, )

) 5

6 - : ) 5

Airport Master Plan

. 1 ) 4 - 2 4 6

REDB IRD AIRP ORT D a lla s , Te x a s AIR P OR T MAS TE R P LAN D ra ft F in a l

Ch a p t e r On e IN VEN TORY
RE GION AL SE T TIN G . . . . . . . . . . . . . . . . . . . . . . . . . Clim a t e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H I S TORICAL P LAN N IN G AND DEVELOPMENT . . TH E AIRP ORTS SYSTE M ROLE . . . . . . . . . . . . . . . . AIRP ORT ADMIN ISTRATION . . . . . . . . . . . . . . . . . . AI RP ORT F ACI LI TI E S . . . . . . . . . . . . . . . . . . . . . . . . Airside F a cilit ies . . . . . . . . . . . . . . . . . . . . . . . . . La n dside F a cilit ies . . . . . . . . . . . . . . . . . . . . . . . VICINITY AIRSPACE, NAVIGATIONAL AIDS, AIR TRAF F IC CONTROL, AND AIRPORTS . . . . . . Vicin it y Air spa ce . . . . . . . . . . . . . . . . . . . . . . . . Term ina l Area And E nr out e Na vigat iona l Aids Air Tr a ffic Con t r ol . . . . . . . . . . . . . . . . . . . . . . . Ar ea Air por t s . . . . . . . . . . . . . . . . . . . . . . . . . . . AREA LAND USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOCIOE CONOMIC CH ARACTE RISTICS . . . . . . . . . P opu la t ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E m p loym en t . . . . . . . . . . . . . . . . . . . . . . . . . . . . P er Ca pit a P er son a l I ncom e . . . . . . . . . . . . . . . SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOCU ME NT SOU RCE S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 1-2 1-2 1-4 1-4 1-5 1-5 1-8 1-12 1-12 1-13 1-16 1-16 1-19 1-19 1-19 1-20 1-22 1-23 1-23

Ch a p t e r Tw o AVIATION D EMAN D F OR ECAS TS

F ORECASTING ME TH ODOLOGY . . . . . . . . . . GE NE RAL AVIATION . . . . . . . . . . . . . . . . . . . . Na t iona l Trends . . . . . . . . . . . . . . . . . . . . GE N E R AL AVIAT ION U SER SURVEYS AND S E RVI CE ARE A . . . . . . . . . . . . . . . . . . . . . . . . Gen er a l Aviat ion Us er Su r vey . . . . . . . . . Airport Ser vice Ar ea . . . . . . . . . . . . . . . . . S OCIOE C ON OMIC P R OJ ECTI ONS . . . . . . . . . P opu la t ion . . . . . . . . . . . . . . . . . . . . . . . . . E m p loym en t . . . . . . . . . . . . . . . . . . . . . . . P er son a l I ncom e . . . . . . . . . . . . . . . . . . . . F ORE CASTI NG AP P ROACH . . . . . . . . . . . . . . AVIATION ACTIVITY F ORECASTS . . . . . . . . Ba sed Air cr a ft P r oject ion s . . . . . . . . . . . . F leet Mix P r oject ion . . . . . . . . . . . . . . . . . An n u a l Op er a t ion s . . . . . . . . . . . . . . . . . . P E AKIN G CH ARACTE RISTICS . . . . . . . . . . . . ANNUAL IN STRU ME NT AP P ROACH E S . . . . SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . . . . . . . . . . . . . . . . . 2-3 . . . . . . . . . . . . . . . . . . . . . 2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6 . 2-7 . 2-9 2-10 2-10 2-11 2-11 2-12 2-13 2-14 2-15 2-16 2-17 2-18 2-19

Ch a p t e r Th re e F ACILITY R EQU IRE MEN TS

P L AN N IN G H O RIZON S . . . . . . . . . . . AIRF IE LD REQU IRE MEN TS . . . . . . . Ru n wa ys . . . . . . . . . . . . . . . . . . . Ta xiwa ys . . . . . . . . . . . . . . . . . . . N a viga t ion a l Aid s An d Ligh t in g H eigh t Clea r a n ce Cr it er ia . . . . . LANDS IDE RE QUI RE MEN TS . . . . . . Gen er a l Aviat ion F a cilit ies . . . . SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . 3-2 . 3-5 3-13 3-13 3-16 3-16 3-16 3-23

Ch a p t e r F o u r AIR P OR T D E VE LO P ME N T ALTE R N ATIVE S

DO-NOTHING ALTERNATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 TRANSF E R AVIATION S E RVICE S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

Ch a p t e r F o u r (Co n t in u e d )
CONS TRUCTION OF A NE W AIRP ORT SITE AIRPORT DEVELOPMENT OBJ ECTIVES . . . AI RF I E LD ALTE RN ATI VE S . . . . . . . . . . . . . . . Air cr a ft N ois e Con s id er a t ion s . . . . . . . . . Ru n wa y Sa fet y Ar ea s . . . . . . . . . . . . . . . . Ru n wa y Pr ot ect ion Zon es . . . . . . . . . . . . . In st r u m en t Appr oa ch es . . . . . . . . . . . . . . Ru n wa y Len gt h . . . . . . . . . . . . . . . . . . . . P a r a llel Ru n wa y . . . . . . . . . . . . . . . . . . . . Ta xiwa ys . . . . . . . . . . . . . . . . . . . . . . . . . . Air sid e S u m m a r y . . . . . . . . . . . . . . . . . . . LAN DS IDE ALTE RN ATI VE S . . . . . . . . . . . . . . La n d Us e Con s id er a t ion s . . . . . . . . . . . . . Ter m ina l Ar ea F a cilit ies . . . . . . . . . . . . . La n d sid e S u m m a r y . . . . . . . . . . . . . . . . . SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 4-4 4-5 4-5 4-7 4-9 4-10 4-11 4-12 4-13 4-13 4-13 4-15 4-16 4-18 4-19

Ch a p te r F iv e AIR P OR T P LAN S
RE COMME NDE D MASTE R P LAN CONCE P T Airfield Design S t a nda rds . . . . . . . . . . . . Air field . . . . . . . . . . . . . . . . . . . . . . . . . . . Airport La you t P lan Set . . . . . . . . . . . . . . SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 5-2 5-2 5-7 5-8

Cha pte r Six F IN AN CIAL P LAN

AIRP ORT DEVELOP MEN T SCH E DULE S AND COST SUMMARIES . . . . . . . . . . . . . . . . S h or t Ter m I m pr ovem en t s . . . . . . . . . . . . In t er m edia t e/Lon g Term Im pr ovemen t s . CAP ITAL IMP R OVE ME N TS FUNDI NG . . . . . F eder a l Gr a n t s . . . . . . . . . . . . . . . . . . . . . St a t e F u n din g P r ogr a m . . . . . . . . . . . . . . F AA F a cilit ies An d E qu ipm en t P r ogr a m Loca l S h a r e F u n d in g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 6-3 6-4 6-4 6-5 6-5 6-7 6-7

Ap p e n d i x A EN VIR ON MEN TAL EVALU ATION Ap p e n d i x B AB B R E VIATIO N S AN D GLOS S AR Y EXHIB ITS

1A 1B 1C 1D 1E 1F 2A 2B 2C 2D 2E 3A 3B 3C 3D 4A 4B 4C 4D VICINITY MAP . . . . . . . . . . . . AI RS IDE F ACI LI TI E S . . . . . . . LAN DS IDE F ACI LI TI E S . . . . . AIRSP ACE CLASSI F ICATION ARE A AIRSP ACE . . . . . . . . . . . GE N E RALI ZE D LAN D U SE S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a ft er pa ge 1-2 . a ft er pa ge 1-6 a ft er pa ge 1-10 a ft er pa ge 1-12 a ft er pa ge 1-12 a ft er pa ge 1-20

U.S. ACTIVE GE NE RAL AVIATION AIRCRAF T F ORECASTS . . . . . . . . GE N E RALI ZE D S E RVI CE ARE A . . . BASE D AIRCRAF T F ORECASTS . . . OP E RATION S F ORECASTS . . . . . . . F ORE CAST SUMMARY . . . . . . . . . .

. . . . .

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. a ft er pa ge 2-6 a ft er pa ge 2-10 a ft er pa ge 2-14 a ft er pa ge 2-16 a ft er pa ge 2-19 . a ft er pa ge 3-4 . a ft er pa ge 3-8 a ft er pa ge 3-23 a ft er pa ge 3-23

AIRP ORT REF E RE NCE CODES . . . . . . . WIND ROSE . . . . . . . . . . . . . . . . . . . . . . . . AIRF IE LD F ACILITY RE QUI RE MEN TS LANDS IDE RE QUI RE MEN TS . . . . . . . . .

AL TE R N AT IVE D E VELOPMENT CON S IDE R AT IONS . . . . . . . . . . . . . . . . . . . . . N OISE E XP O SU RE WI TH EXI STING AIRF IE LD CONF IGU RATION . . . . . . . . . . . . . RUNWAY EXTENSION ALTERNATIVES . . . . LANDSIDE DEVELOPMENT ALTERNATIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . a ft er pa ge 4-6 . . . . . . a ft er pa ge 4-8 . . . . . a ft er pa ge 4-12 . . . . a ft er pa ge 4-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a ft er a ft er a ft er a ft er a ft er pa ge pa ge pa ge pa ge pa ge 5-2 5-8 5-8 5-8 5-8

5A RE COMME NDE D CON CE P T . COVE R S H E E T . . . . . . . . . . . . . . . . . . AIRP ORT DATA . . . . . . . . . . . . . . . . . AIRP ORT LAYOUT P LAN . . . . . . . . . AI RP O RT AIRS P ACE D RAWI NG . . . IN NE R P ORTION OF RUN WAY 13 APP R OACH S U RF ACE DRAWI NG

. . . . . . . . . . . . . . . . . . . . a ft er pa ge 5-8

E XH IB ITS (Co n t in u e d )
IN NE R P ORTION OF RUN WAY 31 APP R OACH S U RF ACE DRAWI NG . . . . IN NE R P ORTION OF RUN WAY 17-35 APP R OACH S U RF ACE DRAWI NG . . . . T E RMIN AL ARE A DRAWING . . . . . . . . . WE S T GE N E R AL AVIAT ION DRAWI NG 6A A B C . . . . . . . . . . . . . . . . a ft er pa ge 5-8 . . . . . . . . . . . . . . . . a ft er pa ge 5-8 . . . . . . . . . . . . . . . . a ft er pa ge 5-8 . . . . . . . . . . . . . . . . a ft er pa ge 5-8

DE VE L OP ME N T S TAGI NG . . . . . . . . . . . . . . . . . . . . . . a ft er pa ge 6-4 E XIST IN G N OISE E XP OSU RE CONTOU RS 2010 N OISE E XP OSU RE CONTOU RS LAN D U SE COMP ATI BI LI TY GU IDE LI NE S

Chapter One INVENTORY

IN T

V E N TO R Y

he initial step in the preparation of the master plan update for Dallas Redbird Airport is the collection of information pertaining to the airport and the area it serves. This chapter assembles collected information which will be used in subsequent analyses in this study. Within this chapter is an inventory of existing airport facilities, area airspace, and air traffic control. Additionally, background information regarding the City of Dallas and the regional Dallas/Fort Worth Metroplex area is collected. This includes information regarding the airports role in regional, state, and national aviation systems, surface transportation, and the socioeconomic profile. The information outlined in this chapter provides a foundation, or starting point, for all subsequent chapters. Therefore, it is essential that a complete and accurate inventory is conducted since the findings and assumptions made in this plan are dependent on information collected. The information outlined in this chapter was obtained through on-site inspections of the airport, interviews with Aviation Department staff and airport tenants, and documents provided by the Federal Aviation Administration (FAA), the Texas Department of Transportation (TxDOT) - Aviation Division, North Central Texas Council of Governments (NCTCOG), Redbird Airport, and the City of Dallas.

DALLAS, TEXAS

AIRPORT

MASTER

REGIONAL SETTING
Redbird Airport is located on a 1,040-acre site in southwest Dallas, 6.5 miles south of the central business district. Exhibit 1A depicts the airport in its regional and national setting. The airport is surrounded by four major thoroughfares: Westmoreland Road to the west, Ledbetter Boulevard (Loop 12)

PLAN

1-1

t o t h e n or t h , H a m pt on Roa d t o t h e ea st , a n d Redbird La ne a nd t he Ma r vin D. Love F r eewa y (U .S . H igh wa y 6 7) t o t h e sou t h /sou t h ea st . Air por t fa cilit ies ca n be a cces sed on t h e east side of t h e a ir port via Ch a llen ger Roa d. This t wo la n e a sph a lt r oa d r u n s bet ween H a m pt on Roa d t o t h e ea s t a n d t h e a ir port t er m in a l bu ildin g a n d p a r kin g lot . Access t o a via t ion fa cilit ies in t h e s ou t h ea s t er n por t ion of t h e a ir por t is pr ovided fr om Ch a llenger Roa d a nd Ma rin er Roa d. Th e a ir port ca n be a ccess ed r egion a lly by In t er st a t e H igh wa ys Ledbet t er Roa d (Loop 12) a nd t h e Ma r vin D. Love F r eewa y (U.S . H igh wa y 6 7). Ot h er m a jor t h or ou gh fa r es pr ovid in g a ccess t o t h e a ir por t in clu d e I n t er st a t es 20 a n d 35E a n d 70 a r e loca t ed im m edia t ely sou t h of t h e a ir por t . In t er st a t e 35E t r a verses Da lla s n or t h a n d sou t h , lin kin g t h e a r ea wit h Ok la h om a Cit y a n d point s beyon d t o t h e n or t h a n d Au st in a n d Sa n An t on io t o t h e s ou t h . I n t er st a t e 20 r u n s ea s t a n d wes t t o t h e western most port ion of Texa s a n d S h r evep or t a nd poin t s beyond t o t he ea st .

t em p er a t u r e of 96 degr ees F a h r en h eit (F ) is exper ien ced in J u ly a n d Au gu st , t h e h ot t es t m on t h s of t h e yea r . Th e a ver a ge m ea n t em per a t u r e for J u ly a n d August is 85 degr ees F . Th e coolest m on t h is J a n u a r y wit h a m ea n m in im u m tem pera tu re of 34 degrees F a n d a n a ver a ge m ea n t em per a t u r e of 44 degrees F . Th e a ver a ge a n n u a l m ea n t em p er a t u r e for t he a rea is 66 degrees F , wh ile th e a n n u a l m ea n r ela t ive h u m idit y is 65.3 per cen t . Th r ou gh ou t t h e yea r , r a in fa ll occu r s m or e fr equ en t ly d u rin g t h e n igh t . An n u a l m ea n pr ecipita t ion a vera ges 33.3 inches wit h m os t of t h is occu r r in g a s r a in fa ll. Th e m on t h of Ma y exper iences t h e gr ea t es t m on t h ly avera ge precipita tion a t five inches. Th e Da lla s/For t Wor t h Met r oplex a lso experien ces periods of low visibilit y due t o h ea vy r a in a nd blowing dust a ssociat ed wit h h ea vy t o severe t h u n d er st or m a ct ivit y in t h e su m m er month s. An n u a l m ea n s n owfa ll for t h e a r ea is t h r ee in ch es, wit h ea ch J a n u a r y a n d F ebr u a r y exper ien cin g on e in ch a n n u a lly. Wind pat ter ns for t h e Da lla s a r ea a r e t ypically fr om t h e sou t h /sou t h east d u rin g t h e sp r in g, su m m er , a n d fall mont h s a n d fr om t h e n or t h /n or t hwest in t h e win t er m on t h s . Th e s ou t h er n win d s a ver a ge bet ween 8.4 a n d 10.0 knots, wh ile t he west /nort hwest erly winds avera ge between 8.5 and 9.8 kn ots.

