, TLOF gradients
should range between 0.5 to 2.0 percent.
17. APPROACH/TAKEOFF SURFACE.
a. Approach/Takeoff Path. A private use heliport
must have at least one approach/takeoff path. This
path, to the extent practical, should be aligned with the
dominate winds. Additional approach/takeoff paths
are recommended. Approach/takeoff paths may curve
to avoid objects and/or noise sensitive areas and utilize
the airspace above public lands, e.g., freeways, rivers,
etc.
b. Approach/Takeoff Surface. An approach/
takeoff surface is centered on each approach/takeoff
path and should conform to the dimensions of the FAR
Part 77 heliport approach surface. Figure 1-6
illustrates the FAR Part 77 approach surface which
should be free of object penetrations.
18. HELICOPTER PARKING. A separate
helicopter parking area is not required unless the
heliport must accommodate more than one helicopter
at a time. Parked helicopters should not penetrate an
approach/takeoff surface or he parked within the safety
area. While parking areas need not be paved, figure 2-
2 depicts a large private use heliport with a number of
paved parking pads. Figure 2-5 illustrates a simple
parking apron with details of recessed eyes/loops
permitting helicopters to be tied down.
19. HELIPORT MARKERS AND MARKINGS.
Markers and/or surface markings are suggested to
identify the facility as a heliport, the perimeters of the
FATO and/or TLOF, and, if needed, the operational
limitations on weight. Lines used as surface markings
may be paint or preformed material.
a. Perimeter Markings. In -ground or surface
markings may be used to define either, or both, the
FATO and TLOF.
(1) Unpaved Surfaces. The perimeter of a turf
FATO should be identified with in -ground markers
14
that will not catch helicopter skids or create barriers to
helicopter maneuvering. If raised markers are used,
they should be, located at the outer edge of the safety
area and no more than 8 inches (20 cm) in height.
Markers are placed at the corners, and as needed along
the edges of the FATO. Figure 2-6 illustrates different
types of in- ground and raised markers.
(2) Paved Surfaces. A 12 inch (30 cm) wide
dashed line, as illustrated in figures 2-5 and 2-7,
defines the limits of the FATO when the entire surface
is paved. A 12 inch (30 cm) wide solid line is used to
define the limits of a TLOF. While white is the color
most commonly used, any color which provides good
contrast to the background, may be used.
b. Identification Marking. A distinctive
marking, such as the company logo, serves to identify
the facility as a private use heliport. The identification
marking should be placed at the preferred touchdown
location, be as large as practical and be oriented to be
legible from the preferred direction of approach. The
marking should be at least 10 feet (3 m) in height. The
capital H illustrated in Appendix 2 may be used in lieu
of a logo.
C. Weight Limitations. Surfaces which are
limited in weight -carrying ability should be marked
with a number, in thousands of pounds. The marking
should be large enough to be legible from the
approaching helicopter. The number is located to the
right and below the heliport symbol as viewed from the
preferred directions of approach.
d. Closed Heliport. All markings on a
permanently closed heliport should be obliterated.
When obliteration is impractical, a yellow X should be
placed over the markings. The X marking, as
illustrated in figure 2-8, must be large enough to
ensure pilot recognition from 1/4 mile (400 m).
e. Parking Apron. If a parking apron is provided,
it is recommended that it be designed and marked
utilizing the guidance in paragraphs 30 and 31.
20. HELIPORT LIGHTING. When night
operations are intended and ambient lighting is
inadequate, it is recommended that the perimeter of the
FATO or TLOF (but not both) be defined with yellow
lights. Alternatively, floodlights may be used to
illuminate the heliports FATO or TLOF surfaces.
Figures 2-9 and 2-10 illustrate the recommended
perimeter lighting systems.
1/20/94
AC 150/5390-2A
CHAPTER 2. PRIVATE USE HELIPORTS
13. GENERAL. Helicopters are routinely used for
public services such as news gathering, traffic reports,
and law enforcement. Numerous firms transport oil
field workers from their on -shore heliports to offshore
oil platforms saving hours of transit time over ship -
based transportation systems. Companies have found
the helicopter to be an efficient and effective way to
transport people and products between headquarters
offices and suburban manufacturing plants, to remote
or inaccessible field/mine sites, as well as a convenient
shuttle to/from the local airport. To save time and
avoid the congestion on streets and highways, an
increasing numbers of helicopter owners are finding
the helicopter to be a convenient way of commuting
between their homes and their places of business.
