Presentation to Morse Study Area Taskforce. Executive Airport Area Compatibility Plan and One-Mile Zoning Reviews March 1, 2011

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1 Presentation to Morse Study Area Taskforce Executive Airport Area Compatibility Plan and One-Mile Zoning Reviews March 1, 2011

2 151st Street and Pflumm Road: In the cities of Olathe and Overland Park. Its proximity to business areas makes the Executive Airport the choice for many corporate, business, & general aviation users. Facilities: About 500 acres of land. 4,100' single runway with parallel taxiways. Air traffic control tower, and medium intensity airfield lighting (MALSR). Localizer/Distance Measuring Equipment approaches are available from the north and the south. Services: All standard aircraft services, airport businesses offer air charter, aircraft sales, and flight instruction services from smaller single-engine aircraft up to corporate jets. History: Originally a Naval auxiliary field during World War II. Deeded to the City of Olathe in 1951 and from the city to Johnson County in The BOCC created the Johnson County Airport Commission to manage, operate, and improve both airports. With over 50,000 annual operations and around 210 based aircraft, the airport is the fourth busiest in Kansas. Improvements: The airport has a new concrete runway surface and localizer with MALSR lighting system. The west parallel taxiway was reconstructed and a holding bay added to the south end for improved aircraft traffic handling. T-Hangars: The County owns and operates T-hangars at both airports. Aviation Businesses: Aviation businesses at Executive Airport: Air Associates, LLC Full-Service Fixed Base Operator Airfield Technology Flight Inspection Systems and Navigation Aids Executive Aircraft Engines, Inc. Aircraft Engine Repair Heartland Airplanes, L.L.C. Aircraft Sales and Acquisitions Kansas City Aviation Center Full-Service Fixed Base Operator Life Net, Inc. Helicopter Air Ambulance Service JCEA

3 K.S.A e Airport Zoning 3-307e. Same; zoning. The airport commission shall act as an airport zoning commission for the county and as such shall make recommendations and serve in the same capacity as an airport zoning commission provided for in subsection (2) of K.S.A Said commission shall make such recommendations concerning type and boundary of zones and regulations to be adopted for public airports and all property within one (1) mile thereof. The board of county commissioners shall act on such recommendations and may zone such public airports and the surrounding areas within one (1) mile except where such areas have already been zoned by city action. In such cases, city zoned areas shall keep such city zoning control except that any changes in existing city zoning must have the approval of the board of county commissioners. All airport zoning regulations adopted as provided for herein shall be administered by the airport commission, as directed by the board of county commissioners. The county commissioners shall exercise directly all the zoning authority granted by this act in the event an airport commission is not appointed or functioning. The provisions of article 7 of chapter 3 of the Kansas Statutes Annotated shall, insofar as the same can be made applicable, govern judicial review and enforcement and remedies for airport zoning regulations adopted pursuant hereto.

4 135th Street K33 K34 K35 143rd Street R04 R03 R02 151st Street R09 R10 R11 BLUEJACKET ST 159th Street R16 R15 R14 Switzer Road Lackman Road Quivira Road Pflumm Road R21 R22 R23 175th Street EXECUTIVE AIRPORT 1-MILE REVIEW AREA 0 1 Miles JCEA 1-mile boundary JCEA Airport Interest Area JCEA 65 Ldn Noise Contour JCEA 60 Ldn Noise Contour JCEA Airport Property

5 9/23/1991 TerraServer

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8 February 8, 1996 December 16, 2004

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10 Emergency Landing Areas & Airport-Related Open Space p. 26 JCEA Area Compatibility Plan

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12 File dated: 7/6/2001

13 Source: Overland Park Planning & Development Services

14 Source: Overland Park Planning & Development Services

15 Source:. The data for preparing the chart was gathered by the University of California at Berkley as part of a study conducted for the California Department of Transportation in UC Berkley compiled data for all aircraft accidents reported in the United States during the period All accidents occurring within five miles of an airport were reviewed and those occurring during or immediately after take-off or during landing or approach for landing were specifically identified. See text on following page.