CLIMATE Loca t ed a ppr oxim a t ely 250 m iles n or t h of t h e Gu lf of Mexico, t h e Da lla s/F or t Wor t h Metr oplex exper iences wha t ca n be ch a r a ct er ized at t im es as a hu m id, su bt r opica l clima te. It is also con t in en t a l, ch a r a ct er ized by a wide r a n ge in seasona l temperat ur es. In gen er a l, su m m er s in t h e a r ea a r e h ot a n d h u m id, ext r em e a t t im es, wh ile wint er m on t h s a r e r ela t ively m ild or cool. A m ea n m a xim u m da ily h igh 1-2

H IS T O R IC AL P L AN N IN G AN D D EVELO P MENT
Th e City of Da llas a cqu ired t h e 1,026 a cr e s it e t o con s t r u ct t h e Red bir d

99MP12-1A-3/16/00

380 WISE DENTON 377 114

Denton
289
35 E

380

Lewisville
75

COLLIN

81 287

Plano Grapevine North Richland Hills Carrolton

66

30 HUNT

Richardson
635

Garland

ROCK WALL

820

Grand
820 Hurst

Irving
30

Ft. Worth

Dallas

Mesquite
20

Terrell

Arlington
20

Prairie

Duncanville
TARRANT

Red Bird Airport

DALLAS 342

Kaufman
243 175 34 KAUFMAN

NORTH

287 174 171

35 W

NOT TO SCALE

35 E

67

ELLIS

45

Ennis
JOHNSON W. Kiest Blvd.
LOOP

NAVARRO 303

Pecan Grove Park

Briar Gate Park Kiest Park

12 Duncanville Rd. S. Hampton Rd.

S.

67

Blue Bird Park

Fr wy

W. Red Bird Ln

DUNCANVILLE
20

Boulder Park

S. Gu sA lex an de r

DALLAS
Beckley Heights Park

W. Camp Wisdom Rd. 67

N. Main

St.

S. Polk St.

Oak Cliff Forest Park

S. Westmoreland Rd.

DALLAS

S. Cockrell Hill Rd.

Boulder Dr.

Wa lto nW alk er Blv d.

W. Five Mile Pkwy

LOOP

W. Ledbetter Rd.

12

RED BIRD AIRPORT

Rd. ger llen Cha

Alexander Park

Exhibit 1A VICINITY MAP

Air por t in 1945. Bet ween 1945 a n d 1953 sever a l im pr ovem en t s t o t h e fa cilit y wer e m a de in clu din g t h e con st r u ct ion of on e con cr et e 3,000-foot b y 1 0 0 -foot n or t h we s t /s ou t h ea s t r u n wa y, con cr et e t a xiwa ys a n d m a in a p r on , t wo h a n gar s, an d dr a ina ge. Ca pit a l out lay for t hese pr oject s t ot a led $1.785 m illion . In 1953, t h e voter s of Da lla s a ppr oved t h e sa le of a $12.5 m illion Gen er a l Obliga t ion Bon d wh ich ea r m a r ked $2 m illion for t h e Redbir d Air por t . At t h is t im e, t h e fir st a irport m a st er plan st udy wa s in it ia t ed pr om pt in g a $2 m illion ca p i t a l i m p r o v e m e n t p r o g r a m . Recom m en ded imp r ovemen t s in clud ed i m p r ov e m e n t s t o t h e r u n wa y , con st r u ct ion of a n ew t er m in a l bu ild in g a n d a ir por t t ra ffic cont rol t ower, an d a fir e st a t ion . Between 1953 a n d 1958, t h e Cit y s pen t $198,755 t o a cqu ir e a d d it ion a l p r op e r t y for a ir p or t expa n sion a n d $917,377 t o con s t r u ct a n ew n ort hwest/sout hea st runwa y (4,450 feet lon g by 150 feet wide), new t a xiwa ys a n d r a m ps , r u n wa y ligh t in g a n d a n a ir por t bea con . Bet ween 1959 a n d 19 70, t h e Cit y con t in u ed im pr oving t h e a ir por t u n der t h e direction of pr eviou s m a st er p la n n in g effor t s. Dur ing th is period, t h e City spen t ju st over on e m illion dollar s for pr oject s in clu din g a ddit ion a l la n d a cqu is it ion for a ir por t exp a n sion , con st r u ct ion of a n ew a dm in ist r a t ion bu ildin g a n d pa r k in g lot , con st r u ct ion of a n ew a ir por t en t r a n ce r oa d a n d em ployees p a r kin g lot , con s t r u ct ion of a n a ir por t t r a ffic con t r ol t ower , ext en sion of Ru n wa y 13-31 (1,000 feet ), in st a lla t ion of t a xiwa y light s on a ll

t a xiwa ys, a nd open in g of t h e a ir por t r est a u r a n t . In 1970, th e Dir ector of Avia t ion in con ju n ct ion wit h U rba n P la n n in g st a ff, pr epa r ed a n ew la n d u se a n d developm en t pla n for t h e a ir por t . I t s pur pose wa s t o p res en t a n d r ecom m en d a st r a t egy for t h e use of th e airport as a ma jor a viat ion a nd industrial airpark. Th is pla n pr oposed a n industrial par k of 240 a cr es on t h e wes t er n sid e of t h e a ir por t , ea st of Westm or elan d Avenu e. Th e ea s t er n p or t ion of a ir por t pr oper t y wa s r ecom m en d ed for a via t ion u ses, a n d t h e fr on t a ge a lon g Ha m pt on Roa d for com m ercial/office uses. The plan also r ecom m en ded t h e r ea lign m en t of Redbir d La n e, pr oposed con n ectin g Br on ze Wa y a t West m or ela n d wit h Bou lder Dr ive t o pr ovide access t o t h e pr oposed in d u st r ia l p a r k, p rop os ed t h e ext en sion of Min t Wa y t o in t er sect Ledbet t er Drive a t Boulder Dr ive, a n d pr oposed ext en din g Moun t a in Sp r in gs Bouleva r d ea st wa r d t o con n ect wit h H a m pt on Roa d. Th e pla n inclu ded sit es for wa t er r eser voir a n d pu m p st a t ion a s well a s a t r a n sit fa cilit y. Avia t ion r ela t ed im pr ovem en t s in clu ded in t h is pla n wer e ext en sion of t h e t wo exis t in g r u n wa ys a n d t h e con s t r u ct ion of a pa r a llel t a xiway for Ru n wa y 17-35. In 1976 a n u pda t e t o t h e 1970 Developm en t P la n was com plet ed. Th is pla n r ecom m en ded t h e design a t ion of a n a lt er n a t e sit e for t h e pu m p st a t ion a n d r eser voir, r eloca t ion of t h e t r a n sit sit e t o t h e int er sect ion of Ma r vin D. Love F r eewa y an d Redbir d La n e, t h e pur cha se of 19 a cr es bet ween Led bet t er Dr ive a n d Mou n t a in Sp r in gs Bouleva r d

1-3

bet ween th e two ru nwa ys, a n d loca t ion of a proposed t r a n s fer st a t ion a d ja cen t t o t h e N a t ion a l Gu a rd Arm ory. In 1981, t h e Da lla s Cit y Coun cil a dopt ed a Developm en t P la n wh ich gen er a lly followed t h e r ecom m en d a t ion s of t h e 1970 an d 1976 Development Plan s. In 1 9 8 6 , t h e C it y in i t i a t e d a n E n vir on m en t a l Assessmen t St udy for t h e proposed r u n wa y ext en s ion of Ru n wa y 13-31. This st u dy wa s a ppr oved a n d t h e r u n wa y wa s exten ded t o its exist in g len gt h .

a n d a ccou n t for 32 per cen t of t h e n a t ion s t ot a l a ct ive a ir cr a ft . Reliever a ir p or t s a r e l oca t ed in m a jor m et r opolit a n a r ea s a n d s er ve t o provide pilot s wit h a n a t t r a ct ive a lt er n a t ive t o u s in g con gest ed com m er cia l ser vice airports. Th e Texas Airport Syst em P la n (TAS P) r ecognized F AAs cla s sifica t ion of t h e Redbir d Air por t a s a r eliever a ir por t t o t h e Da lla s/F or t Wor t h Met r oplex. Th e TASP fu r t h er ca t egorized Redbir d Air por t in it s syst em pla n a s a gener a l a via t ion t r a n s por t a ir por t . Accordin g t o t h e TAS P , t h e m in im u m design s t a n da rds for a t r a n s por t a ir por t include a 5,000 foot by 100 foot r u n wa y, 30,000 poun d sin gle gear wh eel (SWL) p a vem en t st r en gt h , mediu m in t en sit y r u n wa y light ing, full par a llel t a xiwa y, pr ecision a p pr oa ch ca p a bilit y, a n d ter mina l services.

T H E AIR P O R T S S YST EM R OLE

At t h e n a t ion a l level, t h e a ir por t is inclu ded in t h e F eder a l Avia t ion Adm in is t r a t ion s (F AA) N ational Plan of In tegrated Airport S ystem s (N PIAS ). Th e N PIAS inclu des a t ot a l of 3,660 a ir por t s (bot h existing an d proposed) wh ich iden t ify a ir por t s, t oget h er wit h t h e airport developmen t n ecessar y t o m e e t t h e p r e s en t a n d fu t u r e r equ ir em en t s in su ppor t of civil needs. An a irport m u st be in clu d ed in t h e N PIAS t o be eligible for feder a l gr a n t in -a id a s sis t a n ce fr om t h e F AA t h r ou gh TxDOT. Th e Redbir d Air por t h a s be e n designa t ed by th e N PIAS a s a r eliever a ir por t t o t h e Da lla s/F or t Wor t h I n t er n a t ion a l Air port a n d Da lla s Love F ield. Redbir d Air por t is on e of 22 r eliever a ir por t s design a t ed for t h e St a t e of Texas , an d on e of 13 loca t ed in t h e Da lla s /F or t Wor t h Met r oplex r egion . Accor din g t o t h e N PIAS , t h e 334 reliever a irport s across th e cou n t r y h a ve a n a ver a ge of 181 ba s ed a ir cr a ft

AIR P O R T AD MIN IS T R AT IO N
Redbir d Air por t is own ed by t h e Cit y of Da lla s an d is oper a t ed by t h e Da lla s Avia t ion Dep a r t m en t . Cu r r en t ly, t h e Da lla s Avia t ion Depa rt m en t oper a t es t h e Cit ys t wo a ir port s: Da lla s Love F i eld a n d R e d b i r d Air p or t . Adm in ist r a t ion of t h e a ir por t syst em inclu des overseein g th e oper a t ion a n d m a in t en a n ce of th e buildings, r u n wa ys a n d over a ll in fr a s t r u ct u r e, t h e m a rket in g a n d pr om ot ion of t h e a ir por t s sys t em in r ela t ion t o t h e Da lla s a r ea econ om y, a n d t h e coor din a t ion of pr esen t in g a sa fe, frie n dly a n d pr ofession a l a ir por t for t h e t r a velin g pu blic.

1-4

AIRP O R T FACILIT IES

Air por t fa cilit ies ca n be fun ct ion a lly clas sified in t o t wo broad cat egories: a irside a nd la ndside. The a irside ca t egor y includes th ose fa cilit ies dir ectly a s s ocia t ed wit h a ir cr a ft opera tions. Th e la n ds ide ca t egory in clu des t h ose facilit ies n ecessa r y t o provide t h e t r a n sit ion fr om su r fa ce t o a ir t r a n spor t a t ion a n d su p por t fa cilit ies n eces sa r y for t h e sa fe oper a t ion of t h e a ir por t .

a sph a lt . Ru n wa y 13-31 pa vem en t is in fa ir /poor con dit ion , a s a r e a ll a ir field pavement s. Ru n wa y 13-31 is st r en gt h -r a t ed a t 35,000 pou n ds sin gle wh eel gea r loa din g (SWL), 60,000 pou n ds du a l wh eel gea r loa din g (DWL), a n d 110,000 poun ds d u a l t a n d em wh eel loa d in g (DTWL). Sin gle wh eel loa din g refer s t o t h e design of t h e a ir cr a ft la n din g gea r wh ich h a s a sin gle wh eel on ea ch m a in la n din g gear st r u t . Du a l wh eel loadin g r efer s t o t h e design of cer t a in a ir cr a ft la n d in g gea r wh ich h a s t wo wh eels on ea ch m a in la n din g gea r st r u t . Orient ed in a nor t h -sou t h con figu r a t ion , cr os swin d Ru n wa y 17-35 is 3,800 feet lon g a n d 150 feet wid e. Ru n wa y 3-21 h a s been st r en gth r a t ed a t 35,000 poun ds SWL, 60,000 poun ds DWL, a n d 110,000 pou n ds DTWL.

AIRSIDE FACILITIES Airside facilities include ru nwa ys, t a xiwa ys, a ir p or t ligh t in g, a n d n a viga t ion a l a id s. A d ep ict ion of a irside fa cilit ies a t t he a irport is provided on t h e a er ia l p h ot ogr a p h on Ex h ib it 1B . Table 1A su m m a rizes a ir side facility da t a .

Ta x i w a y s Runw ays Th e exist in g r u n wa y con figu r a t ion on Redbir d Airport includes two ru nwa ys, p rim a r y Ru n wa y 13-31 a n d cr os swin d Ru n wa y 17-35. These r u n wa ys r em a in fr om t h e or igin a l con figur a t ion . The a ir por t s or igin a l air field also in clud ed a r u n wa y pa r a llel a nd w est of Ru n wa y 17-35, wh ich wa s r em oved in or d er t o exten d Ru n wa y 13-31. Align ed in a n or t h west-sout hea st con figu r a t ion , Run way 13-31 serves as t h e a ir por t s pr im a r y r u n wa y. Ru n wa y 13-31 is 6,451 feet long by 150 feet wide a n d is con s t r u ct ed of con cr et e. Th e r u n wa y p a vem en t is or igin a l a n d som e a r ea s h a ve been pa t ch ed/over la id wit h 1-5 Th e t a xiwa y syst em a t t h e a ir port is illu st r a t ed in Ex h ib it 1B . Bot h r u n wa ys a t t h e a irport a r e ser ved by p a r a ll e l t a xiwa ys a n d s e v e r a l en t r a n ce/exit an d conn ector ta xiways. Th er e a r e h old in g a pr on loca t ion s p rovided a t ea ch en d of Ru n wa y 13-31. Th e h olding a pr on s pr ovide an a r ea off t h e t a xiway for a ircra ft t o pr epa r e for d ep a r t u r e a n d pr even t dela ys t o a ir cr a ft r ea dy for t a keoff. Ta xiwa ys C, S, an d O serve as pa r a llel t a xiwa ys for Ru n wa y 13-31. Loca t ed n or t h a n d ea st of Ru n wa y 13-31, Ta xiway C is 60-feet wide a n d ser ves t h e n or t h wes t er n p or t ion of t h e r u n wa y fr om t h e Ru n wa y 13 t h r es h old t o t h e

in t er sect ion of Ru n wa y 17-35. The t a xiway cen t er line lies 300 feet t o t h e
TABLE 1A Airside Fa cilities D ata Re db ird Airp ort

n or t h east of cen t er lin e.

the

Ru n wa y

13-31

R u n w a y 1 3 -3 1 R u n w a y L en g t h (fe et ) R u n w a y W id t h (fe et ) R u n w a y S u r fa ce S u r fa ce T r ea t m en t R u n w a y L oa d B e a r i n g S t r e n g t h (p o u n d s ) S in gle W h ee l Loa d in g D u a l W h ee l L oa d in g D u a l Ta n d em W h ee l Loa d in g R u n w a y a n d Ta xiw a y L igh t in g Ap p r oa ch A id s Ap p r oa ch S lop e I n d ica t or s R u n wa y E n d Ap pr oa ch L ig h t in g P a v e m e n t M a r k in g s R u n wa y T a xi w a y, T a xi la n e s , Ap r on s Ta xiw a y L igh t in g I n s t r u m e n t A p p r oa ch A id s W ea t h er R e p or t in g 6 ,4 5 1 150 C on cr e t e N on e 3 5 ,0 0 0 6 0 ,0 0 0 1 1 0 ,0 0 0 MIRL

R u n w a y 1 7 -3 5 3 ,8 0 0 150 C on cr e t e N on e 3 5 ,0 0 0 6 0 ,0 0 0 1 1 0 ,0 0 0 MIRL

V AS I - 4 L R E I L (1 3 ) L D I N (3 1 )

P A P I - 4 R (1 7 ) R E I L (1 7 , 3 5 ) N on e

P r ecision C en t e r lin e , T ie d ow n MITL

N on p r e ci s ion C en t e r lin e , T ie d ow n MITL

ILS (Run wa y 31) VO R T AC , VO R /DM E , G P S , N D B A S O S , L AW R S , AT I S

P AP I -P r e cis ion Ap p r oa ch P a t h I n d ica t or VA S I -Vis u a l Ap p r oa ch S lop e I n d ica t or R E I L - R u n w a y E n d I d en tificat ion L ig h ts L D I N -L e a d - in L i g h t S y s t e m M IT L-M ed iu m In t en sit y T a xiw a y L igh t in g I L S -I n s t r u m e n t L a n d i n g S y s t e m VO R TAC -Ver y H igh F r eq u en cy O m n id ir ect ion a l Ra n ge /Ta ctica l Air N a viga t ion a l Aid V O R / D M E -V e r y H i g h F r e q u e n cy O m n i d i r e c t i on a l R a n g e /D i s t a n ce M e a s u r i n g E q u i p m e n t G P S - G l ob a l P o s it i on i n g S y s t e m N D B -N on d ir ect ion a l R a dio B ea con A S O S -A u t om a t e d S u r f a c e O b s e r v a t i on S y s t e m L A W R S -L i m i t e d A v i a t i on W e a t h e r R e p o r t i n g O b s e r v a t i on S y s t e m AT I S -Air p or t T r a ffic In for m a t ion S er vi ce

Ta xiway S is also 60-feet wide a n d loca t ed a t t he sout her n en d of Ru n wa y 13-31 on t he n ort h a nd ea st side of Ru n wa y 13-31. The cen t er line of 1-6

Ta xiway S, however , is sit u a t ed 530feet fr om t h e r u n wa y cen t er lin e. Ta xiway S also provides direct a ccess to t h e m a in t er m in a l r a m p a n d s ou t h er n

99MP12-1B-5/24/00

LEDBETTER BLVD.

