The Airport Safety and Hazard Prevention Overlay (ASHPO) Zone is an overlay zone supplementing the provisions of the underlying zone. The ASHPO Zone includes the Airport Noise Impact Boundary, the Hazard Overlay Zones, the Airport Imaginary Surfaces, and the Airport. The purpose of the ASHPO is to establish safety standards to promote air navigational safety and reduce potential safety hazards for persons living, working or recreating near the Crater Lake—Klamath Regional Airport, thereby encouraging and supporting its continued operation and vitality.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
The location and dimensions of the runways, imaginary surfaces, airport noise contour boundaries as defined and described in this article, are delineated in the Klamath Falls Airport Master Plan.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
The following words and phrases for this article (Airport Safety and Hazard Prevention Overlay Zone), unless the context otherwise requires, shall mean:
Air National Guard (ANG).
The Air National Guard is a reserve component of the United States Air Force, organized by each of the several states and territories of the United States. The 173d Fighter Wing is an ANG unit located at the Crater Lake—Klamath Regional Airport. The 173d Fighter Wing provides training for new pilots and basic flight instruction on the F-15C.
Airport (also referred to as the Crater Lake—Klamath Regional Airport).
Those properties lying generally south of the South Side Expressway, north of Lost River Diversion Channel, east of Spring Lake Road, and west of Homedale Road, which are owned and administered by the City of Klamath Falls for commercial, general, and military aviation purposes including taking off and landing aircraft. Refer to the Klamath Falls Airport Master Plan, Plan Drawings, for more information.
Airport Elevation.
The highest point of an airport's usable runway, measured in feet above mean sea level.
Airport Imaginary Surfaces.
Imaginary areas in space and on the ground that are established in relation to the airport and its runways as defined by the FAR Part 77. Imaginary surfaces are defined by the primary surface, runway protection zone, approach surface, horizontal surface, conical surface, and transitional surface.
Airport Noise Impact Boundary.
Areas located within established noise contour boundaries equal to or exceeding 65 dB DNL.
1. 
Zone I: 65 dB DNL through 69.99 dB DNL.
2. 
Zone II: 70 dB DNL through 74.99 dB DNL.
3. 
Zone III: 75 dB DNL and above.
A-Weighted.
A system utilizing a filter to de-emphasize the very low and very high frequency components of sound in a manner similar to the frequency response of the human ear.
Day-Night Average Sound Level (Ldn or DNL).
A noise metric that averages A-weighted sound levels over a 24-hour period, with an additional 10 dB penalty added to noise events occurring between 10:00 p.m. and 7:00 a.m.
dB (Decibels).
A unit of measure based on a logarithmic scale. A 10 dB increase in noise level corresponds to a 100% increase (doubling) in perceived loudness.
F-15C.
An all-weather tactical fighter aircraft designed to gain and maintain air superiority in aerial combat. This aircraft is used by the 173d Fighter Wing for training at the Crater Lake—Klamath Regional Airport.
FAA.
The Federal Aviation Administration.
Federal Aviation Regulation (FAR) Part 77.
This regulation, titled "Objects Affecting Navigable Airspace," establishes standards for determining obstructions and their potential effects on aircraft operations. Objects are considered to be obstructions to air navigation according to FAR Part 77 if they exceed certain heights or penetrate certain imaginary surfaces established in relation to airport operations. Objects classified as obstructions are subject to an FAA aeronautical analysis to determine their potential effects on aircraft operations.
Hazard Zones.
Land lying within the approach zones, transitional zones, horizontal zones, and conical zones as they apply to the Crater Lake—Klamath Regional Airport. Such zones are shown in this section of the Community Development Ordinance and in the Klamath Falls Airport Master Plan adopted by the City of Klamath Falls, which is made a part hereof. An area located in more than one of the following zones is considered to be only in the zone with the more restrictive height limitation. The various zones are hereby established and defined as follows:
1. 
Runway Protection Zone (RPZ).
An area off the runway end to enhance the protection of people and property on the ground. See the most current Klamath Falls Airport Master Plan for specific runway classifications.
2. 
Precision Instrument Runway.
