EL PASO COUNTY
LAND DEVELOPMENT CODE

Chapter IV - Section 30 B

OA-CGM    Airport Zone - Commercial, General, Military

This zone is established to avoid threats to the health, safety, welfare and property, both public and private, from noise, flight characteristics and crash hazards associated with Commercial, General and Military Aviation.

B.   DEFINITIONS

Except where specifically defined herein, all words used in this resolution shall carry their customary meanings, when not consistent with the context. Words used in the present tense include the future; and the plural includes the singular; the word "building" includes the word "structure"; the word "shall" is intended to be mandatory; and "occupied" or "used" shall be considered as though followed by the words "or intended, arranged or designed to be used or occupied".

l.   Airport: Means Peterson Field/City of Colorado Springs Municipal Airport.

2.   Airport Critical Sub-zones: Means

a.   Areas two thousand (2,000) feet wide extending five thousand (5,000) feet horizontally from a point two hundred (200) feet from each end of visual runways longitudinally centered on the extended runway centerline.

b.   Areas four thousand (4,000) feet wide extending ten thousand (l0,000) feet horizontally from a point two hundred (200) feet from each end of instrument runways longitudinally centered on the extended runway centerline.

3.   Airport Elevation: Means the established elevation of the airport above Mean Sea Level (MSL). The established elevation of the Peterson Field/City of Colorado Springs Municipal Airport shall be established by the airport master plan.

4.   Airport Hazard: Means any structure, tree or use of land which obstructs the air space required for, or is otherwise hazardous to, the flight of aircraft in landing or taking off at the airport.

5.   Airport Height Sub-zones: Means imaginary surfaces defined in Federal Aviation Regulations (FAR) 77 to control the height of objects, both natural and man-made, which may affect navigable airspace around an airport.

a.   Civil Runway Imaginary Surfaces: The following civil airport imaginary surfaces are established with relation to the airport and to each runway. The size of each such imaginary surface is based on the category of each runway according to the type of approach available or planned for that runway. The slope and dimensions of the approach surface applied to each end of a runway are determined by the most precise approach existing or planned for that runway end.

(l)   Horizontal surface: a horizontal plane one hundred fifty (l50) 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. The radius of each arc is:

(a)   five thousand (5,000) feet for all runways designated as utility or visual;

(b)   ten thousand (l0,000) feet for all other runways.

The radius of the arc specified for each end of a runway will have the same arithmetical value. That value will be the highest de-termined for either end of the runway. When a five thousand (5,000) foot arc is encompassed by tangents connecting two adjacent ten thousand (l0,000) foot arcs, the five thousand (5,000) foot arc shall be disregarded on the construction of the perimeter of the horizontal surface.

(2)   Conical surface: a surface extending outward and upward from the periphery of the horizontal surface at a slope of twenty (20) to one (l) for a horizontal distance of four thousand (4,000) feet.

(3)   Primary surface: a surface longitudinally centered on a runway. When the runway has a specially prepared hard surface, the primary surface extends two hundred (200) feet beyond each end of that runway; but when the runway has no specially prepared hard surface, or planned hard surface, the primary surface ends at each end of that runway. The ele-vation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. The width of a primary surface is:

(a)   two hundred fifty (250) feet for utility runways having only visual approaches;

(b)   five hundred (500) feet for utility runways having non-precision instrument approaches;

(c)   for other than utility runways the width is:

( i) five hundred (500) feet for visual runways having only visual approaches;

(ii) five hundred (500) feet for non-precision instrument runways having visibility minimums greater than three-fourths (3/4) statute mile;

(iii) one thousand (l,000) feet for a non-precision instrument runway having a non-precision instrument approach with visibility minimums as low as three-fourths (3/4) of a statute mile, and for precision instrument runways.

The width of the primary surface of a runway will be that width prescribed in this section for the most precise approach existing or planned for either end of that runway.

(4)   Approach surface: a surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of each runway based upon the type of approach available or planned for that runway end.

(a)   The inner edge of the approach surface is the same width as the primary surface and it expands uniformly to a width of:

(i)   one thousand two hundred fifty (l,250) feet for that end of a utility runway with only visual approaches;

(ii)   one thousand five hundred (l,500) feet for that end of a runway other than a utility runway with only visual approaches;

(iii)   two thousand (2,000) feet for that end of a utility runway with a non-precision instrument approach;

(iv) three thousand five hundred (3,500) feet for that end of a non-precision instrument runway other than utility, having visibility minimums greater than three-fourths (3/4) of a statute mile;

(v)   four thousand (4,000) feet for that end of a non-precision instrument runway, other than utility, having a non- precision instrument approach with visibility minimums as low as three-fourths (3/4) statute mile; and

(vi)   sixteen thousand (l6,000) feet for precision instrument runways.

(b)   The approach surface extends for a horizontal distance of:

(i)   five thousand (5,000) feet at a slope of twenty (20) to one (l) for all utility and visual runways;

(ii)   ten thousand (l0,000) feet at a slope of thirty-four (34) to one (l) for all non- precision instrument runways other than utility; and

(iii) ten thousand (l0,000) feet at a slope of fifty (50) to one (l) with an additional forty thousand (40,000) feet at a slope of forty (40) to one (l) for all precision instrument runways.