LEGEND
Existing Airport Property Line

B LOCALIZER WASTE TRANSFER STATION REIL

Taxiway Designation Runway End Identifier Lights Visual Approach Slope Indicator Precision Approach Path Indicator Lead-In Approach Lights

HAMPTON RD.

VASI PAPI LDIN

RE IL

VASI REIL E VASI-4

FIRE STATION NO. 49 (ARFF)

MARINER RD.

R.

REMOTE TRANSMITTER AND RECEIVER ANTENNA

P VASI-4 LILS/ GLIDESLOPE

N O

S POLICE HELICOPTER FACILITY (HELIPADS)

LDIN TEXAS NATIONAL GUARD ARMORY

RE IL

REIL

E.

AI

LOVEBIRD LN.

RF

IE

LD

MA

CI

RV

IN

D.

LO

LIGHTED WIND SOCK AND SEGMENTED CIRCLE

VE

FR

ROTATING BEACON

EE

WA

6, 45 B 1' X 15 0'

Y(

U.

AIR TRAFFIC CONTROL TOWER

S.

HIG

HW

RU NW AY D 13 -3 1

NG

PAPI-4 C

ER

RD

.
RUNWAY 17-35 3,801' X 150'

LE

AL

CH

AY

67

WEST MORELAND

REDBIRD CENTER

NORTH

REDBIRD LANE

1000

2000

SCALE IN FEET

Exhibit 1B AIRSIDE FACILITIES

h a n ga r facilities. Ta xiway O is loca t ed a t th e sout hern end of th e run way. It lies bet ween Ta xiway S a n d Ru n wa y 13-31, sepa r a t ed fr om t h e r u n wa y cen t er lin e by 300 -feet . Ta xiwa y O is also 60-feet wide a n d serves as a bypass or capa cit y r elief t a xiwa y. Ru n wa y 17-35 is ser ved by on e pa r a llel t a xiwa y. Ta xiway P is 60-feet wide a n d lies on t h e ea st sid e of t h e r u n wa y. Sit u a t ed 300-feet east of r u n wa y cen t er lin e, Ta xiway P exten ds bet ween Ru n wa y 17 t o t h e n or t h t o Ta xiwa y S (a ppr oxim a t ely m idfield), th en bet ween Ru n wa y 13-31 a n d t h e Run wa y 35 end. Th e a irfield is served by severa l en t r a n ce/exit, conn ector, an d access t a xiwa ys. E n t r a n ce/exit t a xiways a re loca t ed a t ea ch en d of Ru n wa y 13-31 a n d Ru n wa y 17-35. Ru n wa y 13-31 a r e s e r v e d b y a n a d d i t i on a l fi v e en t r a n ce/exit t a xiw ays in clu din g Ta xiwa ys E, D, a nd B n or t h of t h e int er sect ion of t h e r u n wa ys, a s well a s Ta xiwa ys K a nd N sou t h of t h e in t er sect ion of th e ru nwa ys. All of th ese t a xiwa ys a r e 50-feet wid e a n d pr ovide a ccess t o/fr om t h e r u n wa y a n d t h e pa r a llel t a xiwa y. Ru n wa y 17-35 is ser ved by two a ddit ion a l en t r a n ce exit t a xiwa ys, bot h n or t h of t h e inter section of th e ru nwa ys. Ta xiway F is 50-feet wide wh ile Ta xiway J is 60-feet wide. Ta xiwa y F also ser ves a s a con n ect or t a xiway lin kin g t h e m a in t er m in a l a pr on wit h pa r a llel Ta xiway C. Ta xiway R is 70feet wide providin g a ccess t o h a n ga r fa cilit ies in t h e s ou t h wes t er n por t ion of t h e t er m in a l a r ea .

Airfield Lightin g Air field light ing syst ems exten d a n a ir por t s u sefuln ess into periods of darkn ess a n d/or poor visibilit y. A var iety of ligh t ing syst em s a r e inst a lled a t t h e a ir por t for t his pur pose. These ligh t in g system s, ca t egorized by fu n ct ion , ar e su m m a r ized a s follows: Id e n t i fi c a t io n Li g h t i n g : Th e loca t ion of a n a ir port a t n igh t is u n iver sa lly ind ica t ed by a r ot a t in g bea con . A r ot a t in g beacon pr ojects t wo beam s of ligh t , on e wh ite a n d on e green , 180 degrees a p a r t . Th e r ot a t in g bea con a t t h e a irport is loca t ed on t op of t h e a irport t r a ffic con t r ol tower (ATCT). R u nw a y a n d T a x iw a y Li g h t i n g : Ru n wa y a nd t a xiway ligh t ing u t ilizes ligh t fixtu r es pla ced n ea r t h e pa vemen t edge t o defin e t h e la t er a l lim it s of t h e pa vem en t . Th is ligh t in g is es sen t ia l for sa fe op er a t ion s du r in g n igh t a n d/or t im es of low visibilit y in or der t o m a in t a in sa fe a n d efficient access to a n d fr om t h e r u n wa y a n d a ir cr a ft p a r kin g a r ea s . Bot h r u n wa ys a r e equ ipped wit h m ediu m in t en s it y r u n wa y light in g (MIRL). Th e in t en sit y of t h e r u n wa y a n d t a xiwa y ligh t in g ca n be con t r olled by t h e a ir t r a ffic con t r ol t ower per sonn el or by p ilot s in t h eir a ir cr a ft by clicking t heir r a dio microphones. All t a xiwa ys a r e equ ipped wit h m ediu m in t en s it y t a xiway ligh t s (MITL). Vi s u a l Ap p r o a c h Li g h t i n g : F ou r -box visua l appr oach slope indicat ors (VASI4L) a r e a va ila ble on t h e left side n ea r t h e ends of Ru n wa y 13 a n d 31. Th e

1-7

VAS I s con s is t of a fou r box con figu r a t ion of ligh t s n ea r a n d left of t h e ru nwa y th resh old t o a id pilot s in la n din g. Th ese ligh ts ena ble pilots t o d et er m in e wh et h er t h ey ar e a bove or below t h e d es ign ed des cen t p a t h t o t h e r u n wa y. Ru n wa y 17 is s er ved by a sim ila r u n it , t h e fou r -box precision a ppr oa ch pa t h indica t or (P AP I-4R) wh ich is loca t ed n ea r t h e en d , on t h e r igh t sid e of t h e r u n wa y. An a ppr oa ch ligh t syst em s h a s been in st a lled t o a i d in ins t r u m en t a ppr oa ch es t o t h e a ir por t . Run wa y 31 is equ ipped wit h a lead -in light syst em (L DI N ). Th is ligh t in g sys t em s a ids in pr ovidin g t h e pilot wit h iden t ifyin g t h e r u n wa y a n d devia t ion fr om t h e a ppr oa ch pa t h dur ing periods of in clem en t wea t h er or a t n igh t t im e. R u n w a y E n d Id e n ti f ic a t i o n Li g h t in g : Ru n wa y en d iden t ifica t ion ligh t s (RE I Ls ) p rovid e r a p id a n d posit ive iden t ifica t ion of t h e a ppr oa ch en d of t h e r u n wa y. RE ILs a r e t ypically u sed on r u n wa ys wit h n o ot h er a ppr oa ch lighting systems. The REIL syst em con sist s of t wo syn ch r on ized fla s h in g lights, loca t ed la t er a lly on ea ch side of t h e r u n wa y t h r es h old fa cin g t h e a p pr oa ch in g a ir cr a ft . RE I Ls a r e ins t a lled on Ru n wa ys 13, 17, a n d 35. P ilo t Controlled Ligh t in g : All a ir field ligh t ing syst em s a r e con t r olled t h r ou gh a pilot con t r olled ligh t in g syst em (P CL) which a llows pilots t o a ct iva t e a n d con t r ol t h e in t en sit y of t h e ligh t in g a t n igh t fr om t h e a ir cr a ft wit h t h e u se of t h e a ir cr a ft s t r a n sm it t er . Th e PCL system redu ces t h e cost of op er a t in g t h e a ir field ligh t in g syst em by

a u t om a t ica lly t u r n in g-off t h e ligh t in g syst em s wh en t h ey ar e n ot in u se.

P a v e m e n t Ma r k in g s P a vem en t m a r k in gs a id in t h e m ovemen t of a ir cr a ft a lon g a ir por t su r fa ces a n d id en t ify closed or h a za r d ou s ar eas on t h e a irport . The pr ecision m a rkin gs on Ru n wa y 31 iden t ifies t h e r u n wa y cen t er lin e, pa vemen t edge, design a t ion , t ou chdown point , t h r esh old, a n d a ir cr a ft h oldin g positions. Th e n onpr ecision m a r kin gs on Ru n wa ys 17-35 a n d 13 iden t ify th e r u n w a y ce n t e r lin e , d e s i gn a t i on , t ouchdown point , thr eshold, a n d a ir cr a ft h old in g posit ion s. Ta xiwa y a n d a pr on t a xila n e cen t er lin e m a r kin gs a r e pr ovided t o a ssist a ir cr a ft u sing th ese a ir por t sur faces. P a vem en t m a r k in gs also iden t ify a ir cr a ft p a r kin g positions.

H e li p a d s F ou r h elipa ds a r e loca t ed on t h e sout hwest side of t h e a ir por t . Th ese helipads a r e n ot public use facilities an d a r e u sed on ly by t h e Cit y of Da lla s P olice Depa r t m en t for t r a ining pur poses only. Tra nsient helicopter s oper a t e t o a n d fr om t h e a ir cr a ft p a r kin g a p r on on t h e ea st side of t h e a irport , adja cen t t o t h e t er m in a l bu ildin g com plex. Exh ibit 1B depicts t he locat ion of th e helipads.

LANDS IDE FACILITIES Lan dside fa cilit ies in clu d e a ir por t t er m in a l bu ildin g a n d a u t om obile p a r kin g facilit ies , a ir cr a ft st or a ge

1-8

facilities, a ir cr a ft p a r kin g a p r on s , a n d s u pp or t fa cilit ies su ch a s a ir cr a ft m a int en a n ce, fu el st or a ge, a n d a ir cr a ft r escu e an d fire fight ing facilities. Wit h in t h e d is cu s sion of la n dside fa cilit ies is a des cr ipt ion of exist in g gener a l a viat ion ser vices a n d a ir por t t en a n t s. La n dside fa cilit ies a r e depict ed on Ex h ib it 1C .

Th er e a r e seven con ven t ion a l h a n ga r s loca t ed on t h e a ir por t t h a t con sist of a ppr oxim a t ely 110,000 squ a r e feet of st or a ge a nd m a in t en a n ce s pa ce. Th e con ven t ion a l h a n gar s a r e lea sed fr om t h e Cit y or pr iva t ely owned a n d oper a t ed by t h e t en a n t s pr ovidin g gener a l a via t ion ser vices a t Redbir d Air por t . Ex h ib it 1C d ep ict s t h e loca t ion s of t h e h a n ga r fa cilit ies a t t h e a ir por t .

Ai rc r a ft P a r k i n g Ap r o n Th e Redbir d Air por t provides a t ota l of a ppr oxim a t ely 38,000 squa re yar ds of a p r on a r ea , p rovid in g spa ce for a ir cr a ft m ovemen t a n d loca l a n d t r a n sien t a ir cr a ft t iedown . Th e m a in a ir cr a ft pa r k in g a pr on , app r oxima t ely 36,000 s qu a r e yards, exten ds fr om t h e la r ge con ven t ion a l h a n ga r s t o t h e n or t h t o Da lla s Air cr a ft Ser vices t o t h e s ou t h . Th e ter mina l building lies n ea r t h e cen t er of t he a ircra ft pa rk ing apr on . Ot h er a ir cr a ft p a r kin g a p r on s a r e loca t ed a dja cen t h a nga r fa cilit ies t o t h e n or t h a n d sou t h of t h e t er m in a l bu ildin g. Au t om o bile P a rk in g Th e a irport suppor t s severa l a u t om obile p a r kin g lot s spora dica lly loca t ed on t h e a ir por t . Th e t h r ee la r gest a u t om obile p a r kin g lot s a r e loca t ed ea s t a n d north /north east of t h e a ir por t t er m in a l bu ildin g. Au t om obile pa r kin g is also a vaila ble a djacent pr ivat ely own ed h a n ga r s a n d a via t ion service providers.

F u e l S t o ra g e Th e airport is suppor t ed by two s ep a r at e fu el fa r m s, on e loca t ed n or t h a n d on e sou t h of t h e t er m in a l bu ildin g. Th e n or t h fu el fa r m , loca t ed a dja cen t t h e n or t h t er m in a l p a r kin g lot , in clud es t wo 10,000 ga llon ca pa cit y st ora ge ta nk s, on e for 100LL (Avgas) st or a ge a n d on e for J et A stora ge. These ta nks a r e leased by Da llas Air cr a ft Ser vices. Th e sout h fuel far m , locat ed a dja cen t Ea st Air field Cir cle, cont a ins on e 12,000 ga llon ca p a cit y s t or a ge t a n k for J et A st or a ge a nd one 10,000 ga llon capa cit y st or a ge t a n k for 100LL st or a ge. Da lla s Air cr a ft Ser vices m a int a ins t wo fu el deliver y t r u cks, on e wit h 3,000 ga llon J et A st or a ge ca pa city a n d on e with 750 ga llon 100LL st ora ge capa cit y. 1-9

H an g a r F a ci li ti es Th er e a r e a t ot a l of 126 in dividu a l, en closed T-ha ngar s u n it s a t Red bir d Air por t , t otaling a ppr oxima t ely 140,600 s qu a r e feet of st or a ge sp a ce in six sepa r a t e str uctu res. These facilities ar e grouped to the sou t h ea s t of t h e a ir por t t er m in a l bu ilding a s depict ed on Exh ibit 1C . Th e a ir por t a lso pr ovides seven execut ive h a n ga r s, pr ovidin g m or e individu a l st or a ge spa ces t h a n Th a n ga r s provide. These facilities ar e p riva t ely own ed a n d a r e loca t ed n or t h a n d s out h of t h e t er m in a l bu ildin g.