With this diverse usage, private use heliports can vary
considerably in both size and complexity. This chapter
contains recommendations for designing a heliport
intended to be used as a private use facility. Figure 2-1
identifies the essential features of a private use heliport
while figure 2-2 depicts an extremely large private use
heliport.
14. FINAL APPROACH AND TAKEOFF AREA
(FATO). A private use heliport should have an
identifiable, object free area (FATO) available for
helicopter landings and takeoffs.
a. Location. A FATO may be at ground or water
level, or at pier or roof top level. Objects or structures
should be outside the FATO to permit at least one clear
approach/takeoff path aligned with the prevailing
winds. Figure 2-1 illustrates this recommendation.
Heliports located on raised platforms, piers and docks,
or buildings may have outer portions of the FATO
extend beyond the platform, pier, dock, or building
edge as illustrated in figure 2-4.
b. Size. A FATO may have any shape provided
that its least dimension, i.e., length, width, or
diameter, is not less than 1.5 times the overall length
of the design helicopter.
c. Gradients. When a TLOF is not provided, the
FATO should be graded to provide a smooth surface.
To assure drainage, a 0.5 to 2 percent gradient is
suggested for any part of a FATO surface on which a
helicopter is expected to land.
15. SAFETY AREA. A safety area surrounds the
FATO. Its recommended width is 1/3 rotor diameter
of the design helicopter, but not less than 10 feet (3 m).
The FATO and the safety area should be free of objects
such as other helicopters, buildings, fences, parapets,
etc., which could be struck by the main or tail rotor, or
be hit by the skids of a helicopter while landing or
taking- off.
16. TOUCHDOWN AND LIFT-OFF AREA
(TLOF). When the entire FATO is not load bearing, a
paved or an aggregate -turf TLOF is recommended.
a. Location. When a TLOF is provided, it is
normally centered within the FATO. For irregularly
shaped or oversized FATOs, the center of the paved or
aggregate -turf TLOF should be located at least 3/4 of
the design helicopter's overall length in from the
FATO boundaries.. Figure 2-3 illustrates the
recommended FATO/TLOF relationship. To the
extent practical, the TLOF of a roof top heliport should
be elevated above the level of any obstacle in the
FATO.
b. Size. The least dimension of a TLOF should be
a minimum of 1.5 times the length or width of the
undercarriage of the design helicopter, whichever is
greater. '
c. Surface Characteristics. If a surface more
durable than aggregate -turf is needed, Portland Cement
Concrete (PCC) pavement is suggested. An asphaltic
surface is "less desirable" for heliports as it may rut
under the wheels or skids of a parked helicopter, a
possible factor in some roll-over incidents. Pavements
should have a broomed or other roughened finish that
provides a skid resistant surface for helicopters and
non- slippery footing for persons. Pavements should be
designed to support 1.5 times the maximum takeoff
weight of the design helicopter. Roof top heliport
TLOFs may be constructed of wood, metal, or concrete.
d. Elevated TLOFs. Roof top heliport TLOFs
may be constructed of wood, metal, or concrete.
Elevator penthouses, cooling towers, exhaust/fresh air
vents, and other raised features impact roof top
helicopter operations. To the extent practical, the
TLOF of a roof top heliport should be elevated above
the level of any obstacle in the FATO. Other objects or
structures should be outside the FATO to permit at
least one clear approach/takeoff path aligned with the
prevailing winds. Figure 2-4 illustrates this
recommendation. Elevated platforms should be
designed to support 1.5 times the maximum takeoff
weight of the design helicopter. When the TLOF is on
a platform elevated more than 30 inches
13
The following pages (numbered 13 through 18) are
excerpts from the following document:
Federal Aviation
Administration
Advisory
Circular
Subject: HELIPORT DESIGN Date: 1/20/94
Initiated by: AAS-110
AC No: 150/5390-2A
Helicopters
Safety
Background
Information
note: Rancho Carrillo is a neighborhood residential area, normally considered a quiet place
note: Palomar and Melrose are large streets within Carlsbad California
note: Palomar airport is a local Carlsbad airport actually having the most take offs and landings in San
Diego County. However, the planes there are mostly single engine or dual engine prop plans plus some
"for -hire" small jets. No large jet airplanes are at this airport.