The inner edge of this approach zone coincides with the width of the primary surface and is 1,000 feet wide. The approach zone expands outward, uniformly to a width of 10,000 feet at a horizontal distance of 50,000 feet from the primary surface, its centerline being the continuation of the centerline of the runway. This approach surface slopes upward 50 feet horizontally for each foot vertically beginning at the end of and at the same elevation as the primary surface and extending to a horizontal distance of 10,000 feet along the extended runway centerline; thence slopes upward 40 feet horizontally for each foot vertically to an additional horizontal distance of 40,000 feet along the extended runway centerline. See the Klamath Falls Airport Master Plan for specific runway classifications.
3. 
Nonprecision Instrument Runway.
The inner edge of this approach zone coincides with the width of the primary surface and is 1,000 feet wide. The approach zone expands outward uniformly to a width of 3,500 feet at a horizontal distance of 10,000 feet from the primary surface; its centerline being the continuation of the centerline of the runway. This approach surface slopes upward 34 feet horizontally for each foot vertically beginning at the end of and at the same elevation as the primary surface and extending to a horizontal distance of 10,000 feet along the extended runway centerline. See the Klamath Falls Airport Master Plan for specific runway classifications.
4. 
Utility Runway with Visual Approach.
The inner edge of this approach zone coincides with the width of the primary surface and is 500 feet wide. The approach zone expands outward uniformly to a width of 1,500 feet at a horizontal distance of 5,000 feet from the primary surface, its centerline being the continuation of the centerline of the runway. This approach surface slopes upward 20 feet horizontally for each foot vertically. See the most current Klamath Falls Airport Master Plan for specific runway classifications.
5. 
Primary Surface.
A surface longitudinally centered on a runway. When the runway has a specially prepared hard surface, the primary surface extends 200 feet beyond the end of that runway, but when the runway has no specially prepared hard surface, or planned hard surface, the primary surface ends at the end of the runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. The width of the primary surface of a runway will be that width prescribed in this article for the most precise approach existing or planned for either end of the runway. The width for the primary surface is:
a. 
250 feet for utility runways having only visual approaches.
b. 
500 feet for utility runways having non-precision approaches.
c. 
500 feet for visual runways having only visual approaches.
d. 
500 feet for non-precision instrument runways having visibility minimums greater than three-fourths of a statute mile.
e. 
1,000 feet for non-precision instrument runway having a non-precision instrument approach with visibility minimum as low as three-fourths of a statute mile, and for precision instrument runways.
6. 
Transitional Surface.
Those surfaces that extend outward and upward at 90-degree angles to the runway centerline and the runway centerline extended at a slope of seven feet horizontally for each foot vertically from the sides of the primary and approach surfaces to the point of intersection with the horizontal and conical surfaces. Transitional surfaces for those portions of the precision approach surfaces which project through and beyond the limits of the conical surface extend a distance of 5,000 feet measured horizontally from the edge of the approach surface and at 90-degree angles to the extended runway centerline.
7. 
Horizontal Surface.
A horizontal plane 150 feet above the established airport elevation, 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. For a precision runway the horizontal surface is established by a 10,000-foot arc. For any other runway classification the horizontal surface is established by a 5,000-foot arc.
8. 
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.
Height.
The highest point of a structure or tree, plant or other object of natural growth or ground, measured from mean sea level.
Noise Level Reduction (NLR).
Building location and design measures that reduce noise at a site to help mitigate noise exposure.
Obstruction.
Any structure or tree, plant or other object of natural growth that penetrates an imaginary surface. An obstruction can also mean anything that is determined to interfere with the established traffic pattern, even if that object or device does not penetrate an imaginary surface.
Public Assembly Facility.
A permanent or temporary structure or facility, place or activity where concentrations of people gather in reasonably close quarters for purposes such as deliberation, education, worship, shopping, employment, entertainment, recreation, sporting events, or similar activities. Public assembly facilities include, but are not limited to, schools, churches, conference or convention facilities, employment and shopping centers, arenas, athletic fields, stadiums, clubhouses, museums, and similar facilities and places, but do not include parks, golf courses or similar facilities unless used in a manner where people are concentrated in reasonably close quarters. Public assembly facilities also do not include air shows, structures or uses approved by the FAA in an adopted airport master plan, or places where people congregate for short periods of time such as parking lots or bus stops.
Runway.
A defined area on an airport prepared for landing and takeoff of aircraft along its length.
