Independence Airport: New Buzz About Master Plan
By Anne Scheck
What do the Independence State Airport and a 90-year-old comic-book story have in common? They both illustrate a time when travel by light aircraft is predicted to become far more essential. In a word, it’s called a small-city “aerotropolis”—and it’s become a topic of some serious study.
For cities like Independence, “the airport may be a key economic driver in the future," said Kyle Slaughter, whose analysis of small airports was just published in The Western Planner. Many of these airports are an emerging "gateway," even for small, rural towns, added Mr. Slaughter, community development specialist for the state of Utah.
Back in 1928, when “Tommy Tailspin” took to the skies on newspaper pages featuring the comic strip, it forecast a time when certain places would be so accessible by small planes they’d become destination dots on any map. The Independence State Airport hasn’t yet reached that pinnacle, but now its future is being charted with a new master plan. The process should wrap up by early 2019, according to state airport authorities.
At a recent meeting at the Independence Civic Center, pilots from the area gathered to make their preferences known to representatives of the Oregon Department of Aviation. A public meeting for stakeholders is just the ticket when airport plans are discussed, noted Mr. Slaughter. And revision of a master plan is best served by taking a long-range view, with input from the entire community, he observed. Conversely, imposing new limits on municipal airports may constrain city growth. "It's an asset that you either protect or risk losing it," he said.
"It's a wonderful asset," agreed Debra Plymate, a local pilot who attended the master-plan meeting. She is co-owner of Nutsch Aviation, which is located at the Independence State Airport. She noted there were no residents in sight at the meeting, except for those who reside at the “airpark,” which has about 200 homes by the airport. She lives there, too.
“It gets confused with the airpark," she said. "But the airport belongs to everyone in Oregon."
Apparently as a result of the low citizen attendance, more prominent notification is planned the next time.
At times, the airport seems to have a surprisingly low community profile. Neither the recent city-backed videos for marketing Independence nor any of the informational brochures the city has published about itself mention the airport.
During presentations outside Independence, city personnel have tended to focus on the downtown or the industrial area as a potential site of growth; Inside the city, the downtown area has been a focus of attention, as city staff aim to revitalize the historic district with a new hotel now under construction. So is the airport an overlooked hub?
“Like others, we view it (the airport) as an asset as well,” explained David Clyne, city manager. Some may not “share our view of what is appropriate or important to highlight at any given presentation,” he said. However, “as I have mentioned before, the City of Independence is a collection of many, many assets,” he pointed out.
"I'd actually like to see the airport expand," said Wayne Nutsch, who, with his wife, Ms. Plymate, is the other half of Nutsch Aviation. The company, located at the airport, pays $35,000 annually in government charges for land lease, rent and stormwater. among other costs -- as well as federal, state and local taxes. Mr. Nutsch, formerly of the Federal Aviation Administration, said the business includes a testing center, a flight school, rental space for planes and a Phillips 66 AVGAS fuel station. Yet at their testing center, where prospective insurance agents and real estate brokers can sign up for examinations along with pilots, "we have people come here and be surprised there's a (public) airport here," Ms. Plymate said. "To me, it is the center of the universe."
Perhaps the lack of public understanding “isn’t all that surprising,” said Matthew Maass, state airports manager. The airport indeed may be confused with the airpark, he noted. But the airport is a different facility—and one that makes money for the state. From hangar leases to fuel sales, only a handful of these small airports—Aurora, Cottage Grove, a few others—bring in revenue beyond the cost to run them, he said. Those who fly in—visitors at Western Oregon University or pilots touching down for lunch— spend their dollars in the area.
Yes, airports are local “economic engines,” according to Ed Bolen, who has been president and CEO of the National Business Aviation Association for more than a decade. Since he stepped into that role, he has been writing about the link between all airports and new business. In a recent essay, he stressed the importance of ensuring community leaders give airports the support they need. But he also calls on airports to be trustworthy partners. “We at the National Business Aviation Association strongly believe that airports should be good neighbors and should work with communities to maintain a balance between the needs of aviation, the environment and the surrounding residences,” he stated.