Some conclusions
1. The jet taking off nearby and the trucks were tied for "most annoying"; the Mustang next
2. Except for the jet taking off, many traffic sounds were louder (more decibels) than the airport sounds
3. In Palomar Airport parking lot, most noise was heard coming from Palomar Airport Road
4. After a while, our ears were trained and told the same story as the sound meter - which was - it was often
hard to listen for the planes, even on Palomar Airport Road and Melrose Dr. over the traffic
5. The airport being quieter is expected likely due to the smaller planes in use there, which are of course,
mostly further away than traffic. If larger jets were in use , a different result is likely.
6. Some noises can be more disturbing that others. Seemingly random noise, called Gaussian or white
noise, such as wind or ocean surf is often ignored by us. For example, noise outside our house was up to 15
db higher - enormously higher than inside -. But it was mostly wind, which the ears ignore. Trucks, jets,
motorcycles, prop planes, people voices, and many cars, are of course noticeable.
(above info from - hftp://www.rpsoft2000.com/decibels.htm)
Audio Measurement Examples
measured in decibels in Carlsbad Ca., USA
Audio Measurement Technique
The data was taken on 6/20/02-7/8/02 by a degreed Electronics Engineer using a Radio Shack Digital
Sound Level Meter #33-2055, with meter specs: +- 2 db at 126 decibels. Time averaging was used for
sound tests: approx. 10 seconds where possible. Note that blanks in the below chart means no data was
taken.
ITEM APPROX DISTANCE MIN AVG MAX
PALOMAR AIRPORT NOISE
note:hiaher=louder
Private Jet, Taking Off
In Airport, at closest public
point
100
> 100
Jet Plane, on runway
In Airport,
at closest public
point
79
83
90
Prop Plane near runway
In Airport,
at closest public
point
74
83
90
Prop Plane taxi
In Airport,
at closest public
point
73
78
80
Prop Bi-plane taking off
In Airport,
at closest public
point
72
77
89
Prop Plane flying overhead
In Airport,
at closest public
point
75
1 77
81
Helicopter in air, measurement #2
n Airport,
at closest
public point
63
76
72
Jet Engine, low Idle in Hangar
300
yds away
62
73
80
Jet Engine, low Idle in Hangar
300
yds away
64
72
80
Helicopter in air
n Airport,
at closest
public point
66
72
77
mbient Noise, no takeoffs
losest Darkina lot
63
67
71
TRAFFIC NOISE
Palomar & Melrose, Truck #2
Juring traffic, from corner sidewalk
85
98
> 100
Mustang accelerating
next lane to our vehicle
96
Left Turns, Palomar onto Melrose
Juring traffic, from corner sidewalk
95
Car Moving in Traffic 55m h
nside car, a foot from open window
94
99
Palomar & Melrose, Truck #3
Juring traffic, from comer sidewalk
90
94
98
alomar & Melrose, Truck #1
Juring traffic, from comer sidewalk
85
1 90
94
alomar & Melrose, UPS Truck
Juring traffic from comer sidewalk
81
88
> 90
ar Moving in Traffic 30m h
nside car, a foot from open window
87
97
elrose Traffic #1
tom sidewalk
87
91
elrose single Motorcycle
tom sidewalk
84
88
alomar & Melrose, 5:30 pm #1
uring traffic, from comer sidewalk
< 80
82
93
Palomar & Melrose, 5:30 m #2
urin traffic from comer sidewalk
< 80
82
85
Quiet Traffic, Source not movingraffic
corner in Encinitas
80
Rancho Carillo, Melrose direction
houses from Melrose Drive
60
68
80
ar shut off, windows down
Inside, no accessories on
50
HOUSEHOLD NOISE
VIS AC at airport
15 feet away
85
Rancho Carrillo Outside Ambient
lot #6 Estates, front
< 50
58
65
ei hbors Air Conditioning Unit
25 feet away
51
57
65
uiet tv in Rancho Carrillo House
nside windows closed
<50
54
67
uiet Rancho Carillo House
nside, windows closed
50
Decibel (dB)
Measurement. One tenth of a be], a unit used to compare the ratio of two quantities (such
as sound pressure, power, or intensity), or to express the ratio of one such quantity to an
appropriate reference. The chart below shows decibel ratings along with common
examples of sounds of that level.