Aircraft Res cu e a nd Firefightin g Alt h ough t he Redbird Airport d oes n ot r eceive r egula r sch edu led pa ssen ger ser vice, t h e a irport pr ovides lim ited a ir cr a ft r es cu e a n d firefigh t ing (ARF F ) services. Cit y F ir e St a t ion Nu m ber 49, loca t ed a t t h e cor n er of H a m pt on Roa d a n d Ch a llen ger Roa d (a ir por t en t r a n ce) h ou ses t h e a irport s ARF F vehicle. Alon g wit h t h e ARF F veh icle, t h e st a t ion is m a n n ed 24 h our s, seven da ys by t h r ee cr ews of t h r ee in dividu a ls dedica t ed a nd t r a in ed sp ecifica lly for ARF F s er vices. The Osh kosh TI -3000 ARF F vehicle ha s 3,000 ga llon wa t er ca pa cit y a n d 420 ga llon ca pa cit y a ir cr a ft fir e figh t in g foa m (AF F F ).

t h r ee t r a ct or s t wo m ower s (on e ba t win g m ower )

Airp o rt Tra ffic Co n tro l To w e r Th e a ir por t t r a ffic con t r ol tower (ATCT) is loca t ed a t op t h e n or t h west er n port ion of t h e a ir port t er m in a l bu ildin g. ATCT s er vices ar e provided by Robinson-Van Vu r en a n d Associa t es (RVA) u n der con t r a ct wit h t h e F eder a l Avia t ion Adm in ist r a tion (F AA). RVA h a s h eld t h e con t r a ct t o pr ovide ATCT ser vices sin ce 1995. Th e ATCT oper a t es bet ween t h e h ou r s of 8:00 a .m. a n d 9:00 p.m. da ily. Tower per son n el pr ovide a n a r r a y of con t r ol ser vices in cludin g gr oun d cont r ol (121.7 Mh z), clea r a n ce deliver y (118.625 Mh z), a n d a ir field/a ir spa ce con t r ol (120.3 Mh z). Tower per son n el a lso provide a n a ir por t t r a ffic in for m a t ion ser vice (ATI S) wh ich is a r ecor ded m essa ge, u pda t ed h our ly, a n d broa dca st on 126.35 Mhz. ATIS gen er a lly pr ovides pilots wit h t h e a ir por t s r ecen t wea t h er con d it ion s a n d a n y n ot ices t o a irm en (NOTAMs) filed for t h e da y t h a t a r e p er t in en t t o t h e Redbird Airport or its en virons. Dur ing times wh en t he t ower is closed, t h e a irport is ser ved by th e com m on t r a ffic a dvisor y ch a n n el (CTAF ) on 120.3 Mhz which a llows pilots t o br oa dca st t h eir in t en t ion a n d posit ion .

Ai rp o rt Ma i n te n a n c e Air por t m a in t en a n ce per son n el oper a t e fr om t h e a ir por t t er m in a l bu ildin g. Th e a ir por t m a in t a in s t h r ee m a in t en a n ce equ ip m en t st or a ge fa cilit ies, in clu din g t wo t r a ct or sh eds a n d on e st ora ge bu ildin g. Th e a ir por t em p loys fou r fu llt im e m a in t en a n ce per sonn el. Th e a irport own s a n d oper a t es severa l vehicles in s u pp or t of it s m a in t en a n ce p r ogr a m . Air por t m a in t en a n ce equ ipm en t in clu de t h e following: 1990 F or d Br on co em er gen cy r esp on se veh icle 1998 Ch evy cr ew ca b pick-u p t r u ck 1989 I n t er n a t ion a l H a r vester t wo t on d u m p t r u ck ch em ica l spr a yer snow pow sa n d spr ea der m ot or ized sweeper front end loa der 1-10

We a t h e r R e p o rt i n g Ai d s Redbir d Air port is equ ipped wit h a n Au t om a t ed Su r fa ce Obser va t ion Syst em

99MP12-1C-5/24/00

VARTEC/DALLAS AIRCRAFT SERVICE

CLUB MARKETING

PERFORMANCE AIRCRAFT DALLAS AIRCRAFT SERVICE AVIONICS OFFICE AERONAUTICAL INST. OF TECHNOLOGIES DIESEL FUEL

FIRE STATION NO. 49 (ARFF)

F AKRIDGE AIRCRAFT INTERIOR

PARKING LOT

STORAGE BUILDING

CH

AL

LE NG

ER

RD

AVOYELLES RENTAL

FUEL STORAGE PARKING LOT

MARINER RD.

ELECTRICAL VAULT

ATCT

TERMINAL PARKING LOT

T-HANGARS

J AIRPORT TERMINAL BUILDING DALLAS AIRCRAFT SERVICE K JLC AVIATION TBA INSURANCE PROCTECTION CONTROL NORTH TEXAS AVIATION
E. AI CI

JOE POOL POST OFFICE

ONE WEST BUILDING

FUEL STORAGE COMPASS CALIBRATION PAD

NORTH

N S CITY OF DALLAS POLICE HELICOPTER FACILITY (HELIPADS) WELLS FARGO

400

SCALE IN FEET

RF

IE

LD

R.

Exhibit 1C LANDSIDE FACILITIES

HAMPTON RD.

(ASOS). Th e ASOS pr ovides a u t om a t ed a via t ion wea t h er obs er va t ion s 24 h ou r s a da y. Th e syst em u pda t es wea t h er ob s er va t i on s ever y m i n u t e , con t in u ou sly r epor t in g sign ifica n t wea t h er ch a n ges a s t h ey occu r . Th e ASOS r eport s clou d ceilin g, visibilit y, t em per a t u r e, dew poin t , win d dir ect ion a n d speed, a ltim et er setting (barom et r ic pr essu r e), den sit y a lt it u de (a ir field eleva t ion cor r ect ed for t em per a t u r e), pr ecipita t ion ident ifica t ion , and freezing r a in occu r r en ce. The ASOS is loca t ed west of Ru n wa y 13-31 (a ppr oxima t ely m idfield) a n d ca n be rea ch ed by t elephone by dia ling (214) 330-5317. Th e a ir por t is a lso ser ved by a n on -sit e wea t h er obs er ver . Th e lim it ed a via t ion wea t h er r ep or t in g stat ion (LAWRS) pr ovides obs er ver s wh o r ep or t clou d h eigh t , wea t h e r , obs t r u ct ion t o visibilit y, t em per a t u r e, dewpoin t , su r fa ce wind, a ltim et er set t in gs , a n d an y oth er pert inent rem ar ks.

ser vices. Th e a ir port is s er ved by one full service fixed base op er a t or s (F BO), Da lla s Air cr a ft Ser vices. Da lla s Air cr a ft Services m a in offices a r e loca t ed im m edia t ely s ou t h east of t h e t er m in a l bu ildin g. The followin g pr ovides a br ief dis cu s sion of gen er a l a via t ion s er vices a t t h e a ir por t : D a l la s Ai rc ra ft Se rv ic e s - t ie-down r en t a l, h a n ga r r en t a l, fu el (100LL a n d J et A), pas sen ger t er m ina l/lou n ge, fligh t tr ain ing, aircraft r ent al, cha rt ers, cour tesy t r a n spor t a t ion , pilot lou n ge, a ir cr a ft a vion ics, a n d a ir cr a ft ser vice a n d m a int en a n ce. Ae ro n a u t i c a l Ins titu t e of Te c h n o lo g ie s - a ir cr a ft m a in t en a n ce sch ool. Ak r id g e Ai rc r a ft In t e r i o r - a ir cr a ft in t er ior r es t or a t ion s a n d in s t a lla t ion s . Av o y e l l e s R e n t a l m a in t en a n ce . P e r fo rm a n c e Air c r aft a vion ics a n d m a in t en a n ce a i r cr a ft

Ai rp o rt Ut ili ti es Th e a va ila bilit y a n d ca pa cit y of t h e u t ilit ies serving th e airport a r e fa ct or s in det er m in in g t h e developm en t pot en t ia l of t h e a ir por t pr oper t y, a s well a s t h e lan d im m edia t ely a djacent t o t h e fa cilit y. Th e a ir por t is pr ovided a ll ut ility services.

a ir cr a ft

R ed Bird Re s ta u ra n t - r est a u r a n t .

Ot he r Air por t Te n an t s Cit y o f D a lla s Wa s te Tra n s fe r S t a t i o n - r efu se t r a n sfer st a t ion J o e P oo l P o s t Offi c e - U .S. P ost a l Ser vice. On e We s t B u ild in g - office bu ildin g. Te x a s Na tio n al Gu ard Arm ory - U.S . ar med services. 1-11

Ge n e r a l Av i at io n S e r vi c e s A fu ll r a n ge of a via t ion s er vices a r e a va ila ble a t Redbir d Airp or t . Th is inclu des a ir cr a ft r en t a l, fligh t t r a in in g, a ir cr a ft m a in t en a n ce, a ir cr a ft ch a r t er , a ir cr a ft fu elin g, a n d m a n y ot h er

We lls F a rg o B u ild in g - ba n k/office bu ildin g.

VICIN ITY AIR S P ACE, N A VIG AT IO N AL AID S , AIR T R AFFIC CO N T R O L , AN D A IR P O R T S

VICIN ITY AIRS P ACE To en s u re a s a fe a n d efficien t a ir spa ce en vir on m en t for all aspects of a via t ion , t h e F AA ha s esta blished a n a irspa ce s t r uct u r e t ha t r egula t es a n d est a blishes p rocedu r es for a ir cr a ft u s in g t h e N a t ion a l Airsp a ce Syst em . Th e U.S. a ir spa ce s t r u ct u r e pr ovides for t wo basic ca t egories of a ir spa ce, con t r olled a n d u n con trolled, an d iden t ifies th em a s Clas ses A, B, C, D, E , a n d G. Exh ibit 1D gen er a lly illu st r a t es ea ch a ir spa ce t yp e in t h r ee-dim en sion a l for m . Cla ss A a ir spa ce is con t r olled a ir spa ce a n d in cludes a ll air spa ce fr om 18,000 feet m ea n sea level (MSL) t o Fligh t Level 600 (a ppr oxima t ely 60,000 feet MSL). Cla ss B a ir spa ce is con t r olled a ir spa ce s u rr ou n d in g h igh ca pa cit y com m er cia l ser vice a ir por t s (i.e. Da lla s F or t Wort h I nt ern a t iona l Airpor t ). Class C a ir spa ce is con t r olled airs pa ce s u rr ou n din g lower a ct ivit y com m er cia l ser vice a n d som e m ilit a r y a ir port s. Class D air spa ce is cont rolled a irsp a ce s u rr ou n d in g a ir port s wit h a n a ir t r a ffic con t r ol t ower . All a ir cr a ft oper a t in g wit h in Cla ss A, B, C, a n d D a ir spa ce mu st be in con t a ct wit h t h e a ir t r a ffic con t r ol t ower facilit y r espon sible for t h a t pa r t icu lar a irsp a ce.

Cla ss E is con t r olled a ir sp a ce t h a t en com pa sses a ll in st r u m en t a ppr oa ch pr ocedu r es a n d low a ltit u de feder a l airwa ys. On ly a ir cr a ft con d u ct in g in s t r u m en t flights a re r equ ired t o be in con t a ct with a ir t r a ffic con t r ol when oper a t in g with in Cla ss E a irsp a ce. Wh ile a ir cr a ft con d u ct in g visu a l flight s in Cla s s E a ir sp a ce a r e n ot r equ ir ed t o be in r a d io com m u n ica t ion s wit h a ir t r a ffic con t r ol facilities, visua l fligh t ca n on ly be condu ct ed if m in im u m visibilit y a n d cloud ceilin gs exist. Class G a ir spa ce is u n con t r olled a ir sp a ce t h a t does n ot r equ ir e con t a ct wit h a n a ir t r a ffic cont r ol fa cilit y. Air spa ce in t h e vicin it y of Redbir d Air por t is im pa ct ed by t h e n u m ber of a ir por t s a n d t h e h igh level of fligh t a ct ivit y in t h e Da lla s a r ea . Th e loca l a irspa ce is depict ed on Ex h ib it 1E . Th e a irpor t is locat ed with in Class D a ir spa ce. Th e Class D a irsp a ce for Redb ir d Air por t cir cles t h e a ir por t a t a r a d iu s of fou r n a u t ical m iles. Th e Redbir d Airport Clas s D a ir spa ce ext ends fr om t h e su r fa ce t o 3,300 feet MSL. Clas s E a irsp a ce a lso ext en ds a ppr oxim a t ely 12 m iles t o t h e n or t h a n d t o t h e s ou t h wes t t o a ccom m od a t e t h e p rim a r y a r r iva l r ou t es for t h e in st r u m en t a ppr oa ch pr ocedu r es t o t h e a ir por t . Th e a irsp a ce a bove 3,000 MSL t o 11,000 MSL over Redbird Airport is Class B a ir spa ce su r r ou n din g t h e Da lla s /F or t Wor t h In t er n a t ion a l Air por t a n d Da lla s Love F ield. Th e Cla ss B a ir spa ce in t h e vicin it y of Redbird Airport provides for a r ea s of con t r olled a ir spa ce a lon g p rim a r y a r r iva l r ou t es t o t h e Da lla s

1-12

99MP12-1D-5/24/00

FL 600 18,000 MSL

14,500 MSL

CLASS A CLASS E
LEGEND

AGL FL MSL -

Above Ground Level Flight Level in Hundreds of Feet Mean Sea Level

NOT TO SCALE
Source: "Airspace Reclassification and Charting Changes for VFR Products," National Oceanic and Atmospheric Administration, National Ocean Service. Chart adapted by Coffman Associates from AOPA Pilot, January 1993.

CLASS G

CLASS B
40 n.m.

CLASS C Nontowered Airport

30 n.m. 20 n.m.

700 AGL CLASS G

20 n.m. 12 n.m. 10 n.m.

Nontowered 1,200 Airport AGL CLASS D

10 mi.

CLASS G
DEFINITION

CLASS G

CLASSIFICATION

CLASS A CLASS B CLASS C CLASS D CLASS E CLASS G

Generally airspace above 18,000 feet MSL up to and including FL 600 . Generally multi-layered airspace from the surface up to 10,000 feet MSL surrounding the nation's busiest airports. Generally airspace from the surface to 4,000 feet AGL surrounding towered airports with service by radar approach control. Generally airspace from the surface to 2,500 feet AGL surrounding towered airports. Generally controlled airspace that is not Class A, Class B, Class C, or Class D. Generally uncontrolled airspace that is not Class A, Class B, Class C, Class D, or Class E.
Exhibit 1D AIRSPACE CLASSIFICATION

99MP12-1E-3/15/00

Lane Ironhead

Decatur Aero Country Palmer Denton Kittyhawk Lakeview Northwest Air Park-Dallas Frisco McKinney

Ft. Worth Alliance Hicks

Mufin NDB

Dallas-Ft. Worth International

Cowboy VOR/DME

Addison

Rockwall

Saginaw

Dallas Love
Ranger VORTAC Maverick VOR/DME Mesquite NDB

NAS Ft. Worth JRB/Carswell

Ft. Worth Meacham Grand Prairie

Redbird NDB

Mesquite

Arlington Sycamore

REDBIRD AIRPORT

JECCA NDB

Lancaster
V 36

Bourland

Ft. Worth Spinks

Carrol
Lancaster NDB

Mid-Way

LEGEND
Airport with other than hard-surfaced runways Airports with hard-surfaced runways 1500 ft. to 8069 ft. Airports with hard-surfaced runways greater than 8069 ft. or some multiple runways less than 8069 ft. VORTAC VOR/DME Non-Directional Radiobeacon (NDB) Compass Rose Victor Airways Source: Dallas-Ft. Worth Sectional Aeronautical Chart National Oceanic and Atmospheric Administration (NOAA) Effective Date: September 9, 1999
NOT TO SCALE

Mode C Veil Class B Airspace Class D Airspace Class E Airspace with floor 700' above surface
NORTH

Exhibit 1E AREA AIRSPACE

In t er n a t ion a l Air port . An a r ea of Cla ss E a ir sp a ce s u rr ou n ds t h e m a jor it y of t h e Da lla s a r ea . Ex h ib it 1E dep ict s t h e boun dar ies of th e th ese a r ea s n ea r t h e Red bir d Air por t . F or a ir cr a ft a r r ivin g or dep a r t in g t h e Da lla s a r ea u sin g VOR fa cilit ies , a syst em of F eder a l Air wa ys, r efer r ed t o a s Vict or a ir wa ys h a s been esta blished. Vict or a ir wa ys a r e cor r idor s of a ir spa ce eigh t m iles wid e t h a t ext en d u pwa r d fr om 1,200 feet AGL t o 18,000 MSL an d exten d bet ween VOR n a viga t ion a l facilities. Th e Vict or a ir wa y in t h e Da lla s a r ea (V369) em a n a t e s fr om t h e Ma ver ick VOR/DME (a t DF W a ir por t ) a n d r u n s t o t h e sou t h a s iden t ified in Exh ibit 1E . Typica lly, t h er e will be sever a l victor a ir wa ys in t h e vicin it y of a m et r opolit a n a r ea . Du e t o high den sit y a ir t r a ffic in t h e Da lla s/F or t Wor t h a r ea , vict or s a r e n ot t h e pr efer r ed m eth od. Th e va st m a jor it y of t r a ffic in t h e a r ea a r e vectored via r egion a l a p pr oa ch con t r ol fa cilit ies pr ovided by t h e F AA.