(c)   The outer width of an approach surface to an end of a runway will be that width prescribed in this subsection for the most precise approach existing or planned for that runway end.

(5)   Transitional surface: these surfaces extend outward and upward at right angles to the runway centerline and the runway centerline extended at a slope of seven (7) to one (l) from the sides of the primary surface and from the sides of the approach surfaces. Transitional surfaces for those portions of the precision approach surface which project through and beyond the limits of the conical surface, extend a distance of five thousand (5,000) feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline.

b.   Military Airport Imaginary Surfaces:

(l)   Related to airport reference points: These surfaces apply to all military airports. For the purposes of this section a military airport is any airport operated by an armed force of the United States.

(a)   Inner horizontal surface: a plane is oval in shape at a height of one hundred fifty (l50) feet above the established airfield elevation. The plane is constructed by scribing an arc with a radius of seven thousand five hundred (7,500) feet about the centerline at the end of each runway and interconnecting these arcs with tangents.

(b)   Conical surface: a surface extending from the periphery of the inner horizontal surface outward and upward at a slope of twenty (20) to one (l) for a horizontal distance of seven thousand (7,000) feet to a height of five hundred (500) feet above the established airfield elevation.

(c)   Outer horizontal surface: a plane, located five hundred (500) feet above the established airfield elevation, extending outward from the outer periphery of the conical surface for a horizontal distance of thirty thousand (30,000) feet.

(2)   Related to runways: These surfaces apply to all military airports.

(a)   Primary surface: a surface located on the ground or water longitudinally centered on each runway with the same length as the runway. The width of the primary surface for runways is two thousand (2,000) feet. However, at established bases where substantial construction has taken place in accordance with a previous lateral clearance criteria, the two thousand (2,000) foot width may be reduced to the former criteria.

(b)   Clear zone surface: a surface located on the ground or water at each end of the primary surface, with a length of one thousand (l,000) feet and the same width as the primary surface.

(c)   Approach clearance surface: an inclined plane, symmetrical about the runway centerline extended, beginning two hundred (200) feet beyond each end of the primary surface at the centerline elevation of the runway end and extending for fifty thousand (50,000) feet. The slope of the approach clearance surface is fifty (50) to one (l) along the runway centerline extended until it reaches an elevation of five hundred (500) feet above the established airport elevation. It then continues horizontally at this elevation to a point fifty thousand (50,000) feet from the point of beginning. The width of this surface at the runway end is the same as the primary surface, if flared uniformly, and the width at fifty thousand (50,000) is sixteen (l6,000) feet.

(d)   Transitional surfaces: these surfaces connect the primary surfaces, the first 200 feet of the clear zone surfaces, and the approach clearance surfaces to the inner horizontal surface, conical surface, outer horizontal surface or other transitional surfaces. The slope of the transitional surface is seven (7) to one (l) outward and upward at right angles to the runway centerline.

6.   Airport Compatible Use Sub-zones: Are areas, including the Noise Sub-zone, Height sub-zone and Critical sub-zone, delineated in the El Paso County Zoning Resolutions, which impose a more strict limitation on use or height than that imposed by the basic zone.

7.   Airport Noise Sub-zone: Means areas as identified on the officially adopted master plan for the Colorado Springs Municipal Airport as having a CNR (composite noise rating) in excess of one hundred (l00); an Ldn (day-night average sound level) in excess of sixty-five (65); an NEF (noise exposure forecast) in excess of thirty (30); or a CNEL (community noise equivalent level) in excess of sixty-five (65).

8.   Airport Zone (OA-CGM): Means a zone superimposed on existing basic zones which provides restrictions to ensure that areas established are compatible with preservation of airport operations.

9.   Height: For the purpose of determining the height limits, the datum shall be Mean Sea Level elevation unless otherwise specified.

l0.   Landing Area: Means the area of the airport used for landing, taking off or taxiing of aircraft.

11.   Nonconforming Use: Means any structure, tree, natural growth, or use of land existing on the effective date of this regulation which is inconsistent with the provisions of this ordinance or any amendment hereof.

l2.   Person: Means an individual, firm, partnership, corporation, company, association, joint stock association, or body politic, and includes a trustee, receiver, assignee, administrator, executor, guardian, or other representative.

l3.   Runway: A defined area on an airport prepared for landing and takeoff of aircraft along its length.

l4.   Runway, Larger than Utility: A runway that is constructed for and intended to be used by propeller drive aircraft of greater than twelve thousand five hundred (l2,500) pounds maximum gross weight and jet powered aircraft.

l5.   Runway, Non-precision Instrument: A runway having an existing instrument approach procedure utilizing air navigation facilities with only horizontal guidance, or area type navigation equipment, for which a straight-in non-precision instrument approach procedure has been approved or planned.

l6.   Runway, Precision Instrument: A runway having an existing instrument approach procedure utilizing an Instrument Landing System (ILS) or a Precision Approach Radar (PAR). It also means a runway for which a precision approach system is planned and is so indicated on an approved airport layout plan or any other planning document.

l7.   Runway, Utility: A runway that is constructed for and intended to be used by propeller drive aircraft of twelve thousand five hundred (l2,500) pounds maximum gross weight and less.

l8.   Runway, Visual: A runway intended solely for the operation of aircraft using visual approach procedures.

l9.   Structure: An object, including a mobile object, constructed or installed by man, including but without limitation, buildings, towers, cranes, smokestacks, earth formation, and overhead transmission lines.