16 EXPLANATION OF SCATTER DIAGRAMS FOR EXECUTIVE AIRPORT on the preceding slide and the following slide These diagrams were digitized from a chart included in an airport planning pamphlet published by the Denver Regional Council of Governments in The data for preparing the chart was gathered by the University of California at Berkley as part of a study conducted for the California Department of Transportation in UC Berkley compiled data for all aircraft accidents reported in the United States during the period All accidents occurring within five miles of an airport were reviewed and those occurring during or immediately after take-off or during landing or approach for landing were specifically identified. A point was designated on the chart for each accident based on where the accident report placed the initial point of impact. Depending on the particular circumstances of the accident, wreckage could have been scattered around the primary impact point, so that the area affected by the accident could be considerably larger than the dot shown on the chart. The scatter-plot of the area around Johnson County Executive Airport depicts numerous dots scattered on and around the airport. Each dot represents the location of an aircraft crash, crash-landing or off-airport landing (see note on the following page) occurring during either the take-off or landing phase of flight. The dots are placed in reference to a point common to all airports so that the scatter-plot can be overlaid on any runway at any airport. For take-offs the common reference point is the beginning of the take-off run on the runway, which was presumed to be 100 feet upwind of the threshold of the runway. For landings the reference is the intended touch-down point, which is presumed to be 300 feet upwind of the threshold. The purpose of the chart is to show where the relative probability of an aircraft accident would be in relationship to a typical airport. Since it includes all accidents occurring near airports in the U.S. during a ten-year period, it should not be interpreted to predict the frequency of accidents at any one airport. As an example, there are only six aircraft accidents on record for Executive Airport, which has been in operation as a civilian airport since Aircraft accidents are concentrated at and near airports for several reasons. First, an airport is obviously a concentration point for aviation activity, since virtually all aircraft must take-off and land at an airport. Second, many pilots practice taking off and landing on a regular basis ( touch and go s ). They may do numerous touch and go s during a single flight and may never leave the vicinity of the airport. It is not uncommon to have as many as six or eight aircraft in the touch and go pattern at Executive Airport on a nice weather day. Third, the take-off and landing phases of flight are the most challenging for both the pilot and the aircraft. There is a higher probability that something will go wrong during a take-off or landing than during cruise flight. Also the aircraft are lower and slower during take-offs and landings and thus there are fewer options and less time for the pilot to deal with an emergency. Fourth, just as there are more vehicle collisions in and near street intersections because of the concentration of traffic, there are more mid-air collisions near airports for the same reasons..

17 Note: For the purposes of these diagrammatic maps, a crash is when an aircraft impacts the ground and/or structures and significant damage is done, with the pilot having little or no control over where or how the aircraft comes down. A crash-landing is when a pilot is able to exercise some degree of control and is able to get the aircraft on the ground with less damage to the aircraft and little or no damage to the surroundings. An off-airport landing, or forced landing, is when the pilot has sufficient control of the aircraft but continued flight is not possible and a landing must be made immediately at the nearest suitable site. Typically the aircraft is still flyable after an off-airport landing, whereas in a crash or crash-landing it would not be. A significant number of in-flight incidents start out to be forced landings, but end up as crash-landings or crashes because the pilot fails to properly control the aircraft and/or he finds he has no options in terms of a suitable place to set the aircraft down. This is why maintaining open space around airports is important. Source:. The data for preparing the chart was gathered by the University of California at Berkley as part of a study conducted for the California Department of Transportation in UC Berkley compiled data for all aircraft accidents reported in the United States during the period All accidents occurring within five miles of an airport were reviewed and those occurring during or immediately after take-off or during landing or approach for landing were specifically identified. See text on previous page.

18 Approved November 30, 2006.

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