Th e ins t r u m en t lan din g system (ILS) is a n a ppr oa ch a n d la n din g a id designed t o iden t ify a n a ppr oa ch pa t h 's exa ct a lign m en t . Th e I LS sys t em s a r e ins t a lled t o a llow a p pr oa ch es du r in g p er iods of poor visibilit y. Th e Redbir d Air por t ha s a pu blished I LS a ppr oa ch t o Ru n wa y 31. ILS syst em s pr ovide th r ee fu n ct ion s: 1) guida n ce, pr ovided ver t ica lly by a glide slope bea con , a n d h or izon t a lly by a loca lizer bea con ; 2) r a n ge, fu r n ish ed by m a r ker bea con s; a n d 3) visua l a lign m en t , supplied by t he a pproach light in g system an d ru nwa y edge lights. Th e loca lizer (LOC) a n t en n a s for ea ch a ppr oa ch is loca t ed beyon d t h e fa r en d of a r u n wa y. Th e loca lizer a n t en n a for Ru n wa y 31 is sit u a t ed on t h e ext en d ed cen t er line, 1,000 feet n or t h of t h e Ru n wa y 13 t h r es h old . Th e a n t en n a em it s very h igh fr equ en cy (VH F ) sign a ls t h a t p rovide t h e pilot wit h cour se devia t ion left or r igh t of t h e r u n wa y cen t er line a n d t h e degree of devia t ion . Th e u lt r a h igh fr equ en cy (U H F ) glide slope (GS) tr a n sm it t er for Ru n wa y 31 is loca t ed a ppr oxim a t ely 900 feet n or t h west of t h e Run wa y 31 la n din g t h r esh old. The glide slope t r a n sm itt er for Ru n wa y 3 is loca t ed a ppr oxim a t ely 900 feet north west of t h e Ru n wa y 31 la n din g t h r es h old . Th e t r a n s m it t er s pr ovide a sign a l in dicat in g wh et h er t h e a ir cr a ft is a bove or below t he desired glide pa t h. To fu r t h er a s sis t t h e ILS a ppr oa ch , a n in it ia l a pp r oa ch fix h a s b e e n est a blished t h e La n ca st er NDB. Also, ou t er a nd m iddle ma r ker s h a ve been est a blished t o a id pilot s in d et er m in in g

TE RMIN AL AR EA AND EN ROU TE N AVIGATIONAL AIDS N a viga t ion a l a ids a r e elect r on ic devices t h a t t r a n s m it r a dio fr equ en cies wh ich pilot s of pr oper ly equ ipped a ir cr a ft ca n t r a n sla t e in t o poin t -t o-poin t gu ida n ce a n d posit ion in form at ion. The types of electr on ic n a viga t ion a l a ids a va ila ble for a ir cr a ft flyin g t o or fr om t h e a ir por t include a n in st r u m en t lan din g system (I L S ), t h e ver y h igh fr equ en cy om n idir ect ion a l r a n ge (VOR) fa cilit y, n on dir ect ion a l r a dio bea con (NDB), a n d t h e globa l posit ion in g s ys t em (GP S).

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t h eir p rogr es s a lon g t h e a p pr oa ch . Th e Ru n wa y 31 ILS a ppr oa ch h a s a 3.0 degree glide slope t h a t int ercepts in it ia l a ppr oa ch fix a t a dist a n ce of 7.2 n a u t ica l m iles an d 2,200 feet a bove th e t hr eshold. Th e a ppr oa ch inter cepts t he F er m o ou t er m a r k er a t 4.6 n a u t ica l m iles fr om t h e t h r esh old a t 2,200 feet a bove t h e t h r es h old a n d t h e m iddle m a r ker a t 0.5 na u t ica l m iles fr om t h e t hr eshold, which ser ves a s t h e m issed a ppr oa ch poin t . Th e VOR (ver y h igh om n idir ect ion a l r a nge) provides azimu th rea dings to pilot s of pr oper ly equ ipped a ircra ft by t r a n s m it t in g a r a d io s ign a l a t ever y degree t o provide 360 individua l n a viga t ion a l cou r ses. F r equ en t ly, d is t a n ce m ea s u r in g equ ip m en t (DME ) is combin ed wit h a VOR fa cilit y t o provide dist a n ce a s well a s dir ect ion in for m a t ion t o t h e pilot. In a ddit ion , m ilit a r y t a ct ica l a ir n a viga t ion a ids (TACAN s ) a n d civil VO R s a r e comm on ly com bin ed t o for m a VORTAC. A VORTAC pr ovid es dis t a n ce a n d dir ect ion in for m a t ion t o civil a n d m ilit a r y p ilot s. Th er e a r e severa l VOR fa cilit ies loca t ed in t h e r egion wh ich ca n be u t ilized by pilot s flying t o or fr om Redbir d Air por t . Ar ea VOR fa cilit ies in clu de t h e a for e m en t ion ed Ma verick VOR/DME (a t t h e DF W a ir por t ), t h e Ra n ger VORTAC (t o t h e n or t h west ), an d t h e Cowboy VOR/DME (t o t h e n or t h n ea r Love F ield). Ex h ib it 1E , a m a p of t h e r egion a l a irsp a ce syst em , d ep ict s t h e loca t ion of t h ese VOR facilit ies in relat ion t o Redbird Airport . Th e NDB t r a n sm it s n on dir ection a l r a dio sign a ls wh er eby t h e pilot s of 1-14

pr oper ly e q u ip p e d a ir cr a ft ca n d et er m in e t h e bea r in g t o or fr om t h e NDB fa cilit y a nd t h en h om e or t r a ck t o or fr om t h e st a t ion . Th e Red bir d Air por t is ser ved by th e Redbird NDB, loca t ed on t he sout h side of t h e a ir por t . Th e Lan cast er NDB is loca t ed 9.7 n a u t ica l m iles sou t h ea st of t h e r u n wa y a n d is u t ilized a s t h e in it ia l a ppr oa ch fix for t h e ILS a ppr oa ch t o Ru n wa y 31. Sever a l ot h er a ir por t s in t h e vicin it y of Redbir d Air port a r e equ ipped wit h NDBs u sed for n a viga t ion. Exh ibit 1E depicts th e locat ion of NDBs n ea r Sa gin a w (Mufin N DB) a n d n ea r Mesqu it e Metr o Air por t (Mes qu it e a n d J ecca N DBs). GP S is a n addit ion a l n a viga t ion a l a id for pilot s en r ou t e t o t h e a irpor t . GPS wa s in it ia lly developed by t h e Un ited St a t es Depa r t m en t of Defen se for m ilit a r y n a viga t ion a r ou n d t h e wor ld . I n cr ea sin gly, over t he last few year s, GP S h a s been u t ilized m or e in civilian a ir cr a ft . GP S u ses sa t ellit es p la ced in or bit a r ou n d t h e globe t o t r a n sm it elect r on ic signa ls which pr oper ly equ ipped a ir cr a ft u se t o det er m in e a ltit u de, sp eed, a n d n a viga t ion a l in for m a t ion . GP S a llows pilot s t o dir ectly n a viga t e t o a n y a ir p or t in t h e cou n t r y a n d a r e n ot r equ ir ed t o n a viga t e u sin g a specific n a viga t ion a l fa cilit y. Th e F AA is p r oceed in g wit h a pr ogra m t o gr a du a lly repla ce a ll t r a dit ion a l en r ou t e n a viga t ion a l a ids wit h GP S over t h e n ext deca de. The F AA ph a seo u t s c h e d u l e fo r t r a d i t i o n a l n a viga t ion a l inclu des: VORs bet ween 2005 a nd 2010, an d N DBs bet ween 2000 a n d 2005. Cu r r en t ly, t h e a ir por t is ser ved by a GP S a ppr oa ch t o

Ru n wa ys 17, 31, a n d 35. Discu ssion of th ese a ppr oa ch es is pr ovided in t h e n ext s ect ion .

In s tru m e n t Ap p ro a ch P r oc e d u re s When th e visibilit y a n d clou d ceilin gs det er ior a t e t o a point wh er e vis u a l fligh t ca n n o lon ger be con du ct ed, a ir cr a ft m u s t fol l ow p u blis h ed in s t r u m en t a ppr oa ch pr ocedu r es t o loca t e a n d la n d a t t h e a ir por t . Th er e a r e cu r r en t ly four pu blished in st r u m en t a ppr oa ch es t o t h e Redbird Air por t : ILS Ru n wa y 31; VOR/DME or GP S Ru n wa y 17; VOR or GP S Ru n wa y 31; NDB or GP S Ru n wa y 35.
TABLE 1B Instru m e n t Appro ac h Da ta Re db ird Airp ort

Th e Run wa y 31 ILS a ppr oa ch pr ovides t h e a irport with t h e lowest a ppr oa ch visibilit y m in im u m s . U t ilizin g t h is a p pr oa ch , a pr oper ly equ ipped a ir cr a ft a n d pilot ca n la n d a t t h e a ir por t wit h 200-foot clou d ceilin gs a n d t h r eequ a r t er s of a m ile visibility. The I LS Ru n wa y 31 a ppr oa ch ca n a lso be u t ilized as a loca lizer on ly, or cir clin g a ppr oa ch . A circling a ppr oa ch a llows t h e a p pr oa ch t o be flown t o a n ot h er r u n wa y en d. Det a ils of t h e pu blished in s t r u m en t a p pr oa ch es a r e pr ovided in Tab le 1B .

WE AT H E R MI N IM U M S B Y AI R C R AF T T YP E C a t e g o r y A /B CH VIS C a te g o r y C CH VIS C a te g o r y D CH VIS

I L S R U N W A Y 3 1 A P P R O A C H (AD F R e q u ir e d ) S t r a igh t -In IL S O n ly S t r a igh t -In Loca lizer O n ly C ir clin g 200 500 500 0 .7 5 1 1 200 500 500 0 .7 5 1 .2 5 1 .5 200 500 700 0 .7 5 1 .5 2 .2 5

V O R /D M E O R G P S R U N W A Y 1 7 A P P R O A C H S t r a i g h t - In C ir clin g 500 500 1 1 500 500 1 .2 5 1 .5 500 700 1 .2 5 2 .2 5

V O R O R G P S R U N W A Y 3 1 A P P R O A C H (R a d a r or D M E R e q u ir ed ) S t r a ig h t -I n C ir clin g 700 700 1 1 700 700 1 .7 5 1 .7 5 700 700 2 2 .2 5

ND B OR GPS RU NWAY 35 APPR OACH St r a i g h t -I n a n d C irclin g Air cr a ft C a t e g or i e s a r e follow s : - C a t e g or y A/B 0 -1 20 - C a t e g o r y C 1 21 -1 40 - C a t e g o r y D 1 41 -1 65 800 1 800 2 800 2 .2 5

e s t a b lis h e d b a s e d on 1 .3 t im e s t h e s t a ll s p e e d in la n d in g con fig u r a t ion a s k n ot s k n ot s k n ot s C H -Clou d H eigh t (in feet a bove gr ou n d leve l) V I S - V is i bi li t y (i n m i le s )

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In s tru m e n t De p a rt u re P r oc e d u re s Du e t o t he congested a irspa ce in t h e Da lla s a r ea , t h e Redbir d Airp or t is ser ved by t h r ee st a n da r d a r r ival r ou t es (STARs) a n d six s t a n da r d in st r u m en t depa r t u r es (SID). On ce a ssigned by a ir t r a ffic con t r ol, a ir cr a ft a r r ivin g or d ep a r t in g t h e Redbir d Air por t u n der a n in s t r u m en t fligh t r u le (I F R) fligh t pla n u t ilize th ese STARs and S I Ds t o t r a n sit ion t o/fr om t h e a ir port t o t h eir desired flight pa t h.

t r a n s it in g a bove t h e Cla s s B a n d C a ir spa ce in t h e a r ea a r e con t r olled by t h e Da lla s Air Rou t e Tr a ffic Con t r ol Cent er (ARTCC). Th is fa cilit y con t r ols a ir cr a ft in a la r ge m u lt i-s t a t e a r ea pr ovidin g pilot s wit h a lt it u de, a ir cr a ft s e p a r a t ion , a n d r ou t e gu id a n ce in for m a t ion .

ARE A AIRP ORTS A r eview of t h e a irport s wit h in 30 n a ut ica l m iles of Red bir d Air por t h a s been m a de t o ident ify and distinguish t h e t ype of fa cilities provided in t h e a r ea su r r oun din g t h e a ir por t . P u blic use a ir port s wit h in 30 n a u t ica l miles of t h e a irport a r e illu s t r a t ed on Exh ibit 1E (Area Airspace). In for m a t ion p er t a in in g t o ea ch a irport wa s obt a ined fr om F AA F or m 5010-1, Airport Ma st er Record. Th e a ir por t s wh ich h a ve t h e most im p a ct a n d in flu en ce on t h e Redbird Air por t a r e descr ibed below. Da llas /Fo rt Wo rt h In t e r n a t i o n a l Airp ort (D F W) is loca t ed 15.5 n a u t ica l m iles n or t h /n or t h wes t of t h e Red bir d Air por t . One of th e lar gest an d busiest a ir por t s in t h e wor ld, DFW is clas sified a s a la r ge h u b, com m er cia l ser vice a ir por t . DFW is equ ipped wit h seven pa ved r u n wa ys, wit h t h e lon gest r u n wa y being 13,400 feet long. DF W is ser ved by a n a ir por t t r a ffic con t r ol t ower a n d pr ovides a ppr oa ch /con t rol ser vices for t h e a r ea . An a r r ay of in s t r u m en t a ppr oa ch a ids, inclu d in g pr ecision ins t r u m en t lan din g system (ILS) a ppr oa ches, a id pilot s on a ppr oa ch d u rin g inclem en t weat her conditions. DF W serves as a n in t er n a t ion a l a ir por t a n d a n a ir por t of en t r y p rovid in g cu st om s services on t he a irpor t . Th is 1-16