C.   PERMITTED USES

The following table describes uses permitted by right (principal permitted uses) and uses permitted only upon special use approval (special uses) within the OA-CGM zone. Restrictions are cumulative, thus, if a use is permitted in the Airport Height Sub-zone, but not in the Airport Noise Sub-zone, and the subject property is in the Airport Height Sub-zone and the Airport Noise Sub-zone, the use is not permitted. To use the chart, locate the subject property on the zoning map, ascertain the sub-zone or sub-zones in which the property lies. Compare the use to the sub-zone ratings. If an "N" appears in the chart for the site, the proposed use is not allowed; if no "N" appears, but an "S" appears, the use requires special use approval; if an "A" appears, the use is permitted subject to the restrictions of the basic zone and the special restrictions of the OA-CGM zone, if a "N/A" appears, information is not applicable. In all cases, only uses permitted in the underlying zone are permitted.

Use	Noise Sub-Zone (1)	Circical Sub-Zone	Height Sub-Zone
Mobile Homes	N	N	N/A
Single-Family Residences	N	N	N/A
Multiple-Family Resideces; Residential Hotels; Convalescent Hospitals	N	N	N/A
Hotel & Motels	S (2)	N	A
Schools; Churches; Hospitals	N	N	N/A
Playgrounds; Parks; Arenas	A (3)	S	A
Golf Courses; Cemetery; Stables	A	S	A
Offices	S (4)	S	A
Commercial Retail & Wholesale	A	S	A
Warehouse; Light Manufacturing; Laboratories	A	S	A
PHID; PID; PBC; PBP; NBD; Uses Not Listed Above	S	S	A
Farming; Ranching; Feed Lots; Related Agricultural Uses	A	A	A

NOTES:
(l)   Certain uses could be permitted with proper building design and if outdoor uses are minimal (see page l4 of ACl50/5050-6).
(2)   Individual noise event levels require that reasonable interior noise levels are designed into the structures.
(3)   Public assembly areas, noise-sensitive cultural activities, and nature exhibits nature exhibits should not be allowed.
(4)   Many service type businesses should not be located in an area with greater than 65 Ldn; therefore, a special review should be required.

D.   DEVELOPMENT REQUIREMENTS

l.   No structure or tree shall be erected, altered, or allowed to grow, or shall be maintained in any portion of the Airport Height Hazard Sub-zone that is in excess of any of the airport imaginary surfaces described in this regulation.

a.   For purposes of computation, the base level of the site in question shall be the highest point on which a structure is proposed according to USGS l:24,000 quad. In cases where conflicts exist, the USGS datum shall apply, except in cases in which the developer submits detailed engineering data which would result in alteration of the USGS datum.

2.   Notwithstanding any other provisions of this regulation, no use may be made of land within any zone established by this regulation in such a manner as to create electrical interference with radio communication or navigational aids between the airport and aircraft, make it difficult for flyers to distinguish between airport lights and others, result in glare in the eyes of flyers using the airport, impair visibility in the vicinity of the airport or otherwise endanger the landing, taking off, or maneuvering of aircraft.

3.   Within the area designated as being included in this OA-CGM District, only the following use zones may be established, provided said zones are established in conformance with the basic policies of the County's Comprehensive Plan:

a.   PID Planned Industrial District
b.   A-4 Agricultural District
c.   NBD Neighborhood Business District
d.   PBP Planned Business Park District
e.   PBC Planned Business Center District
f.   PHID Planned Heavy Industrial District
g.   Agricultural, A-35

4.   In cases in which the provisions of the OA-CGM zone and the basic zone conflict, the more restrictive provisions shall apply.

E.   NONCONFORMING USES

l.   Amortization Period

a.   Uses:   Uses which are not in conformance with the requirements of this zone shall be discontinued no later than ten (l0) years from the adoption of this regulation.

b.   Structures:   Structures not in conformance with this zone shall be brought into conformance within seven (7) years of the adoption of this regulation. Failing this, they shall be removed.

2.   Marking and Lighting

Notwithstanding the preceding provision of this regulation, the owner of any non-conforming structure or tree shall permit the installation, operation, and mainte-nance thereon of such markers and lights as shall be deemed necessary by the Airport Advisory Board to indicate to the operators of aircraft in the vicinity of the airport, the presence of such airport hazards. Such markers and lights shall be installed, operated, and maintained at the expense of the City of Colorado Springs.

3.   Existing Uses

No permit shall be granted that would allow the establishment or creation of an airport hazard or permit a nonconforming use, structure, or tree to be made or become higher, or become a greater hazard to air navigation than it was on the effective date of this regulation or any amendments thereto or than it is when the application for a permit is made.

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