Water Impoundment.
Includes wastewater treatment settling ponds, surface mining ponds, detention and retention ponds, artificial lakes and ponds, and similar water features. A new water impoundment includes an expansion of an existing water impoundment except where such expansion was previously authorized by land use action approved prior to the effective date of the ordinance codified in this article.
The following airport hazard zone map identifies the five different imaginary surfaces as established in the definitions section.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
A. 
Notwithstanding the provisions of Section 12.620, no structures or trees shall be erected, altered, allowed to grow or be maintained in any Airport Hazard Overlay Zone (Imaginary Surface) to a height in excess of the applicable height limit for such zone or surface established in Section 12.610 and/or in the Klamath Falls Airport Master Plan. Where an area is covered by more than one height limitation, the more restrictive limitation shall prevail.
B. 
The notes following the Limitations and Restrictions on Allowed Uses table provide requirements for determining land use restrictions.
C. 
The land uses identified in the following table, and their accessory uses, are permitted, permitted under limited circumstances, or prohibited in the manner therein described. In the event of conflict with the underlying zone, the more restrictive provisions shall control. As used in this section, a limited use means a use that is allowed subject to special standards specific to that use.
Limitations and Restrictions on Allowable Uses
(From: 2003 Model Public Use Airport Safety and Compatibility Overlay Zone (Visual and Instrument Approach Airports), Oregon Department of Aviation: Table 7-1)
Key:
P = Use is Permitted
C = Use is Conditional
N = Use is Not Allowed
Use
RPZ1
Approach Surface8
Direct Impact Area
Secondary Impact Area
Airport
C2
C9
P
P
Residential
N
C10
C
P
Commercial
N
C9
C
P
Industrial
N
C9
P
P
Institutional
N
C9
C
P
Farm Use
P3
P3
P3
P3
Roads/Parking
C4
P3
P
P
Utilities
C5
C5
C5
C5
Parks/Open Space
C6
P
P
P
Golf Courses
C7
C7, 9
C7
C7
Athletic Fields
N
C9
C
P
Sanitary Landfills
N
N
N
N
Water Treatment Plants
N
N
N
N
Mining
N
C11
C11
C11
Water Impoundments
N
N
N
N
Wetland Mitigation
N
C12
C12
C12
Notes:
1
No structures shall be allowed within the Runway Protection Zone (RPZ). Exceptions shall be made only for structures accessory to airport operations whose location within the RPZ has been approved by the Federal Aviation Administration.
2
In the RPZ, public airport uses are restricted to those uses and facilities that require location in the RPZ.
3
Farming practices that minimize wildlife attractants are encouraged.
4
Roads and parking areas are permitted in the RPZ only upon demonstration that there are not practicable alternatives. Light, guardrails, and related accessory structures are prohibited. Cost may be considered in determining whether practicable alternatives exist.
5
In the RPZ, utilities, power lines and pipelines must be underground. In approach surfaces and in airport direct and secondary impact areas, the proposed height of utilities shall be coordinated with the airport sponsor and Department of Aviation (ODA).
6
Public assembly facilities are prohibited in the RPZ.
7
Golf courses may be permitted only upon demonstration, supported by substantial evidence, that management techniques will be utilized to reduce existing wildlife attractants and avoid the recreation of new wildlife attractant. Such techniques shall be required as conditions of approval. Structures are not permitted within the RPZ. For purposes of this document, tee markers, tee signs, pin cups and pins are not considered to be structures.
8
Within 10,000 feet from the end of the primary surface of a non-precision instrument runway, and within 50,000 feet from the end of the primary surface of a precision instrument runway.
9
Public assembly facilities within approach surfaces are permitted when more than 3,000 feet from the outer edge of the RPZ. Public assembly facilities within approach surfaces may be allowed within 3,000 feet of the outer edge of the RPZ only if the potential danger to public safety is minimal. In determining whether a proposed use is appropriate, consideration shall be given to: proximity to the RPZ; density of people per acre; frequency of use; level of activity at the airport; and other factors relevant to public safety. In general, high density uses should be located outside approach surfaces unless no practicable alternatives exist.
10
Residential densities within approach surfaces should not exceed the following densities: (1) within 500 feet of the outer edge of the RPZ, one unit per acre; (2) within 500 to 1,500 feet of the outer edge of the RPZ, two units per acre; (3) within 1,500 to 3,000 feet of the outer edge of the RPZ, four units per acre.