Plans for modification or expansion of an airport should be community decisions, concurred Mr. Slaughter. He and his co-author, planning consultant Paul Moberly, examined the influence of airports on towns—and found that most airport master plans determine priorities for the next quarter century, through updates that occur every 10 years.
“These plans consider airport growth, new or extended runways, and potential land purchases for the property directly contiguous to current and future runways,” they concluded, but advised: “when considering land use around an airport, a much longer view—even 50 or more years in the future—is needed for establishing uses that will protect residents’ safety and allow proper function of the airport.”
As a result of this long time frame, community leaders have to seriously consider the vision the community has adopted for itself. If the airport is a centerpiece, innovation there is key. For example, small airports in the East and South are starting to provide a way for goods and services to be delivered to visitors who fly in, Mr. Slaughter said. In some, pilots can radio to request transportation to the local business district during a brief stop. And some small-town airports have set up convenience stores near the landing areas, which stock items that may be needed for flyers running low on personal supplies.
Increasingly, air transportation is becoming an important piece of business growth—even corporate jets are getting smaller, quieter and less costly, Mr. Slaughter pointed out. At the master-plan meeting for the Independence State Airport, attendees seemed—most of all—to want a grass runway. This topped the wish list for several reasons: it would attract wider-tired aircraft and provide a novel landing area, which could entice visitors. Antique aircraft, for example, often are flown by pilots who favor landing on grass rather than asphalt or gravel.
But the “turf-landing area proposal” will require more intensive examination to determine if it is a “safe and feasible concept,” explained Dave Nafie, director of aviation for WHPacific, the project’s consulting firm. For much of the plan, the Oregon Department of Aviation will have the “final say,” he added, “which is consistent with their role as owner and sponsor of the airport.”
Also, airport projects that receive federal funding assistance require review under the National Environmental Policy Act. The master plan will need to do that prior to implementing any of the projects recommended by this study. “We were able to eliminate a couple of unworkable concepts, which is a good step,” Mr. Nafie observed.
An open house will be in June for the purpose of soliciting public input, said Shawn Irvine, economic development director for the City of Independence.
By Anne Scheck
What do the Independence State Airport and a 90-year-old comic-book story have in common? They both illustrate a time when travel by light aircraft is predicted to become far more essential. In a word, it’s called a small-city “aerotropolis”—and it’s become a topic of some serious study.
For cities like Independence, “the airport may be a key economic driver in the future," said Kyle Slaughter, whose analysis of small airports was just published in The Western Planner. Many of these airports are an emerging "gateway," even for small, rural towns, added Mr. Slaughter, community development specialist for the state of Utah.
Back in 1928, when “Tommy Tailspin” took to the skies on newspaper pages featuring the comic strip, it forecast a time when certain places would be so accessible by small planes they’d become destination dots on any map. The Independence State Airport hasn’t yet reached that pinnacle, but now its future is being charted with a new master plan. The process should wrap up by early 2019, according to state airport authorities.
At a recent meeting at the Independence Civic Center, pilots from the area gathered to make their preferences known to representatives of the Oregon Department of Aviation. A public meeting for stakeholders is just the ticket when airport plans are discussed, noted Mr. Slaughter. And revision of a master plan is best served by taking a long-range view, with input from the entire community, he observed. Conversely, imposing new limits on municipal airports may constrain city growth. "It's an asset that you either protect or risk losing it," he said.
"It's a wonderful asset," agreed Debra Plymate, a local pilot who attended the master-plan meeting. She is co-owner of Nutsch Aviation, which is located at the Independence State Airport. She noted there were no residents in sight at the meeting, except for those who reside at the “airpark,” which has about 200 homes by the airport. She lives there, too.
“It gets confused with the airpark," she said. "But the airport belongs to everyone in Oregon."