AIR TR AFF IC CON TROL Th e a irport t r a ffic con t r ol tower (ATCT) loca t ed a t op t h e a ir por t t er m in a l bu ildin g con t r ols a ir t ra ffic wit h in t h e Class D a ir sp a ce t h a t s u r r ou n d s Redbir d Air p or t . ATCT s er vices a r e loca t ed on frequ en cy 120 .3 Mh z. As m en t ion e d p r e v iou s l y, ATCT ser vices a r e p rovided s even da ys bet ween t h e h ou r s of 8:00 a .m. a n d 9:00 p.m . Du r ing a ll ot h er h ou r s, a ir cr a ft pilot s oper a t in g t o/fr om t h e a ir por t ca n broadcast t h eir in t en t ion s on t h e CTAF a lso on 120.3 Mh z. Air cr a ft a r r iving a n d depa r t in g wit h in t h e Da llas a r ea a r e con t r olled by differ en t con t r ol fa cilit ies. The Class B a ir spa ce surrounding Da lla s/F or t Wor t h In t er n a t ion a l Air port a n d Love F ield is con t r olled by t h e Da lla s Ter m in a l Rada r Ap proach C ontrol (T RACON) fa cilit y loca t e d a t t h e D a lla s I nt er n a t ion a l Air por t . Th e Cla ss D a ir spa ce su r r ou n din g Redbir d Airp or t is cont r olled by t h e a ir t r a ffic con t r ol t ower . All a ir cr a ft

a irpor t t ypica lly r a n ks in t h e t op t wo a ir por t s in t er m s of en pla n em en t s (a p pr oxim a t ely 3 0 m illion ) a n d opera tions. Th e a irport a lso ser ves a s a hu b for U PS a nd oth er car go car riers. D a l la s Lo v e Fi e ld , also owned a nd oper a t ed by t h e Cit y of Da lla s, is loca t ed 10 n a u t ica l m iles n or t h of Redbir d Air por t . Love F ield is m ed iu m h u b com m er cia l ser vice a ir port wit h over 3.5 m illion a n n u a l en pla n em en t s a n d ser ves a s t h e pr ima r y hu b a n d cor por a t e hea dqua rt ers for Sout hwest Airlines. Th e a ir port is ser ved by t h r ee ru nwa ys, with Ru n wa y 13R-31L t h e longest a t 8,800 feet , a n d sever a l in s t r u m en t a p pr oa ch p rocedu r e s . Alt h ough it prima rily serves a s a com m er cia l ser vice a ir port , Love F ield is a lso hom e t o 400 a ir cr a ft , inclu din g 316 jets. Love F ield exper ien ces a p p r ox i m a t e l y 2 3 0 , 0 0 0 a n n u a l opera tions. Carro ll Air Pa rk Airp ort , sit u a t ed 7.4 n a u t ica l miles sout h in DeSoto, is a pr iva t ely own ed pu blic-u se a ir por t . Th e a ir por t is ser ved by Run wa y 17-35 pr ovid in g a t u r f la n din g a r ea of 2,600 feet long by 60 feet wid e. Th e a irport h a s 10 ba sed a ir cr a ft in clu d in g 8 sin gle en gin e a ir cr a ft a n d t wo u lt r a ligh t s . Th e a ir por t h a s a n es t im a t ed 500 a n n u a l opera tions. Gr a n d P r a i ri e Mu n i c i p a l Airp ort is loca t ed nine n au tical m iles to th e west of Red bir d Air port . Own ed by t h e Cit y of Gr a n d P r a ir ie, t h is gen er a l a via t ion r eliever a ir por t is ser ved by Run wa y 1735 wh ich ext en ds 4,000 feet long by 75 feet wid e. Gr a n d P r a ir ie Mu n icipa l exper iences a ppr oxima t ely 100,000 a n n u a l opera tions a nd ba ses 287 1-17

a ir cr a ft , in cludin g 34 h elicopt er s. Th e a ir por t is ser ved by a n a ir port t r a ffic con t r ol t ower a n d a n F BO wh ich pr ovides a ir cr a ft m a in t en a n ce a n d fueling services. La n c as te r Airp ort is loca t ed 10 n a u t ica l m iles to th e sou t h ea st a n d is own ed a n d oper a t ed by t h e Cit y of La n ca s t er . Th is a ir por t gen er a l a via t ion a ir por t h a s been designa t ed as a r eliever a ir port by t h e F AA a n d is ser ved by a sph a lt Ru n wa y 13-31 wh ich ext ends 5,001 feet lon g by 100 feet wide. La n ca st er Airport experien ces 40,500 a n n u a l opera tions a nd ba ses 126 a ir cr a ft . Th e a ir por t is ser ved by two F BOs wh ich p rovide a n a r ra y of a via t ion ser vices in clu din g fu elin g, a ir cr a ft r en t a l, fligh t in s t r u ct ion , a n d a ircra ft m a int en a n ce. Ar li n g t o n Mu n ic ipa l Airp ort is loca t ed 11.5 na ut ical m iles to th e west a n d is own ed a n d oper a t ed by t h e Cit y of Ar lin gt on . Th is gen er a l a via t ion a ir por t is a design a t ed r eliever a ir por t by t h e F AA a n d is ser ved by Run wa y 16-34 wh ich exten ds 5,000 feet lon g by 100 feet wid e. Ar lin gt on Mun icipal is a b u s y g e n e r a l a v i a t i on a i r p or t exper ien cin g a p pr oxima t ely 150,000 a n n u a l op er a t ion s a n d ba sin g 306 a ir cr a ft , inclu ding five jet s a n d 10 h elicopter s. The a irport is served by t h r ee F BOs pr ovidin g a n a r ra y of a via t ion ser vices in clu din g fu elin g, a ir cr a ft r en t a l, fligh t in st r u ct ion , a ir cr a ft m a in t en a n ce, oxygen , a vion ics a n d in t er ior r epa ir , a n d a ir cr a ft sa les/br oker a ge. Mid -Wa y Airp ort , owned a n d oper a t ed by t h e cit ies of Midloth ia n a n d Wa xa h a ch ie, is loca t ed 14 n a u t ica l

m iles sou t h of Red bir d Air por t . Th e a ir por t is served by asph a lt pa ved Ru n wa y 18-36 wh ich is 5,000 feet lon g by 75 feet wide. Th er e a r e 26 ba sed a ir cr a ft a n d a n est ima t ed 7,600 a n n u a l oper a t ions. An F BO p rovid es a fu ll r a n ge of ser vices in clu din g a ir cr a ft fu elin g a n d m a in t en a n ce. Ad d i s o n Airp ort is loca t ed 17 n a u t ica l m iles north of Redbird. Addison is a pr iva t ely oper a t ed gen er a l a via t ion a ir por t open t o t h e pu blic a n d h a s been designa t ed as a r eliever a ir port by t h e F AA. Addison Air por t h a s a sph a lt Ru n wa y 15-33 wh ich is 7,202 feet lon g by 100 feet wid e. Th e a ir por t is equ ipped wit h ILS a n d loca lizer a n t en n a s a t bot h en d s of t h e r u n wa y a n d h a s sever a l pu blished in st r u m en t a ppr oa ch p roced u res . Ad dis on Air por t is one of th e busiest gen er a l a via t ion a ir por t s in t h e Met r oplex wit h a t ot a l of 728 ba sed a ir cr a ft a t t h e a ir por t , in clu din g 225 m u lti-en gine a ircra ft , 65 jet a ir cr a ft , a n d 13 h elicop t er s. Th e a ir por t exper ien ces a pp r oxim a t ely 160,000 a n n u a l opera tions. A fu ll-

r a n ge of gener a l a via t ion s er vices a r e a va ila ble a t t h e a ir por t . Me squ it e Me tro Airp ort is sit u a t ed 17.5 n a u t ica l m iles ea st /n or t h ea st of Redbir d in t h e ea s t er n por t ion of t h e Cit y of Mesqu it e. Th is pu blic u se, gener a l a via t ion r eliever a irpor t is own ed by t h e City of Mesqu ite a n d pr ovides con cr et e Ru n wa y 17-35 wh ich ext ends 6,000 feet lon g by100 feet wide. Ru n wa y 17 is s er ved by a n ILS a p pr oa ch . Th er e a r e 210 a ir cr a ft , in clu din g on e jet a n d t wo h elicopt er s ba sed a t t h e a ir p or t . Mes qu it e Met r o Air por t experiences a n est im a t ed 105,000 a n n u a l oper a t ion s, of wh ich 60 p er cen t a r e t r a in in g op er a t ion s. Ser vices provided a t t h e a ir por t include a pa ss en ger t er m in a l facilit y, fu elin g, a n d m a jor a ir fr a m e a n d power pla n t ser vice. Severa l ot h er sm a ller a ir por t a r e loca t ed in t h e vicinit y. Table 1C pr esen t s inform at ion for t hese airports, a s well as t h ose described a bove.

TABLE 1C Airport D ata for P ub lic U se Airports Ne ar Re dbi rd Airpo rt Ai rp o rt Na m e DF W Da lla s Love Field Addis on Air por t Arlington Mu nicipal Gr a n d P r a ir ie La n ca s t er Air p or t Mes qu it e Met r o Ca r r oll Air P a r k Mid-Way Airport Ty p e Comm er cial Comm er cial GA (Reliever) GA (Reliever) Ga (Reliever ) GA (Reliever) GA (Reliever) GA GA R e l a ti o n a l Lo c a t i o n 16nm NNW 10n m N 17n m N 11.5n m W 9.1n m W 9.7nm SE 17.5nmE NE Longest Runw ay 10,801' 8,800' 7,202' 5,000' 4,000' 5,001' 6,000' B a se d Airc ra ft n /a 400 728 306 287 126 210 10 26 An n u a l Op e ra t io n s S e rv ic e s

250,000 Comm er cial 230,000 Com m ./GA 160,000 F u ll GA 150,000 F u ll GA 100,000 F u ll GA 40,500 F u ll GA 105,000 F u ll GA 500 Ba sic GA 7,600 F u ll GA

7.4n m S 2,60 0'(t u r f) 13.7n m S 5,000'

1-18

AR E A L AN D U S E
Th e Redbird Airpor t is loca t ed in wh a t h a s becom e kn own a s t he Redbird a r ea of Da lla s. Th e m a jor it y of t h e s u rr ou n d in g a r ea is es t a blish ed. Residen t ia l a r ea s , r a n gin g fr om low t o h igh d en s it y, a r e loca t ed im m edia t ely n or t h , east , an d west of t h e a ir por t . To t h e s ou t h of t h e a i r p or t i s com m er cia l/in du st r ia l u ses. Oth er com m e r ci a l /i n d u s t r ia l u s e s a r e spor a dically int ersper sed a r ou n d t h e a irpor t . Ex h ib it 1F d ep ict s t h e gen er a lized lan d uses a roun d t h e a ir por t .

or obst r u ct ion s wh ich im pa ir pilot s visibilit y of t h e a ir por t or t h e a ir por t lights. Th e F ligh t Overla y Distr ict wa s est a blished u t ilizin g cr iter ia s et for t h in F eder a l Air Ru les (F .A.R.) P a r t 77 wh ich will be discus sed in m or e det a il in Ch a pt er F ive.

S O CIO EC O N O MIC C H A R A C T E R IS T IC S
F or a n a i r p or t m a s t e r p l a n , s ocioecon om ic ch a r a ct er is t ics a r e collect ed a n d exa m in ed t o der ive a n u n d er st a n d in g of th e dyna mics of gr owt h wit h in t h e st u dy a r ea . Th is in for m a t ion is es sen t ia l in d et er m in in g a via t ion ser vice level requ irem en t s, a s well a s for eca st ing t h e n u m ber of ba sed a ir cr a ft a n d a ir cr a ft a ct ivit y a t t h e a ir por t . Avia t ion for eca st s a r e n or m a lly dir ectly r elat ed t o t h e popu lat ion ba se, econ om ic s t r en gt h of t h e r egion , a n d t h e a bilit y of t h e r egion t o s u st a in a s t r on g econ om ic ba se over a n ext en ded per iod of t ime.

Zo n in g Th e a irport is zon ed I n du st r ia l Res ea r ch with a Specific Us e P er m it (S U P 169) for a ir por t u ses. P r oper t y t o t h e n or t h of t h e a ir por t is zon ed for sin gle fam ily r esiden t ia l u ses, wit h m u lt i-fa m ily, r et a il a n d office zonin g a t t h e cor n er of H a m p t on Roa d a n d Ledbet t er Dr ive. To t h e ea st is m u lt ifa m ily, sin gle fam ily, a n d r et a il zon in g a n d t h e pr oper t y t o t h e sou t h is zon ed for sin gle fam ily, m u lt i-fa m ily, a n d ret ail uses. Th e a ir port an d its environs h ave also been zon ed for a erona ut ical pur poses. Th e Flight Overlay Distr ict is a p a r t of Dallas Developm en t Code. Th e F ligh t Over la y Dist r ict lim it s t h e h eigh t of buildings, t r ees, an d ot h er st r u ct u r es ben ea t h a ir pla n e fligh t p a t t er n s a n d in t h e vicin it y of t h e a ir por t . Th is d is t r ict r egu la t es p h ysica l obstr uctions, obst r u ct ion s t o r a dio com m u n ica t ion s a n d electr on ic sign a ls, 1-19

P OP U LATION Th e size an d st r u ct u r e of t h e loca l com m u n ities a n d t h e s er vice a r ea t h a t t h e a ir por t su ppor t s a r e im por t a nt fa ct or s t o con s id er wh en p la n n in g a ir por t facilities. These fa ct ors pr ovide a n u n d er st a n d in g of t h e econ om ic base t h a t is n eeded t o det er m ine fut u r e a ir por t requirem ent s. Du e t o it s u n iqu e loca le, con sider a t ion a n d a n a lysis of p op u la t ion figu r es sh ou ld be given n ot on ly t o t h e Cit y of Da lla s, bu t t h e wh ole com m u n it y fr om wh ich a via t ion d em a n d ca n be der ived. As pr eviou sly n ot ed, t h e Cit y of Da lla s is pa r t of t h e

D a l l a s /F or t W or t h M e t r o p l e x . H ist or ica l popu la t ion da t a pr esen t ed in Table 1D was obt a ined from Th e Complete Economic and D e m o g raph ic D a ta S o u rc e (CEDDS TAB LE 1D H i s to r ic a l P o p u l a t i o n Are a Cit y of Da lla s Da lla s Cou n t y Da lla s P MSA* St a t e of Texa s Un itedS t a t es 1970 844,401 1,327,696 1,638,002 11,258,475 1980 904,078 1,556,419 2,069,776 14,337,818

2000 ) by Woods an d Poole Economics, I n c. a n d t h e N o r th C e n t r a l Te x a s Coun cil Of Go v ern m e n ts (NCTCOG ) dem ogra ph ic pr ofile.

1990 1,007,618 1,852,810 2,689,820 17,044,776

19 99 (e s t.) 1,068,800 2,042,944 3,261,866 20,058,399 272,895,719

An n u a l % In c r e a s e 0.82 1.50 2.40 2.01 1.01

203,982,313 227,225,622 249,440,647

S ou r ces : Cit y of D a lla s a n d D a lla s C ou n t y ob t a in ed fr om N C T C O G ; Re m a in d er fr om C E D D S , 20 00 * I n clu d e s C ollin , D a lla s , D en t on , E l lis , H e n d e r son , H u n t , K a u fm a n , a n d R ock w a ll C ou n t i es

As in dica t ed on t h e t a ble, t h e popu la t ion for t h e City of Da lla s h a s increa sed a t a n a ver a ge a n n u a l gr owt h r a t e of 0.82 p er cen t bet ween 1970 a n d 1999. In m or e ba sic t er m s, t h e popu la t ion for t h e city h a s in cr ea sed by 224,399 r esiden t s over t h e last 29 year s.

a n d h ea lt h is sign ifica n t ly im pa ct ed by t h e a va ila bilit y of jobs, va r iet y of em ploymen t oppor t u n it ies, a n d t yp es of wa ges pr ovided by loca l an d r egion a l employers.

D alla s Co u n ty Em p lo ym e n t F or D a l l a s Cou n t y, popu la t ion increa sed a t a n a ver a ge an n u a l ra t e of 1.5 p er cen t , gr owin g by m or e t h a n 715,000 r esid en t s. Th e Da llas P MSA popu la t ion n ea r ly doubled, gr owin g a t a 2.4 per cen t a ver a ge a n n u a l r a t e. Accor din g t o in for m a t ion pr esen t ed in Th e Co m p le t e Ec o n o m i c a n d De mo graph ic Dat a S o u rc e (CE D D S 2000 ) by Wood s a n d P oole E con om ics, I n c., Da lla s Coun t y exp er ien ced t h e fift h great est increa se in ch a n ge in t ot a l em ploymen t in t h e cou n t r y, growin g by 988,350. Th e em ploymen t ba se of Da lla s Coun t y is in lar ge pa rt d ep en d en t t h e ser vice, r et a il t r a de, a n d m a n u fa ct u r in g indust ry sectors. Table 1E , pr ovides a h ist or ica l view of em ploymen t by in du st r y for Da lla s Cou n t y between 1970 a n d 1999. 1-20

E MP L OYME N T An a lysis of a com m u n it ys em ploymen t base ca n pr ovide va lu a ble in sigh t t o t h e over a ll well-bein g of t h e com m u n it y. In most ca s es , t h e com m u n it y m a k e-u p

99MP12-1F-5/24/00

LEGEND
Existing Airport Property Line Residential Industrial/Warehouse Commercial/Office Public/Institutional

NORTH

1000

2000

SCALE IN FEET

Exhibit 1F GENERALIZED LAND USES

As in dica t ed on t h e t a ble, t h e ser vice sect or r epr esen t s 34 per cen t of t h e t ot a l em ploymen t in Da lla s Cou n t y. Th e ser vice sect or a lso experienced th e largest gr owt h in t ot a l em ploymen t in Da lla s Cou n t y m or e t h a n t riplin g a n d in cr ea sin g a t a n a ver a ge a n n u a l gr owt h r a t e of 5.05 percen t bet ween 1970 a n d 1999. Th e a gr icu lt u r a l s er vices sect or ,
TABLE 1E E m p l o y m e n t by S e c t o r D allas Co u n ty 1970 7 4 0 ,6 4 3 1 ,3 2 0 1 ,9 9 5 1 0 ,6 0 4 4 4 ,8 8 9 1 4 9 ,6 4 8 5 1 ,8 4 9 1980 1 ,1 0 6 ,7 6 4 1 ,4 0 6 3 ,6 5 7 2 8 ,5 5 7 6 6 ,2 8 4 1 9 3 ,0 7 4 6 7 ,5 3 6 1 0 3 ,1 5 0 1 7 5 ,7 0 0 1 2 3 ,9 4 1 2 3 7 ,4 6 6 1 0 5 ,9 9 3

h owever, h old s t h e h igh es t a ver a ge a n n u a l gr owt h r a t e du r in g t h is per iod in cr ea sin g by 6.63 per cen t a n n u a lly. As a wh ole, t ot a l em ploymen t in Da lla s Cou n t y experien ced a 3.17percen t a ver a ge a n n u a l gr owt h r a t e in cr ea s in g fr om 740,643 in 1970 t o 1,833,304 in 1999.