11
Mining operations involving the creation or expansion of water impoundments shall comply with the requirements of this document regarding water impoundments.
12
Wetland mitigation required for projects located within an approach surface, the airport direct or secondary impact area shall be authorized only upon demonstration, supported by substantial evidence, that it is impracticable to provide mitigation outside these areas. Proposals for wetland mitigation shall be coordinated with the airport sponsor, the Department of Aviation, the FAA and the wetland-permitting agencies prior to the issuance of required permits. Wetland mitigation shall be designed and located to avoid creating a wildlife hazard or increasing hazardous movements of birds across runway and approach surfaces. Conditions shall be imposed as are appropriate and necessary to prevent in perpetuity an increase in hazardous bird movements across runway and approach surfaces.
D. 
The following airport impact area map identifies the zones, surfaces, and areas that determine restrictions and limitations on allowed uses.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
A. 
Airport noise is a primary concern when considering the compatibility of land uses surrounding an airport. Encroachment of noise sensitive development (residences, schools, churches, auditoriums, etc.) into areas experiencing or likely to experience noise levels of 65 dB DNL or greater shall be avoided.
B. 
The basic approach to enhancing noise compatibility is to minimize the extent to which noise disrupts human activities or generates annoyance. The best land use planning programs typically allow as few people to occupy highly noise impacted areas as possible. Specific requirements for land use planning around airports involve many levels of government and the public.
C. 
The notes following the Land Use Compatibility Guidelines for Airport Noise table (a condensed version of Table 6A from the 2005 Klamath Falls Airport Master Plan) provide requirements for determining land use restrictions. Conditions listed in the notes help mitigate noise exposure by using building retrofit strategies such as roof upgrading, window glazing improvement, fireplace baffling, caulking construction seams and other measures.
D. 
The following uses and activities are permitted outright, with conditions, or prohibited in the Airport Noise Impact Boundary. The table is divided into six categories: residential, manufacturing, transportation/communications/utilities, trade, services, and cultural/entertainment/recreational.
Key to Table of Land Use Compatibility Standards
Y (Yes)
=
Land use and related structures compatible without restrictions.
N (No)
=
Land use and related structures are not compatible and should be prohibited.
NLR
=
Noise level reduction (NLR) measured as the difference between outdoor and indoor noise levels.
25 or 30
=
Land use and related structures generally compatible; measures to achieve NLR of 25 or 30 dB should be incorporated into design and construction of structure.
25* or 30*
=
Land use generally compatible with NLR; however, measures to achieve an overall noise reduction do not necessarily solve noise difficulties and additional evaluation is warranted.
Y*
=
Land use and related structures generally compatible; see notes 2 and 3.
Source: Federal Interagency Committee on Urban Noise, Guidelines for Considering Noise in Land Use Planning and Control Washington, D.C., 1980.
Land Use Compatibility Guidelines for Airport Noise
(Condensed from: Klamath Falls Airport Master Plan 2005 Table 6A)
Land Use Name
Noise Zone I
(65-70)
Noise Zone II
(70-75)
Noise Zone III
(75+)
Residential
Single-Family Dwelling (attached & detached)
251
301
N
Manufactured Home
251
301
N
Duplex, Tri-Plex, Four-Plex
251
301
N
Apartment
251
301
N
Manufactured Home Park
N
N
N
Home Occupation
251
301
N
Residential Home, Group Quarters
251
301
N
Transient Lodgings, Hotels, Motels
Y2
Y3
N
Other Residential
251
301
N
Manufacturing
Manufacturing/Assembly
Y
Y2
Y3
Storage/Warehousing
Y
Y2
Y3
Professional, Scientific and Controlling Instruments; Photographic and Optical Goods; Watches/Clocks
Y
25
30
Transportation, Communications, and Utilities
Motor Vehicle, Rail, Aircraft, Marine Transportation
Y
Y2
Y3
Automobile Parking
Y
Y2
Y3
Communication and Utilities
Y
Y2
Y3
Trade
Wholesale Trade
Y
Y2
Y3
Retail Building Materials, Hardware and Farm Equipment
Y
Y2
Y3
Retail Indoor
Y
25
30
Antique Store
Y
25
30
Retail Thrift Store
Y
25
30
Vehicle Sales
Y
25
30
Restaurant
Y
25
30
Other Retail Trade
Y
25
30
Services
Cemeteries
Y
Y2
N
Personal Services
Y
25
N
Business and Professional Services
Y
25