Decibel
Level
Level
0 dB
Threshold of hearing
10 dB
Breathing
85 dB
Average Factory
Hearing testing booth
Electric razor
20 dB
Isolated broadcast studio
90 dB
Busy urban street
Rustling leaves
Diesel truck
Food blender
Lawn mower
25 dB Whispering
30 dB Library
On sidewalk by passing heavy truck
Soft whisper
or bus
Quiet rural area at night
Passing motorcycle
Roar of crowd at sporting event
40 dB Quiet suburban area at night
Refrigerator
Screaming child
Convertible ride on freeway
50 dB
Average home
100 dB
Boiler shop
Light traffic
Normal conversation
Diesel truck
Garbage truck
Jackhammer
55 dB Quiet suburban area in daytime
60 dB Clothes dryer,
Conversation in restaurant
Jet takeoff (300 Meters)
Busy office
Outboard motor
Background music
Farm tractor
Typical urban area
On platform by passing subway train
Power tools
65 dB Dishwasher
Washing Machine
Woodworking shop
70 dB
Car
102 dB
Leaf blower
105 dB
Helicopter
Electric sewing machine
110 dB
Inboard motorboat
Mixer
Noisy restaurant
Sandblasting
On sidewalk by passing automobiles
Snowmobile drvrs seat
Vacuum cleaner
Steel mill
Riveting
Auto horn
75 dB Busy traffic
80 dB Alarm clock
Blow dryer
Stereo headset
115 d6
Subway train 'screech
Garbage disposal
120 dB
Auto horn
Freight train
Mini -bike
Propeller aircraft
Office Tabulator
Rock concert
Outboard motor
Thunderclap
Passing Snowmobile
Chain Saw
(above info from - http://supi)ort.radioshack.com/suggort
tutorials/glossary/glossary-d.htm)
Decibel
What is a Decibel... Practically Speaking
The human ear is capable of identifying a wide range of sounds. The level of sound the ear first
begins to recognize (threshold of hearing) has been determined to be .0002 microbars. A
microbar is a measurement of sound pressure similar to the inch being a measurement of length.
The small amount of pressure causes the ear membrane to move less than the diameter of a .
single atom! A sound loud enough to begin to create a sensation of pain (threshold of pain)
represents a sound pressure that is 3,162,300 times more than the threshold of hearing! These
are the limits in our range of hearing. Of course, if we used the microbar to describe sounds, the
numbers would be very cumbersome. In addition, it would be difficult to comprehend any
comparisons.
Early acousticians came up with a simple method of comparing two sounds. A sound that was
perceived to be twice as loud as another was said to be one Bel greater in sound level. The Bel
was used as a unit of comparison. It is not a unit of measure. Its namesake, Alexander Grahm
Bell, was a pioneer in the science of audiology (the study of human hearing). It soon became
apparent this unit of comparison was not very useful in describing the difference between similar
sounds. A small unit of comparison, the decibel, was established. One decibel (1 dB) is one -tenth
of a Bel. Since a decibel is one -tenth of a Bel, then 10 decibels (10 dB) would equal one Bel. In
other words, a sound that is twice as loud as another sound could be described as being 10
decibels (10 dB) louder. By definition, one decibel (1 dB) represents the smallest change in
volume a human ear can perceive. The average ear, however, can only detect a 3 dB change.
(above info from - http://www.soundinstitute.com/article_detail.cfm/ID/95)
Helicopters
Noise
Background
Information
much of his flight training is for business owners who are going to buy a business
helicopter. He said he runs across students of his all the time that would be in the
market for a place to locate their business that would accommodate the ability to
utilize a helicopter from the business.
4. Large Helicopters. The Geo-Seis Helicopter business simply will not be
compatible with the development, or any new development for that matter. The
winds created during take off and landings are so severe that the only scenario
that would allow the business to stay in operation would be if the airport remained
open as an airport.
neighboring parked aircraft would be damaged or destroyed with such wind force. The
said that at 200 feet away from the helicopter, the winds are about 80mph.
