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aircraft in 1979 -1980; the lowest number of based aircraft was 12 -14 a counie of years ago. The existing facility lies on the easterly portion of 120 acres of industrial property; to the north is residential development; the landfill is to the northeast; urban residential development is to the east; and commerical property to the south along Hwy. #10. Fran a land use eavatibility standpoint, the type of facility planned looks good except for the landfill. Landfills are generally regarded as incompatible with airports. The existing facility has 2 landing strips with the prima runty in a northwest /southeast direction and the crosswind runway in primary direction. The crosswind runway would be abandoned. It is Proposed for the facility to have a 3300' basic utility paved runway that would serve single and light twin engine aircraft under 12,000 pounds in weight. The proposal would require relocation of Comty Rd. #116, airport building area improvements and obstruction removals (trees, power lines). There are two aspects to airport zoning — height limitations and land use safety zoning. Height and land use zoning results in an ordinance geared towards protecting property, people, aircraft and businesses close to airports. There are several advantages to adopting airport zoning, one of which is that it would prohibit certain types of uses incompatible with airports and certain development from oecuring. This particular hearing is the first of two to be held on the proposed zoning ordinance. This hearing is to present the basics of what is contained in the ordinance and receive comments. m►ents. There will be a 10 day period following the hearing in which written earnents regarding the ordinance will be received. Those comments will be considered and appropriate revisions to the ordinance will be made. The ordinance would then be resubmitted to the City and M/DoT Aeronautics Division for review. Upon approval by the Aeronautics Division Commissioner, Council will set a second public bearing date. At that second hearing, the City will present the final ordinance draft intended for adoption. If no further changes are made to the ordinance at that hearings the City can adopt the ordinance. If there are changes resulting f rom the second hearing, the ordinance would be sent back to MN DoT Aeronautics Division for another approval prior to City adoption of it. Mr. Otto proceeded to explain height limitations which are best described as imaginary surfaces in a bowl -like configuration. The primary zone is a surface extending 200' feet beyond the ends of the ruway and 250' from the centerline of the runway on each side; no elevation in that primary surface will be higher than the runway. From that primary zone extends the approach zone surface which inclines upward at a slope of 40:1. The horizontal zone is all that land which lies directly under an imaginary horizontal surface 150' above the airport elevation or 1020 and encompasses an area 6200' from the ends of the runway pavement. The conical zone is that surface extending upward and outward from the horizontal surface at a slope of 20 :1 for a distance of 4 feet. The transitional zone is that surface extending upward and outward at a slope of 7 :1 from the sides of the primary and approach surfaces. Generally, a 150' height restriction is not a major concern of residents. Height limitations impact radio towers, t.v. antennas, water towers, landfills, etc. The most significant restrictions to residents occur closer in to the approaches which rise at a slope of 40 :1; 2000' from runwaynend there would be a 50' height restriction, etc. Airport Zoning Board/March 11, 1987 Page 2 of 12