30
Auto Repair/Maintenance
Y
Y2
Y3
Hospitals, Nursing Homes
25*
30*
N
Other Medical Facilities
Y
25
30
Governmental Services
Y*
25*
30*
Education Services
25*
30*
N
Other Services
Y
25
30
Cultural, Entertainment, and Recreational
Cultural Activities (including churches)
25*
30*
N
Natural Exhibits
Y*
N
N
Public Assembly
Y
N
N
Auditoriums, Concert Halls
25
30
N
Outdoor Music Shells, Amphitheaters
N
N
N
Outdoor Sports Arenas, Spectator Sports
Y4
Y4
N
Amusements
Y
Y
N
Recreational Activities (including golf courses, riding stables, water recreation)
Y*
25*
30*
Parks
Y*
Y*
N
Other Cultural, Entertainment, and Recreation
Y*
Y*
N
Notes:
1
All residences in Zone I are discouraged, and all residences in Zone II are strongly discouraged. Prior to approving residential uses in Zones I and II, the community should conduct an analysis to determine that a greater community need is being met by permitting residential uses within either zone. Where it is determined that residential uses must be allowed, measures to achieve a 25-dB reduction from outdoor noise levels (i.e., Noise Level Reduction or NLR) in Zone I and a 30-dB reduction in Zone II should be a condition of approval. (Normal construction can be expected to provide a NLR of 20, thus the reduction requirements normally assume mechanical ventilation and closed windows year round.) An avigation easement for noise should be provided to (the airport authority).
 
NLR criteria will not eliminate outdoor noise problems. However, building location, site planning and the design and use of berms and barriers can help mitigate outdoor noise exposure particularly from ground-level sources. Measures that reduce noise at a site should be used wherever practical in preference to measures that protect only interior space.
2
Measures to achieve NLR of 25 shall be incorporated into the design and construction of portions of these buildings; where the public is received, office areas, noise sensitive areas, or where the normal noise level is low.
3
Measures to achieve NLR of 30 shall be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas, or where the normal noise level is low.
4
Land-use compatible, provided that special sound reinforcement systems are installed.
E. 
The following airport noise exposure contour map identifies the dB DNL for all civilian and military (local and transient) flying operations at Crater Lake—Klamath Regional Airport, including 24 F-15C tactical fighter aircraft at 7,100 yearly flight hours.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
The following uses and activities are permitted on the Klamath Falls Airport property as per ORS 836.600:
A. 
Customary and usual aviation-related activities, including, but not limited to, takeoffs and landings, aircraft hangars and tie-downs, construction and maintenance of airport facilities, fixed base operator facilities, a residence for an airport manager, caretaker or security officer, hangars and other activities incidental to the normal operation of an airport. Except as provided in this zone, "customary and usual aviation-related activities" do not include non-aviation related residential, commercial, industrial, manufacturing and other uses.
B. 
Air passenger and air freight services and facilities, at levels consistent with the classification and needs identified in the Oregon Department of Aviation Airport System Plan.
C. 
Emergency medical flight services, including activities, and aircraft. Accessory structures and other facilities necessary to support emergency transportation for medical purposes. Emergency medical flight services do not include hospitals, medical offices, medical labs, medical equipment sales, and other similar uses.
D. 
Law enforcement and firefighting activities, including aircraft and ground based activities, facilities and accessory structures necessary to support Federal, State or local law enforcement or land management agencies engaged in law enforcement or firefighting activities. Law enforcement and firefighting activities include transport of personnel, aerial observation, and transport of equipment, water, fire retardant, and supplies. Search and rescue operations, including aircraft and ground based activities that promote the orderly and efficient conduct of search or rescue related activities.
E. 
Flight instruction, including activities, facilities, and accessory structures located at airport sites that provide education and training directly related to aeronautical activities. Flight instruction includes ground training and aeronautic skills training, but does not include schools for flight attendants, ticket agents, or similar personnel.
F. 