Issues:
1. Safety. Physically, both Front Range Helicopters and Century Helicopters could
co -exist with Airpark Village rather easily with the following accommodations:
• They need a minimally used area of land (that has no buildings)
that can be used to accent and decent during the take -offs and
landings, or in other words a "helicopter clear zone."
• They prefer a non -developed open space area for this helicopter
clear zone, but parking lots, a street, or an alley can be within this
zone, as long as there's not too much traffic or other obstacles that
would prevent a safe landing in the event of engine failure during
take -off or landing. The FAA allows helicopters to fly over streets
if they "could make a safe landing." The FAA is pretty vague in
this point they say.
• It would most likely not work to integrate this helicopter clear zone
over the extension of Airpark Drive to the roundabout. There
would be too many obstacles, and probably too much traffic.
• A helicopter clear zone along where the Airport's tract D currently
exists could work for this, but would need to extend southwest in
order for Century Helicopters to be able to use it.
• An 85 feet wide helicopter clear zone could work minimally, wider
is safer, and therefore better.
• Buildings shouldn't be right up against this helicopter clear zone.
2. Noise. Both Front Range Helicopters and Century Helicopters are concerned
about residential being integrated too close to their operations. They are worried
about complaints from residents about noise. The developers of Airpark Village
are willing to enter into an avigation easement which is an easement document
that is signed at closing for every residential purchaser, where the purchaser
acknowledges that they are aware of are helicopters operating in the vicinity, that
helicopters are noisy, and that they give up the right to complain about the noise.
Such an avigation easement would certainly help in their view (Front Range
Helicopters and Century Helicopters), and they would certainly want that, but
they see it as more of a band -aid solution to a larger problem of incompatibility.
They say their noise will blanket the whole area, and residential expectations will
expect the helicopters to refrain from the noise. The more we group the
residential at a distance from them, the less they are going to be concerned.
3. Expanding Helicopter Uses. We floated the idea by them (Front Range
Helicopters and Century Helicopters). What if we marketed the development on
either side of the helicopter clear zone to cater to new helicopter hangers with new
helicopter related uses, and perhaps a new heliport. That way, if either of them
wanted to expand, there would be a place within the development to expand.
They both sounded at least mildly positive toward the idea. Robert Dean said that
2
Existing Helicopter Businesses
next to the
Fort Collins Downtown Airport
The Downtown Fort Collins Airport is adjacent to three businesses that have active
heliports. Mikal Torgerson and Troy Jones of M. Torgerson Architects met with Robert
Dean of Front Range Helicopters, and Larry Hansen of Century Helicopters, on May 25,
2005, and met with Bill Browder, Geo Seis Helicopters on May 26, 2005. Based on
Mikal and Troy's understanding, as learned in the meetings with these business owners,
here is a summary of their businesses, then a summary of their issues related to the
eventual development of Airpark Village:
Front Range Helicopters (404 N. Link Lane) is a helicopter pilot school primarily. They
also do tourist flights around the Fort Collins area. Their hours of flights are somewhat
irregular. Some days they have 4 to 6 flights, other days they don't have any. The rotor
diameter of his helicopters is 36 feet. At least half the students who train at his flight
school are business owners who are planning to buy their own business helicopter. His
take offs and landings occur on a heliport. He described a heliport as an approximately
100' by 100' square. Getting to and from the heliport, the helicopters hover slightly off
the ground at slow speeds, similar to the way an airplane taxies. He explained that a
normal take off is typically at about 10 degrees, but can vary between 5 and 15 degrees.
He sketched out a concept called a height velocity curve, which is what the helicopter
pilots use to calculate a safe accent and decent angle. Currently, much of their flight
training is done by hovering a few feet off the ground for hours at a time.
Century Helicopters (2001 Airway Avenue) is a primarily a helicopter maintenance shop,
and they also develop components for helicopters and some airplanes. They average 30
flights in and out a week, typically between 7 am and 5pm. There's typically aren't any
flights on evenings and weekends. He gave us a tour of his shop while we were there,
He had approximately 10 or 12 helicopters in the shop having various repairs preformed
at the time we were there. They are one of the factory authorized technicians for several
of the main brands of helicopters, so they do a lot of business not only within Colorado,
but many of their repairs are from out-of-state. They do between $6Million and
$1 OMillion of business per year. The flights typically go straight north out of the
heliport, which is across Airway Avenue and a vacant lot (owned by Century
Helicopters) from the Airpark property. The flights typically cross the runway, and go
north across the Stoddard property, but it really depends on the prevailing winds of any
given day. They can, and frequently do hover over the adjacent streets.