Apparently as a result of the low citizen attendance, more prominent notification is planned the next time.
At times, the airport seems to have a surprisingly low community profile. Neither the recent city-backed videos for marketing Independence nor any of the informational brochures the city has published about itself mention the airport.
During presentations outside Independence, city personnel have tended to focus on the downtown or the industrial area as a potential site of growth; Inside the city, the downtown area has been a focus of attention, as city staff aim to revitalize the historic district with a new hotel now under construction. So is the airport an overlooked hub?
“Like others, we view it (the airport) as an asset as well,” explained David Clyne, city manager. Some may not “share our view of what is appropriate or important to highlight at any given presentation,” he said. However, “as I have mentioned before, the City of Independence is a collection of many, many assets,” he pointed out.
"I'd actually like to see the airport expand," said Wayne Nutsch, who, with his wife, Ms. Plymate, is the other half of Nutsch Aviation. The company, located at the airport, pays $35,000 annually in government charges for land lease, rent and stormwater. among other costs -- as well as federal, state and local taxes. Mr. Nutsch, formerly of the Federal Aviation Administration, said the business includes a testing center, a flight school, rental space for planes and a Phillips 66 AVGAS fuel station. Yet at their testing center, where prospective insurance agents and real estate brokers can sign up for examinations along with pilots, "we have people come here and be surprised there's a (public) airport here," Ms. Plymate said. "To me, it is the center of the universe."
Perhaps the lack of public understanding “isn’t all that surprising,” said Matthew Maass, state airports manager. The airport indeed may be confused with the airpark, he noted. But the airport is a different facility—and one that makes money for the state. From hangar leases to fuel sales, only a handful of these small airports—Aurora, Cottage Grove, a few others—bring in revenue beyond the cost to run them, he said. Those who fly in—visitors at Western Oregon University or pilots touching down for lunch— spend their dollars in the area.
Yes, airports are local “economic engines,” according to Ed Bolen, who has been president and CEO of the National Business Aviation Association for more than a decade. Since he stepped into that role, he has been writing about the link between all airports and new business. In a recent essay, he stressed the importance of ensuring community leaders give airports the support they need. But he also calls on airports to be trustworthy partners. “We at the National Business Aviation Association strongly believe that airports should be good neighbors and should work with communities to maintain a balance between the needs of aviation, the environment and the surrounding residences,” he stated.
Plans for modification or expansion of an airport should be community decisions, concurred Mr. Slaughter. He and his co-author, planning consultant Paul Moberly, examined the influence of airports on towns—and found that most airport master plans determine priorities for the next quarter century, through updates that occur every 10 years.
“These plans consider airport growth, new or extended runways, and potential land purchases for the property directly contiguous to current and future runways,” they concluded, but advised: “when considering land use around an airport, a much longer view—even 50 or more years in the future—is needed for establishing uses that will protect residents’ safety and allow proper function of the airport.”
As a result of this long time frame, community leaders have to seriously consider the vision the community has adopted for itself. If the airport is a centerpiece, innovation there is key. For example, small airports in the East and South are starting to provide a way for goods and services to be delivered to visitors who fly in, Mr. Slaughter said. In some, pilots can radio to request transportation to the local business district during a brief stop. And some small-town airports have set up convenience stores near the landing areas, which stock items that may be needed for flyers running low on personal supplies.
Increasingly, air transportation is becoming an important piece of business growth—even corporate jets are getting smaller, quieter and less costly, Mr. Slaughter pointed out. At the master-plan meeting for the Independence State Airport, attendees seemed—most of all—to want a grass runway. This topped the wish list for several reasons: it would attract wider-tired aircraft and provide a novel landing area, which could entice visitors. Antique aircraft, for example, often are flown by pilots who favor landing on grass rather than asphalt or gravel.
But the “turf-landing area proposal” will require more intensive examination to determine if it is a “safe and feasible concept,” explained Dave Nafie, director of aviation for WHPacific, the project’s consulting firm. For much of the plan, the Oregon Department of Aviation will have the “final say,” he added, “which is consistent with their role as owner and sponsor of the airport.”