T o t a l E m p lo y m e n t Farm A g r i cu l t u r a l S e r v i ce s M in in g C on s t r u ct ion M a n u fa ct u r in g T r a n s p or t a t i o n and U t ilit ies W h ole sa l e T r a d e 6 7 ,9 1 6 R e t a il T r a d e 1 1 6 ,1 5 5 F IR E * 7 5 ,7 4 6 S e r v i ce s 1 4 8 ,4 5 0 G ove r n m e n t 7 2 ,0 7 1 Sour ce: Woods a nd Poole CEDDS 2000 * F I RE - F in a n ce, I n su r a n ce, a n d Rea l E s t a t e

1990 1 ,4 5 5 ,2 1 5 992 8 ,7 3 8 3 1 ,8 1 1 5 7 ,0 8 0 1 8 9 ,7 3 9 8 4 ,3 8 3 1 1 7 ,2 8 0 2 2 2 ,8 4 2 1 7 9 ,1 2 3 4 2 9 ,6 9 9 1 3 3 ,5 2 8

1995 1 ,5 9 3 ,1 9 1 940 1 1 ,1 6 7 2 5 ,0 3 1 7 5 ,6 6 8 1 8 3 ,2 6 5 1 0 2 ,2 3 7 1 2 7 ,6 7 5 2 4 5 ,9 3 2 1 7 1 ,8 7 2 5 0 4 ,9 9 0 1 4 4 ,4 1 4

1999 1 ,8 3 3 ,3 0 4 970 1 2 ,8 2 9 2 0 ,7 1 5 9 5 ,3 2 9 1 9 2 ,9 1 9 1 2 9 ,1 3 6 1 3 9 ,9 2 0 2 7 0 ,2 3 5 2 0 2 ,8 6 3 6 2 0 ,1 0 3 1 4 8 ,2 8 5

An n u a l % Grow th 3 .1 7 % -1 .0 6 % 6 .6 3 % 2 .3 4 % 2 .6 3 % 0 .8 8 % 3 .2 0 % 2 .5 2 % 2 .9 5 % 3 .4 6 % 5 .0 5 % 2 .5 2 %

Th er e a r e more t ha n 140,000 bu sin ess es in t h e Da llas a r ea a n d m or e t h a n 5,000 cor por a t e h ea dqu a r t er s. In 1997, Da lla s r a n ked s econ d in t h e n u m ber of F or bes 500 compa nies wit h 12 of t h e n a t i on s l a r g e s t p r i v a t e f i r m s h ea dqu a r t er ed in th e City of Dallas, a n d a t ot a l of 16 in t h e D/F W Met r oplex. Also in 1997, Da llas r a n ked sixt h in t h e n u m ber of F or t u n e 500 com p a n ies wit h n in e of t h e n a t ion s largest pu blic firm s h ea dqu a r t er ed in t h e cit y of Da llas a n d a t ot a l of 15 in t h e D/FW Met r oplex.

Da lla s h a s been du bbed a s t h e Silicon P r a ir ie a s it is a m ong t h e la r gest h igh t ech n ology em ploymen t cen t er s in t h e n a t ion . Th e Telecom Cor r idor , a lon g S ta t e H igh wa y 190 a n d U .S. 75 in t h e Da lla s su bu r b of Richa rdson, ha s over 600 h igh t ech com p a n ies a n d r epr esen t s t h e l a r g e s t c on ce n t r a t i on of t elecom m u n ica t ion s fir m s in t h e n a t ion . Table 1F present s t h e top 20 lar gest employers in t he City of Dallas.

1-21

TAB LE 1F Top 20 Larg e st Em plo ye rs Ci t y o f D a l la s Co m p an y N am e Texa s I nst r u m en t s Ba ylor Un iver sit y Medica l Cent er P a r k la n d Mem or ia l H ospit a l Un iver sit y of Texas SW Medica l Cent er N a t ion sba n k of Texa s Cit y of Da lla s Sou t h west Airlin es N or t h rop Gr u m m an Medica l Cit y Da lla s H ospit a l P r esbyt er ia n H ospit a l - Da lla s Vet er a n s Affa ir s Medica l Cen t er Meth odist Medica l Cent er Texa s Comm er ce Ba n k Texa s U t ilit ies E lectr ic Un it ed S t a t es P ost a l Ser vice Sout h west er n Bell Un it ed P a r cel Ser vice Ch ildr en s Medical Cen t er of Da lla s Th e Da llas Morn ing N ews Richla n d College
S ou r c e: D F W I n fo b y N C T C O G

E m plo y ee s 8,450 7,400 6,480 6,157 4,990 4,950 3,250 3,200 3,000 3,000 3,000 3,000 2,600 2,500 2,490 2,400 2,350 2,300 2,030 2,000

P ER CAP ITA P E R S ON AL IN COME Tab le 1 G, P e r Ca p i t a P e r s o n a l In c o m e (P CP I), com pa r es t h e per ca pit a persona l incom e (a djust ed to $1992) for Da lla s Coun t y, th e Da lla s PMSA, t h e St a te of Texa s, an d t he Un ited S t a t es bet ween 1970 a n d 1999. As illu st r a t ed by t h e t a ble, t h e S ta t e of Texass P CP I ha s m irr ored, bu t sligh t ly t r a iled t h a t of t h e U n it ed St a t es. Th e S ta t e of Texa ss P CP I wa s 93 p er cen t of t h e n a t ion a l aver a ge ($23,811) in 1999. Th e a ver a ge a n n u a l gr owt h r a t e of Texa ss a djust ed PCP I over t he per iod 1-22

wa s 2.03 percen t , wh ile t h e n a t ion s a djust ed P CPI a ver a ged 1.9 p er cen t a n n u a l gr owt h . In 1999, Da lla s Cou n t y h a d a n a djust ed per ca pit a per son a l incom e of $30,442. Th is PCP I 138 percent of th e Sta te a ver a ge ($22,130) a n d 128 per cen t of t h e n a t ion a l aver a ge. Th e gr owt h r a t e of Da lla s Coun t ys a djust ed P CP I over t h e p er iod ou t p a ced bot h t h e St a t e of Texa s a n d t h e Un ited S t a t es in cr ea sin g a n n u a lly by 2.3 per cen t . Th e Da lla s PMSA h a d a $28,657 a dju st ed P CP I in 1999, gr owin g a t a n a ver a ge a n n u a l ra t e of 2.26 percent over t he per iod.

TAB LE 1G Ad ju s te d P e r Ca p it a P e r so n a l In c o m e Are a Dallas P MSA Da lla s Cou n t y St a t e of Texa s Un ited S t a t es 1970 $14,972 $15,763 $12,361 $13,812 1980 $20,013 $20,843 $16,993 $17,203 1990 $23,178 $24,260 $18,609 $20,618 1999 $28,657 $30,442 $22,130 $23,811 An n u a l In c r e a s e 2.26% 2.30% 2.03% 1.90%

Sou r ce: Woods a n d P oole, CE DDS 2000

S U MMAR Y
Th e in for m a t ion d is cu s sed in t h is in ven t or y ch a pt er pr ovides a fou n da t ion upon wh ich t h e r em a in in g elem en t s of t h e p l a n n i n g p r oce s s w i l l be con st ru ct ed. Th is in for m a t ion will provide guida n ce, a lon g wit h a ddit ion a l an alysis a n d da t a collect ion , for t h e developm en t of for eca st s of a via t ion dema nd a nd facility requirem ent s.

D a l l a s / F or t W or t h S ect ion a l Aeronau tical Ch art , U.S. Dep a r t m en t of Com m er ce, Na t ion a l Ocean ic a n d At m osph er ic Ad m in ist r a t ion , 63 r d E dit ion , Decem ber 2, 1999 E dit ion . U .S . T erm in al Proced u res, S ou th Cent ral 2 of 4 , U .S . Depa r t m en t of Com m er ce, Na t ion a l Ocean ic a n d Atm osph er ic Adm inist r a t ion , Apr il 20, 2000 E d it ion . Airport / F a ci li t y Directory, S ou t h Cen tral U.S ., U .S . Depa r t m en t of Com m er ce, N a t ion a l Ocea n ic a n d At m os ph er ic Adm in ist r a t ion , Apr il 20, 2000 1999 E dit ion . R ed bird Airport Developm ent Plan 1981 an d 1987 . En vironm ent al Assessm en t for Proposed R un w ay E xtension at Da llas R ed bird Airport , H owa r d Need les Ta m m en a n d Bergen doff, Apr il 1986. N orth Cen tral T exas Cou n cil Govern m en ts Dem ograph ic Profile. of

D O CU MENT S O U R CES
A va r iet y of d iffer en t d ocu m en t s wer e r efer en ced in t h e in ven t or y p roces s. Th e followin g list in g r eflect s a pa r t ia l com pila t ion of t h ese sour ces. Th e list in g does n ot inclu de t h e da t a pr ovided by Redbir d Air por t , or dr a win gs wh ich wer e r efer en ced for in for m a t ion . An on sit e inven t or y a n d in t er views wit h a ir por t st a ff a n d t en a n t s cont ribut ed to t h e developm en t of t h e in ven t or y effor t . N ational Plan of In tegrated Airport S ystem (N PIAS ), U .S . Depa r t m en t of Tr a n s por t a t ion , F ede r a l Avia t ion Adm inist r a t ion , 1994-1998.

1-23

T h e C om p l e t e E con om i c a n d Dem ographic Data S ou rce (CE DDS ), Woods a n d P oole Econ om ics, 2000. A n u m ber of in t er n et s it es wer e a ccessed a n d con t r ibu t ed in for m a t ion for t h e in ven t or y effor t . Th ese in clu de: Gr ea t er Da llas Ch a m ber of Com m er ce h t t p://www.da lla sch a m ber .org Cit y of Da lla s h t t p://www.ci.da lla s.t x.u s

N or t h Cen t r a l Texas Cou n cil of Govern m en t s (NCTCOG) h t t p://www.m et r oda t a lin e.or g Da lla s Bu sin ess J ou r n a l h t t p://www.bizjou r n a ls .com /da ll as F AA 5010 Da t a , Ar ea Air por t s h t t p://www.a ir n a v.com F AA I nfor m a t ion h t t p://www.faa .gov

1-24

Chapter Two AVIATION DEMAND FORECASTS

AVIATION DEMAND FORECASTS F

acility planning must begin with a definition of the demand that may reasonably be expected to occur at the facility over a specific period of time. For the Redbird Airport, this involves forecasts of aviation activity indicators through the year 2020. In this master plan, forecasts of based aircraft, based aircraft fleet mix, annual aircraft operations, and operational peak periods will serve as the basis for facility development planning. It is virtually impossible to predict with certainty year-to-year fluctuations of activity when looking twenty years into the future. Because aviation activity can be affected by many influences at the local, regional, and national level, it is important to remember that forecasts are to serve only as guidelines and planning must remain flexible enough to respond to unforeseen facility needs. The following forecast analysis examines recent developments, historical information, and current aviation trends to provide an updated set of aviation demand projections for Redbird Airport. The intent is to permit the City of Dallas to make the planning adjustments necessary to ensure that the facility meets projected demands in an efficient and cost effective manner.

DALLAS, TEXAS

AIRPORT

MASTER

FORECASTING METHODOLOGY
The systematic development of aviation forecasts involves both analytical and judgmental processes. A series of mathematical relationships are tested to establish statistical logic and rationale for projected growth. The judgement of the forecast analyst, based upon professional experience and

PLAN

2-1

kn owledge of t h e s it u a t ion , is im p or t a n t t o t h e fina l det er m in a t ion of t h e selected forecast . Th e m os t r elia ble a p pr oa ch t o es t im a t in g a via t ion d em a n d is t h r ough t h e u t iliza t ion of m or e t h a n on e a n a lyt ica l t ech n ique. Meth odologies fr equ en t ly considered include regr ession an alysis an d ma rk et sh ar e an alysis. Th e a n a lysis b egin s wit h a n a s ses sm en t of h ist or ica l tr en ds a s da t a is collect ed a n d sor t ed on a va r iet y of a via t ion in dica t or s a t t h e local, r egiona l, a n d n a t ion a l level. Da t a on a via t ion r ela t ed fa ct or s s u ch a s ba sed a n d r egist er ed a ir cr a ft , a ir cr a ft fleet m ix, a n d a ir cr a ft op er a t ion s was collect ed. Sim ila r ly, s ocioe con om i c fa ct or s s u ch a s p op u la t ion , incom e, an d em ploymen t a r e a lso con sider ed for t h eir effect on a via t ion a ct ivit y. Th e iden t ifica t ion a nd compa rison of the rela t ion sh ips bet ween th ese various indicat ors pr ovides t h e in it ia l st ep in t h e developm en t of rea list ic foreca st s of a via t ion dem a nd. R e g r e s s i o n a n a l y s i s m e a s u r es s t a t is t ica l r ela t ion sh ip s bet we en dep en d en t a n d in dep en den t va r ia bles yieldin g a cor r ela t ion coefficien t . Th e cor r ela t ion coefficien t (P ea r son s r ) m ea su r es a s socia t ion bet ween t h e ch a n ges in a depen den t va r ia ble an d ind epen den t va r ia ble(s). Th e h igh er t h e r va lu e, t h e m or e lik elih ood t h a t t h e va r ia bles a r e r ela t ed in s om e m a n n er . A p er fect cor r ela t ion wou ld be 1.0, h owever , a n r valu e of gr ea t er t h a n 0.90 in dica t es a good cor r ela t ion bet ween t h e var iables. Lower r valu es ca n be, a nd a re oft en u sed, bu t it sh ou ld be r ecognized t h a t t h e corr ela t ion, a n d t h er efor e t h e r elia bilit y, is n ot a s 2-2

s t r on g. Two t yp es of r egr ession a n a lyses a r e oft en u s ed in for eca s t in g a via t ion dem a n d: tr en dlin e pr oject ion an d corr elat ion a na lysis. T r en d l i n e p r ojec t i on is p r obably t h e simplest a n d m os t fa m ilia r of t h e for ecast in g t echn iqu es. By fitt in g cla ssica l growth cur ves to hist or ica l d em a n d da t a , t h en ext en din g t h em in t o t h e fu t u r e, a ba sic t r en dlin e pr oject ion is produced. Beca use t he depende n t va r ia ble (t im e) gr ows a t a con st a n t r a t e, a ba sic assu m pt ion of t h is t echn iqu e is t h a t out side fa ct or s will con t inu e t o a ffect a via t ion d em a n d in m u ch t h e sa m e m a n n er a s in t h e pa st . As br oa d a s t h is a s su m p t ion m a y be, t h e t r en d lin e pr oject ion does ser ve a s a r elia ble ben ch m a r k for com p a r in g ot h er projections. I t is a lso im por t a nt t o r em em ber t h a t t h is m et h odology is t im e sen sit ive a n d on ly a s a ccu r a t e a s t h e da t a en t er ed in t o t h e for m u la . Cor r el a t i on a n a l ys i s provides a m ea s u r e of direct a n a lysis bet ween t wo or m or e sepa r a t e set s of h ist or ica l da t a s u ch a s popu la t ion a n d ba sed a ir cr a ft . Th e a n a lys is is ru n in or der t o d et er m in e wh et h er a ch a n ge in on e da t a s e t (in d e p e n d e n t va r ia b le ) h a s h ist or ica lly r eflect ed a cor r es pon d in g ch a n ge in t h e ot h er (depen den t va r ia ble). Sh ou ld a r ea son a ble cor r ela t ion bet ween t h e t wo da t a set s be det er m ined (r va lu e gr ea t er t h a n 0.90), a r egression a n a lysis ca n t h en be em ployed t o for eca st ch a n ges t o on e of th e dat a set s. An ot h er m et h od com m on ly u t ilized in for eca s t in g aviat ion element s is a m a r k et s h a r e a n a l ys i s . Th is m et h od involves a h ist or ica l review of t h e

a irpor t a ctivit y a s a per cen t a ge, or sh a r e, of t h e la r ger r egiona l, st a t e, or n a t ion a l a via t ion m a r ket . A h ist or ica l m a r ket sh a r e t r en d is det er m ined pr ovidin g a n expect ed m a r ket sh a r e for t h e fu t u r e. Th es e s h a r es a r e t h en m u ltiplied by th e for eca st s of t h e lar ger geogr a ph ica l a r ea t o pr odu ce a m a r ket s h a r e pr oject ion . Th is m et h od h a s t h e sa m e lim it a t ion s a s r egr ess ion a n a lysis t ools, bu t ca n pr ovide a u sefu l ch eck on t h e va lidit y of ot h er for eca s t in g techn iques. A n u m ber of st u dies were u t ilized in p rep a r in g a via t ion for eca s t s for t h e Redbir d Airpor t . In for m a t ion wa s obt a ined fr om a va ila ble st u die s con cer n in g t h e a irpor t , in clu d in g t h e Tex as Airp ort S y st e m P l a n (TAS P ), t h e N ort h Ce n t ra l Te x a s Lo n g R a n g e Aviati o n P l a n (1991), a n d t h e F AA Av i a t i o n F o re c a s t s-F i sc a l Ye ars 2000-2011 . U sin g a br oa d s pect r u m of t h ese local, r egiona l, a n d n a t ion a l socioecon om ic a n d a via t ion t ren ds, foreca st s were developed.