Aircraft service, maintenance and training, including activities, facilities, and accessory structures provided to teach aircraft service and maintenance skills and to maintain, service, refuel, or repair aircraft or aircraft components. "Aircraft service, maintenance and training" includes the construction and assembly of aircraft and aircraft components for personal use, but does not include activities, structures, or facilities for the manufacturing of aircraft or aircraft-related products for sale to the public.
G. 
Aircraft rental, including activities, facilities, and accessory structures that support the provision of aircraft for rent or lease to the public.
H. 
Aircraft sales and the sale of aeronautic equipment and supplies, including activities, facilities and accessory structures for the storage, display, demonstration and sales of aircraft and aeronautic equipment and supplies to the public but not including activities, facilities or structures for the manufacturing of aircraft or aircraft-related products for sale to the public.
I. 
Crop dusting activities, including activities, facilities and structures accessory to crop dusting operations. Crop dusting activities include, but are not limited to, aerial application of chemicals, seed, fertilizer, defoliant, and other chemicals or products used in a commercial agricultural, forestry or rangeland management setting.
J. 
Agricultural and forestry activities, including activities, facilities and accessory structures that qualify as "farm use" as defined in ORS 215.203 or "farming practices" as defined in ORS 30.930.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
The following uses and activities are conditionally permitted on the Klamath Falls Airport property:
All private development and public improvements on Airport property, including Air National Guard projects, shall be subject to the review and approval of the City of Klamath Falls Airport. All land uses and activities permitted within airport boundaries, other than the permitted uses and activities established in Section 12.625, are subject to the City of Klamath Falls Planning Division review process.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
Notwithstanding any of the provisions of Chapters 10 to 14, no use may be made of land within any part of any Airport Safety and Hazard Prevention Overlay Zone in any manner which creates electrical interference with navigational signals or radio communication between the airport and aircraft, makes it difficult for pilots to distinguish between airport lights and others, results in glare in the eyes of pilots using the Airport, impairs visibility in the vicinity of the Airport, creates wildlife attractants or tall structures, or otherwise in any way creates a hazard or endangers the landing, takeoff or maneuvering of aircraft intending to use the Airport.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
The owner of any existing nonconforming structure is hereby required to permit the installation, operation and maintenance thereon of markers and lights as deemed necessary by the City of Klamath Falls, with the approval of the FAA to indicate to the operators of aircraft in the vicinity of the Airport the presence of hazards. Such markers and lights shall be installed, operated and maintained at the expense of the City. Existing nonconforming structures or vegetation may be subject to removal or alteration by the City at the request of the FAA if found to be an obstruction to airport approach and departure surfaces.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
An applicant seeking a land use or limited land use approval or a building permit in an area within the ASHPO Zone enacted by this article shall provide the following information in addition to any other information required in the permit application:
A. 
Property boundary lines as they relate to the Airport Noise Impact Boundary, Hazard Overlay Zones, and the end of the runway.
B. 
Location and height of all existing and proposed buildings, structures, utility lines and roads.
C. 
If a height variance is requested, letters of support from the airport sponsor, the Department of Aviation, and the FAA shall be submitted with the application.
D. 
If a change of zone is requested, the applicant must prove the proposed zoning is permitted within a higher Noise Impact Boundary Zone.
(Ord. 17-10, 2017; Ord. 22-13, 2022)
A. 
To ensure the continued and logical pattern of aviation growth at Crater Lake—Klamath Regional Airport over the long term and to avoid future growth incompatibilities, the Airport or City of Klamath Falls should begin to acquire additional land east of the current airport property boundary. Other reasons why additional property is recommended include: wildlife management, proximity of Homedale Road to the end of Runway 25, protection of the Very High Frequency Omnidirectional Range/Tactical Navigation (VORTAC) critical area, preservation for a potential runway extension, roadway realignments, and new roadway construction. The land is not needed for immediate use, so the program to increase land holdings should include rights of first refusal and a purchase program for when land becomes available for sale by the owner. The Klamath Falls Airport Master Plan depicts the property to be acquired over time and indicates the priority level.
B. 
The following airport needs map identifies property and the corresponding phase for acquisition to continue aviation growth at the Crater Lake—Klamath Regional Airport.
(Ord. 17-10, 2017; Ord. 22-13, 2022)