4 THE CHARBONNEAU VILLAGER December 2021
Civic Affairs
By STEVE SWITZER
CCC Board passes resolution on Aurora Airport runway extension
The first meeting of the Public Advisory Committee for the master plan at the Aurora State Airport was scheduled for
SWITZER Nov . 16 .
Civic Affairs Chair , Steve Switzer , represented the Charbonneau Country Club Homeowners Association . The story deadline for this month ’ s Villager was Nov . 10 so highlights of the PAC meeting can be found on our website at www . charbonneaucountryclub . com .
When the airport began the master planning process in 2009 , our position was to hold the Oregon Department of Aviation accountable to the state land use laws . At the end of that process in 2012 , then HOA president Tony Holt asked several significant questions about the master plan and those laws . He received no satisfactory answers .
When the master plan was finally adopted by the Oregon Aviation Board , Wilsonville and Clackamas County appealed to LUBA , arguing that the master plan did not meet Oregon Land Use laws . LUBA sided with the ODA but a subsequent appeal to
the court successfully demonstrated that the airport ’ s 2012 master plan violated both state law and administrative rules . However , instead of acknowledging the ruling , the ODA and OAB have solicited major lobbying groups ( mostly pilot and aircraft owners associations ) in a two prong attack on the ruling . First , the AG ’ s office , under intense political pressure , is appealing the ruling to the Supreme Court . Second , airport supporters will most likely introduce legislation specifically allowing the ODA to be exempt from certain land use laws . So , our position of “ follow the rules ” would be even more meaningless .
Director Switzer asked the CCC Board to take a formal position on the proposed runway extension that is proposed in the plan . The board voted in favor of a resolution to oppose the runway extension unless the increase in both size and number of aircraft flying over our community could be mitigated .
The Charbonneau Country Club Board of Directors opposes any runway extension that would result in increased aircraft traffic over our community , unless the corresponding noise issues can be mitigated beyond the current voluntary procedure .
As early as the 1976 master plan , the ODA ( or its predecessor ) recognized the land use plan for Charbonneau and the development of 770 acres with a population of 5,000 people within a three mile radius from the end of the runway . In 1995 the runway was lengthened from 4,000 feet to its present 5,000 feet . The 2012 master plan suggested lengthening the runway to 6,000 feet . The ODA applied for a grant from the FAA for the lengthening project and it was rejected . That also brought on the multitude of legal challengers regarding land use , LUBA , LCDC and the entire planning process .
The Federal Aviation Administration ( FAA ) classifies the size and design of an airport using the Airport Reference Code ( ARC ). Aurora ’ s ARC is B II . However , the airport can accommodate about 45 % of the Category C aircraft if they take off with only 60 % of their weight capacity . ODA ’ s 2011-12 master plan explained that the runway extension and facility modifications would accommodate nearly all business jets with ARC C-II and below . The plan also said that a longer runway would accommodate about 90 % of the business jets manufactured . This would most certainly mean more overflights with larger aircraft .
In addition , surface transportation facilities around the airport are in urgent need of upgrading and repair . Increased employment at the airport , although good for the regional economy , needs to be tied into road improvements .
The ODA has argued that the increase length is a safety issue . Of critical importance to aircraft operations is Maximum Takeoff Weight and Minimum Approach Speed . Proponents argue that extending the runway is needed for safety since this would give current users more of a safety margin for both take offs and landings . However , that margin will be quickly used up as the aircraft increase their payload with more fuel . In addition , aircraft that need 6,500 feet would simply reduce their payload and we are then right back here where we started .
Having observed the ODA and the OAB ( Oregon Aviation Board ) for the
past two years , it is clear that there is no one in either the OAB or the ODA that is an advocate for the surrounding communities . In fact , there is almost contempt that we are opposed to anything that the businesses at the airport want . Our strategy has been to have the city take the lead on this . They have done that . In response , the city election last year saw massive sums from the businesses at the airport funneled into the two candidates that were in favor of dropping all lawsuits against the ODA . It is not too far a leap to suggest that the ODA does not like to be questioned about the airport following any land use or environmental laws .
Is this a political issue ? Should we favor more overflights with larger aircraft ? Would that be in the best interest of our community ? The businesses want a longer runway for the economic benefit to them . A longer runway means more fuel can be sold . The ODA is funded primarily through aviation fuel taxes so they support that effort . There is no benefit to Charbonneau .
We are not “ anti-airport .” To their credit , the ODA has established “ voluntary ” noise abatement procedures . For the most part , 95 % of the aircraft follow those procedures . We have opened up a dialogue with the airport ’ s business community . I attend monthly meetings with the group called PAAM and they have an active noise abatement committee . We have met with the ODA on several occasions , as well as the director of the control tower . We plan community meetings with the director of airports next year as the pandemic subsides .
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