Geo-Seis Helicopters (116 Racquette Drive) runs 2 huge military -type helicopters in and
out of his hanger which abuts tract D of the airport. These are typically contracted out for
heavy lifting and for firefighting. These helicopters land out on the runway of the airport
and taxi on their wheels to his building. He said there's no way he could land next to his
building, or near any building for that matter, because the helicopters produce 130 m.p.h.
winds during take -offs and landings. He said that the steel building hangers and
1
Helicopters
Local
Issues
No Text
the entire Airpark enhances the land use mix and does not preclude industrial
development.
From the perspective of evaluating an amendment to the East Mulberry Corridor
Plan, Staff finds that the placement of the Employment zone, as described on the
Airpark Village Annexation and Zoning request, satisfies the criteria by which to
amend City Plan.
4. Recommendation:
Staff continues to recommend approval of the Airpark Village Annexation and
Amendment to the East Mulberry Corridor Plan that would allow placement into
the Employment zone district.
k
• more deterioration of streets and other facilities
• missed opportunities for redevelopment
• lack of certain facilities and services
• inadequate funding for needed infrastructure improvements
• lack of partnerships for public/private development
• a piecemeal, rather than "whole picture" approach to future
solutions
• lost chances for enhancing the corridor as a key entryway into Fort
Collins.
Allowing the subject 147 acres to be zoned Employment provides greater
opportunities for mixed -use development and continues to implement the larger
vision of re -developing the Corridor.
F. Buildable Lands Inventory
At the May hearing, a concern about the opportunity cost of giving up Industrial
land in favor of Employment land was raised. Staff is comfortable that a
sufficient amount of land area is set aside for the Industrial zone district in both
the city limits and Growth Management Area particularly given today's absorption
rates. Most modem -day industrial uses qualify as "light industrial" which is a
permitted land use in both the Employment and Industrial zone districts.
G. E.M.C.P. — Overlay Framework Plan
The E.M.C.P. indicates that in the event of the redevelopment of the Airpark,
approximately 40% of the area would be appropriate for the Employment zone.
A blend of uses is anticipated that includes the mix offered by the Employment
zone and the character of uses offered by the Industrial zone. Staff contends
that this mix is not jeopardized by conversion of land to Employment. Rather, it
is the mix of uses offered by the Employment zone that provides viability for
redevelopment and a catalyst for fulfilling the vision of the E.M.C.P.
In conclusion, Staff is concerned that a detailed discussion about compatibility is
best reserved for a P.D.P., not a comprehensive plan amendment. The
Buildable Lands Inventory indicates that sufficient land area remains for pure
industrial type uses. The Overlay Framework Plan indicates that Employment
uses are an appropriate inclusion into the redevelopment of the Airpark and will
contribute to a mix of potential land uses. Allowing the Employment zone over
4
C. Section 3.8.26 — "Residential Buffering"
Existing industrial development, whether City or County, is protected from future
residential development by the provision of Section 3.8.26 of the Land Use Code.
This section is titled "Residential Buffering" and places the burden of achieving
compatibility on the new residential development, not the existing industrial area.
For example, an existing helicopter operation would require a subsequent
residential developer to provide the minimum buffer yard with a minimum amount
of plant material. These are General Development Standards that would be
applied on a city-wide basis and not restricted to any one particular zone district.
D. Give Compatibility a Chance
Since the policy discussion is on a comprehensive planning level, it is premature
to assume that the details of compatibility cannot be achieved. There have been
several compelling ideas offered such as an avigational easement in conjunction
with a buffer zone that could include parking areas but no buildings. Other ideas
include specifying building setbacks and building height limitations in certain
areas. These measures are not meant to be exhaustive but represent examples
that indicate potential for achieving compatibility between an urban mixed -use
development and existing industrial development. As the process moves
forward, and land use planning becomes more defined, there is little doubt that
other creative ideas will be forthcoming.