Also, airport projects that receive federal funding assistance require review under the National Environmental Policy Act. The master plan will need to do that prior to implementing any of the projects recommended by this study. “We were able to eliminate a couple of unworkable concepts, which is a good step,” Mr. Nafie observed.
An open house will be in June for the purpose of soliciting public input, said Shawn Irvine, economic development director for the City of Independence.
The CIVICS LESSON: Fast Phone Calls Can Assist Police in Tracking Down Risky Behavior
Fast-thinking Independence citizens with phones are helping fight crime, as a recent incident demonstrates. Several drivers called 911 recently to report a motorist veering on Highway 22, before heading southbound on Highway 99— and nearly colliding with oncoming traffic. Independence Police Officer Nic Rumsey responded and apprehended the allegedly intoxicated driver. When are such calls appropriate? Independence Police Chief Robert Mason explains: “Call in a situation that requires immediate assistance from police, the fire department, or ambulance,” he urged. “Text 9-1-1 if you are unable to make a voice call,” he said. For non-emergency calls—such as seeing someone peer suspiciously into a line of parked cars—call the business line of 503-838-1214,” he said. “If there is no officer in our office after hours, those calls are answered by an answering service who collects the information from the caller and sends it to our on-duty officer’s cell phone,” the chief added.
Fast-thinking Independence citizens with phones are helping fight crime, as a recent incident demonstrates. Several drivers called 911 recently to report a motorist veering on Highway 22, before heading southbound on Highway 99— and nearly colliding with oncoming traffic. Independence Police Officer Nic Rumsey responded and apprehended the allegedly intoxicated driver. When are such calls appropriate? Independence Police Chief Robert Mason explains: “Call in a situation that requires immediate assistance from police, the fire department, or ambulance,” he urged. “Text 9-1-1 if you are unable to make a voice call,” he said. For non-emergency calls—such as seeing someone peer suspiciously into a line of parked cars—call the business line of 503-838-1214,” he said. “If there is no officer in our office after hours, those calls are answered by an answering service who collects the information from the caller and sends it to our on-duty officer’s cell phone,” the chief added.
The INDY HOP: The Time Has Come to Celebrate a Berry Good Local Product
It turns 70 years old this year but will never grow wrinkles. It is said by some Oregonians to be the best thing about the Willamette Valley. It will leave you pie-eyed (but in a good way). It’s the purple-and-black, tart-but-sweet, one-of-a-kind marionberry. And it may soon re-ignite an Oregon debate: Shouldn’t this home-bred berry be honored by the state? In the 2009 legislative session, a fight broke out over this pressing issue, and, although all lawmakers agreed it should be the state berry … representatives of raspberries and blackberries disagreed, stalling the plan. Last year the Legislature adopted marionberry pie as the official state pie. Now 2018 marks an important anniversary for the berry: Seven decades have passed since the magic of cross-breeding yielded it. “Legislative Days” are coming up. Maybe a new seed will be planted for official recognition of the marionberry all by itself.
It turns 70 years old this year but will never grow wrinkles. It is said by some Oregonians to be the best thing about the Willamette Valley. It will leave you pie-eyed (but in a good way). It’s the purple-and-black, tart-but-sweet, one-of-a-kind marionberry. And it may soon re-ignite an Oregon debate: Shouldn’t this home-bred berry be honored by the state? In the 2009 legislative session, a fight broke out over this pressing issue, and, although all lawmakers agreed it should be the state berry … representatives of raspberries and blackberries disagreed, stalling the plan. Last year the Legislature adopted marionberry pie as the official state pie. Now 2018 marks an important anniversary for the berry: Seven decades have passed since the magic of cross-breeding yielded it. “Legislative Days” are coming up. Maybe a new seed will be planted for official recognition of the marionberry all by itself.
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