Boundaries

Around each public use airport, a Detailed Land Use Study Area has been designated. With the exception of the Sonoma County Airport discussed below, the Detailed Land Use Study Area represents the Airport Influence Area (AIA) around each airport where current or future airport-related noise, over flight, safety, and/or airspace protection factors may significantly affect land uses or necessitate restrictions on those uses. As such, as discussed in sections 8.73 and 8.74, all general plans, specific plans, area plans and zoning or building ordinances, or development codes which govern land uses in this area must be referred to the Airport Land Use Commission prior to their approval by the local agency to determine their consistency with the CALUP’s land use compatibility criteria and restrictions. In addition, all airport master plans, and proposals for new schools, heliports or airports must be referred to the ALUC. Other projects within the referral area may be voluntarily referred to the ALUC as discussed in Section 8.74 (a)

For the Cloverdale, Healdsburg, Petaluma, Sonoma Sky Park and Sonoma Valley Airport, the ALUC referral area is the same as the Detailed Land Use Study Area designated around each airport as shown on Exhibits A, 2a, 3a, 4a, 6a and 7a respectively. The referral area and airport influence area for the Charles M. Schulz - Sonoma County Airport is larger and extends beyond the boundaries of the Detailed Land Use Study area as shown on Exhibit 5F and described in Section 5.2 and 8.2.1.d.

Each ALUC referral area is divided into the primary and secondary referral areas. The primary referral area for each airport is depicted on Exhibits 8A through 8F and generally includes the areas closer to the airport where safety zone restrictions apply, or noise, safety and air space issues may affect land use compatibility. The primary referral area includes all areas within the six airport safety zones designated around each airport as well as other areas beneath commonly used flight tracks and traffic patterns or exposed to noise above the 55 Community Noise Level Equivalent (CNEL).

The remaining areas within the Detailed Land Use Study Area that are outside of the primary referral area are referred to as the secondary referral area. In the secondary referral area, airport compatibility problems will seldom arise. The principal concern within the secondary referral area is the proposed construction of any structure to a height in excess of the protected air space surfaces as defined by Federal Aviation Regulations (FAR Part 77).

A brief discussion of the factors considered in drawing each set of referral area boundaries is included below. Descriptions of each airport’s physical features, its use, and its environs are found in Chapters Two through Seven. Wherever possible, the boundaries follow roads or other easily identifiable geographic features. In some instances, parcel lines are used.