E. East Mulberry Corridor Plan
The impetus of the East Mulberry Corridor Plan was to provide a vision and
catalyst to northern gateway into the City. The Plan recognizes that there are
significant design challenges given the extent of existing development. The Plan
states:
"In the face of continued growth and change, impacts are changing the
area's quality of life. Concerned citizens have shared their view about
these impacts. Traffic congestion is increasing. Streets are in disrepair.
In many areas, curb and gutter is lacking. Due to three existing
floodplains within this study area, storm drainage is a major concern.
Safety is a particular issue for anyone traveling — whether by vehicle, bike,
bus or on foot. Larimer County does not have the financial capacity to
provide the full range of urban services needd for the study area. The
bottom line is this area's infrastructure will continue to decline. Ultimately,
existing property owners will be assessed to fund their infrastructure
improvements. Depending in which jurisdiction the home or business
resides, these improvements will need to be coordinated with either the
City and/or County. With continued inaction, quality of the East Mulberry
Corridor area could mean:
ki
helicopter operators may provide more insight on this issue. For example, the
predominance of mixed -use dwelling units versus multi -family apartments or
condos may be an important factor in evaluating a future P.D.P.
While compatibility among various existing and future land uses remains an
important issue, Staff is concerned the issue of compatibility, at this point in the
process, is too hypothetical to introduce into a discussion about an amendment
to the East Mulberry Corridor Plan. Instead, the discussion should focus on the
broader policy of placing an Employment zone district next to an existing County
light industrial area.
Staff concerns are as follows:
A. City Plan — All Zones Are Mixed -Use
The City's Employment zone district is, by design, a mixed -use zone. Under City
Plan, there are no single -use zone districts. The existing airpark area, in
contrast, was developed in the County under a single -use land use pattern. The
City's Employment zone requires 75% of the land area to be devoted to primary
uses. Both the City and County zones allow light industrial land uses. Although
County Industrial zoning is the prevailing land use pattern in the immediate area,
this pattern was established in the 1960's on an individually platted lot basis.
The Airpark Village proposal, however, represents a mixed -use master planned
project that allows all 147 acres to be evaluated and reviewed on a
comprehensive basis.
B. Compatibility is a General Development Standard
The issue of compatibility requires the applicant to provide a level of planning
detail that is more pertinent to a P.D.P. versus a comprehensive plan
amendment. Under the old L.D.G.S. system, a land use was not permitted until
compatibility issues were resolved and a Preliminary P.U.D. was granted by the
Planning and Zoning Board. Since most of the land area in the City was eligible
for a P.U.D., this system was viewed as being unpredictable for surrounding land
owners.
Under City Plan, however, sub area plans and the Structure Plan Map determine
the locations of the various zone districts. Each zone then contains a list of
permitted uses are allowed. All the uses listed are considered appropriate for
that zone. Once a zone is decided upon, we cannot pick and choose which of
the permitted uses are favored over another. Compatibility is then evaluated on
a per P.D.P. basis by compliance with specific General Development and Zone
District standards and only at the time of a specific development.
2
Commu_ .y Planning and Environmental .- _rvices
Current Planning 12
7/21/05
Ted Shepard
City of Fort Collins
MEMORANDUM
TO: Planning and Zoning Board
FROM: Ted Shepard, Chief Planner
RE: Airpark Village Annexation and Zoning
DATE: July 8, 2005
1. Background:
On May 19, 2005, the P & Z Board voted to approve the annexation of the
Airpark Village but with a recommendation of Industrial zoning versus the
applicant's preference for Employment zoning. The applicant has re -submitted a
request for Employment zoning which requires an amendment to the East
Mulberry Corridor Plan Overlay Framework Plan. Additional materials have been
provided for the Board's consideration.
2. New Information:
The applicant has provided information on the three existing helicopter
operations in the vicinity as well as data on noise and safety. Further information
is provided on a safe rate of ascent and descent for a typical helicopter.
In addition, the applicant has provided information on the planned potential uses
that would be a component of a development in the Employment zone. The key
piece of new information is that the type of multi -family envisioned for the project
is related to mixed -use dwelling units, not typical multi -family apartment buildings
or condominiums.
3. Compatibility Issues:
One of the concerns expressed by the Board is the potential for existing
helicopter operations to become incompatible with future multi -family residential.
The materials submitted by the applicant indicate that there is potential for
compatibility to be achieved. Testimony from both the applicant and the
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