% % %

Ba sed Air cr a ft Ba sed Air cr a ft F leet Mix Loca l a n d It in er a n t Op er a t ion s

N ATIONAL TR EN D S By m ost st a t ist ica l mea su r es, gen er a l a via t ion r ecor ded it s fift h con secu t ive year of gr owt h . F ollowin g m or e t h a n a deca de of decline, t h e gen er a l a via t ion in d u st r y wa s r evit a lized wit h t h e passa ge of t h e Gen er a l Avia t ion Revit a liza t ion Act in 1994 (feder a l legisla t ion wh ich lim it s t h e lia bilit y on gener a l a via t ion a ir cr a ft t o 18 year s fr om t h e da t e of m a n u fa ct u r e). Th is legisla t ion spa r ked a n in t er est t o r en ew t h e m a n u fa ct u r in g of gen er a l a via t ion a ir cr a ft d u e t o t h e r ed u ct ion in p rod u ct lia bilit y a n d a r en ewed opt im ism for t h e in du st r y. Th e h igh cos t of p rod u ct lia bilit y insur an ce was a m a jor fa ct or in t h e decision s by m a n y Am er ica n a ir cr a ft m a n u fa ct u r er s t o slow or d is con t in u e t h e p rod u ct ion of gen er a l a via t ion a ir cr a ft . Accor din g t o t h e Gen er a l Avia t ion Ma n u fa ct u r er s Associa t ion (GAMA), a ir cr a ft sh ipm en t s a n d billin gs gr ew for t h e fift h con secu t ive year in 1999, followin g fou r t een yea r s of a n n u a l declines. In t he first t hr ee qua rt ers of 1999, ge ne r a l a via t ion a ir cr a ft m a n u fa ct u r er s sh ipped a t ot a l of 1,692 a ir cr a ft , 13.4 p er cen t h igh er t h a n t h e sa m e per iod in 1998. Sh ipment s of piston a ir cr a ft a n d jets wer e u p 10.8 a n d 2 6 . 2 p e r cen t , r es pect ively. Tu r bop rop sh ipm en t s in cr ea sed 14.8 in 1998 a n d 8.6 p er cen t t h r ou gh t h e first t h r ee qu a r t er s of 1999.

G EN E R A L A VIA T IO N
Gen er a l a viat ion is defined a s t h e por t ion of civ il a vi a t ion wh ich en com pa sses a ll fa cet s of a via t ion e xce p t com m er cia l a n d m ilit a r y opera tions. To d et er m in e t h e t yp es a n d sizes of fa cilit ies th a t sh ou ld be plan n ed t o a ccom m oda t e gen er a l a via t ion a ct ivit y, cer t a in elem en t s of t h is a ct ivit y mu st be forecast . These in dica t or s of gen er a l a via t ion dem a n d inclu de:

2-3

Bot h t h e n u m ber of a ct ive p ilot s a n d s t u den t pilot st a r t s wer e u p in 1998. Tot a l a ct ive p ilot n u m ber s increa sed by 3.5 per cen t in 1999 over 1998, eclipsin g t h e 0.3 percen t gain t h e pr eviou s yea r . F or 1999, s t u den t pilot st a r t s increa sed for t h e t h ir d con s ecu t ive year , in cr ea sin g by 4.4 per cen t over 1998. These st u den t pilot s a r e t h e fu t u r e of gener a l a via t ion a n d a r e on e of t h e key fa ct or s im p a ct in g t h e fu t u r e dir ect ion of t h e gener al a viat ion indu str y. S in ce most pilot t r a in in g a ct ivit ies a r e con du ct ed u sin g gen er a l a via t ion a ir cr a ft , t h e in cr ea ses in n ew pilot st a r t s a n d in cr ea ses in a dva n ced t r a in in g dis cu ss ed a bove a r e on e of t h e p rim a r y r ea sons for t h e r esu r gen ce in gener a l a via t ion over th e past year s. These increa ses com bin ed wit h t h e increa ses in p ist on -powered a ir cr a ft sh ipm en t s a n d a ir cr a ft p r od u ct ion a r e t a n gible eviden ce of t h e r esu r gence of t h e in du st r y a n d t h a t m a n y of t h e in d u st r y in it ia t ed progr a m s t o r evit a lize gener a l a via t ion h a ve begu n t o yield subst an tive resu lts. Ma n u fa ct u r er a n d in du st r y pr ogr a m s a n d in it ia t ives cont in u e t o revit a lize t h e gen er a l a via t ion in du st r y. N ot a ble init iat ives inclu de t h e N o Pla n e, N o Ga in ca m p a ign s pon sor ed by GAMA a n d t h e N a t ion a l Bu sin ess Avia t ion Associa t ion (NBAA), Pr oject P ilot sponsored by t h e Air cr a ft Own er s a n d P ilot s As socia t ion (AOP A), t h e Lea r n t o F ly ca m pa ign sponsored by t h e N a t ion a l Air Tr a nsport a t ion Associa t ion (NATA), a n d GA Tea m 2000", wh ich is s pon s or ed by more th an 100 indust ry or ga n iza t ion s a nd h a s t h e goal of 100,000 a n n u a l st u den t pilot st a r t s by t h e year 2000. The No P la n e, No Ga in ca m p a ign is a p rogr a m p r om ot in g 2-4

t h e cost effect iven ess of u sin g gen er a l a via t ion a ir cr a ft for bu s in es s a n d corpora t e u ses. Pr oject P ilot a n d Lea r n t o Fly a r e p rogr a m s pr om ot in g tr ain ing of new pilots. Th e gener a l a viat ion indu str y is also la u n ch in g new progra ms to ma ke a ir cr a ft own er sh ip ea s ier a n d m or e a ffor da ble. Th e N ew P ip er Air cr a ft com p a n y ha s cr ea t ed P iper F in a n cia l Ser vices (P F S) t o offer com pet it ive inter est r a tes a n d/or leas ing of P iper a ir cr a ft . Th e E xper im en t a l Air cr a ft Associa t ion offer s fina n cin g for kit bu ilt a irpla n es t h r ou gh a p riva t e len d in g in s t it u t ion . Gen er a l a viat ion a ct ivit y at t owered a ir por t s in cr ease d for t h e t h ir d con secu t ive year 1999, up 5.2 per cen t over 1998. F or t he t hr ee year period, op er a t ion s a t t owered a ir por t s wer e u p 13.4 per cen t . Th e la r gest ga in wa s in loca l (t r a in in g) opera t ions, up 6.5 p er cen t in 1999. I t in er a n t op er a t ion s wer e u p 4.3 per cen t . S in ce 1996, loca l oper a t ion s a r e u p 17.4 p er cen t a n d it in er a n t opera t ions u p 10.7 percen t . Th e ga in in loca l oper a t ion s coin cides wit h t h e ga in s in st uden t pilot st ar ts. Gen er a l a via t ion growth is n ot limit ed t o st r ict ly t o gen er a l a viat ion a irport s, t h r ee of t h e t op 10 a ir por t s sh owin g t h e fast est gr owt h in gen er a l a via t ion oper a t ion s a r e la r ge h u b com m er cia l ser vice a ir por t s (Da lla s /F or t Wor t h , Minn eapolis/St. P a u l a n d Covin gt on / Cin cin n a t i), sign ifyin g t h e cha n ge in t h e gener a l a via t ion fleet t o in clu d e la r ger , m or e soph is t ica t ed t u r bop rop a n d t u r bojet a ir cr a ft wh ich r equ ir e a ir t r a ffic ser vices a n d a irport fa cilit ies sim ilar t o com m er cial a ir car r iers.

I n st r u m en t oper a t ion s a t t owered a ir por t s a n d gen er a l a via t ion a ir cr a ft h a n dled a t en r ou t e t r a ffic con t r ol cen t er s increa sed 4.8 percent a n d 1.9 p e r ce n t , r e s p e c t i v e l y , i n 1 9 9 9 . I n st r u m en t opera tions h ave increa sed five of t h e pa st six yea r s, wit h a ct ivit y ga in s t ot a lin g 17.4 p er cen t over t h e period. Th e n u m ber of gen er a l a via t ion a ir cr a ft h a n dled a t en r ot e t r a ffic con t r ol cen t er s in cr ea sed for t h e eigh t h con secu t ive yea r in 1999. These increa ses a ccom p a n y t h e exp a n din g fleet of s op h is t ica t ed t u r bop rop a n d t u r bojet a ir cr a ft in t h e gen er a l a via t ion fleet a n d t h e exp a n sion in u se of th ese aircraft for bu siness/corpora te u ses. Th e m os t n ot a ble t r en d in gener a l a via t ion is t h e con t in u ed st r ong u se of gener a l aviat ion a ircra ft for bu siness a n d corpora te u ses. For 1998 (th e most cu r r en t yea r of da t a ), bu s in es s a n d cor por a t e u se of gen er a l a via t ion a ir cr a ft r epr esen t ed 23.9 percent of gener a l a viat ion a ct ivit y. Th ese u ses a ccou n t ed for 21.2 percen t of gener a l a viat ion a ct ivit y in 1997. Th e m os t st r ik in g in d u st r y t r en d is t h e con t in u ed gr ow t h in fr a ct ion a l ow n e r s h ip p r ogr a m s . F r a ct ion a l own er sh ip p rogr a m s a llow bu sin esses a n d individuals to pur cha se an inter est in a n a ir cr a ft a n d pa y for on ly t h e t im e t h a t t h ey u s e t h e a ir cr a ft . Th is h a s a l l ow e d m a n y b u s i n e s s e s a n d individuals, wh o m igh t not ot h er wis e, t o own a n d u se gen er a l a via t ion a ir cr a ft for bu sin ess a n d cor por a t e u ses. The five m a jor com pa n ies in t h is in du st r y or E xecut ive J et s Net jet s, Bom ba r diers F lexjet , Ra yt h eons Tr a vel Air , F ligh t Opt ion s a n d TAB a viat ion . Between 1993 a n d 1998, th ese com pa n ies 2-5

expa n ded t h eir fleet a n d sh a r eh olders by 65.2 percent a nd 66.1 percen t , r espect ively. In 1999, th e fr a ct ion a l jet fleet t ot a led 329 a n d sh a r eh old er s t ot a led 1,567. Sin ce 1993, E xecut ive J et h a s ordered 368 n ew a ir cr a ft a n d is p u r p or t e d l y t h e s i n g l e l a r g e s t n on m ilit a r y pu r ch a ser of a ir cr a ft . Wh ile t h e fra ct ion a l jet own er sh ip in d u st r y is ra pidly expa n din g, n ew a t t en t ion h a s been given t h e r egu la t or y oversigh t of t h e in du st r y. P r esen t ly, fr a ct ion a l jet pr oviders oper a t e u n der F eder a l Avia t ion Regu la t ion (F AR) P a r t 91 which govern s gen er a l a via t ion a ir cr a ft . Indu str y pressure is for fr a ct ion a l own er sh ip pr oviders t o oper a t e u n der F AR P a r t 135 wh ich govern com m er cia l oper a t ion s for a ir ca r r ier s, a ir t a xi an d a ir cha r t er compa nies. P a r t 135 oper a t ors believe t h e fr a ct ion a l own er sh ip pr oviders ben efit fr om t h e less r est r ict ive F AR P a r t 91 sta nda r ds. Th e F AA com m ission ed a forma l rulema kin g com m it t ee t o a n a lyze r egu la t or y r equ ir em en t s for t h e in d u st r y. Th eir r ep or t , r eleased in S pr ing 2000, r ecom m en ded t h a t fr a ct ion a l own er s h ip p rovid er s oper a t e u n d er a n ew s u bp a r t of F AR 91. Th e F AA is n ow r eviewin g t h is p rop os a l. A for m a l r u lem a k in g pr oposa l cou ld be ma de with in a year . The fra ctiona l ownersh ip providers a re con cer n ed a bou t a m ove t o r egu la t e t h em a s FAR Pa rt 135 opera tors. F AR P a rt 135 s t a n da r ds would r est r ict t h e n u m ber a n d t yp e of a ir por t s wh ich cou ld be oper a t ed a t by r equ ir in g lon ger r u n wa ys an d airport s wit h a ppr oved wea t h er r epor t ing. If t h ese pr oviders wer e r equ ir ed t o op er a t e u n d er F AR P a r t 135, fr a ct ion a l wou ld n ot be

t r ea t ed a s p r iva t e own er s in foreign coun tr ies, a n d t h e fr a ct ion a ls wou ld be govern ed by int er n a t ion a l bila t er a l agreemen ts. Exh ibit 2A d ep ict s t h e F AA for eca st for a ct ive gen er a l a via t ion a ir cr a ft in t h e Un ited St a t es. The F AA for eca st s gener a l a via t ion a ct ive a ir cr a ft t o increa se a t a n a vera ge an n u a l ra t e of 0.9 per cen t over t h e 13 yea r p la n n in g per iod for gen er a l a via t ion a ir cr a ft . Gen er a l a via t ion a ir cr a ft a r e pr oject ed t o in cr ea se fr om 1204,710 in 1998 t o 230,995 in 2011. Tu r bine-powered a ircra ft a r e pr oject ed t o gr ow fa st er t h a n a ll ot h er segm en t s of t h e n a t ion a l fleet a n d gr ow a t 3.2 p er cen t a n n u a lly t h r ou gh t h e yea r 2011. Tu r bojet a ircra ft a r e pr oject ed t o pr ovide t h e la r gest port ion of t h is growth a nd gr ow a t 4.9 p er cen t a n n u a lly. Tu r bop rop a ir cr a ft a r e pr oject ed t o gr ow a t 1.2 p er cen t a n n u a lly, Th e st r on g growt h pr oject ed for t h e t u r bojet a ir cr a ft is t h e r esu lt of t h e st rong U.S. a nd worldwide econ omy, gr owt h in t h e fr a ct ion a l own er sh ip in du st r y, n ew p r odu ct offer in gs (wh ich include bot h n ew en t r y level a ir cr a ft a n d lon g r a n ge globa l jet s) a n d a sh ift fr om com m er cial a ir t r a vel t o cor por a t e/business a ir t r a vel by m a n y business tr avelers a nd corpora tions. Alt h ou gh t h e gen er a l a via t ion a ct ive fleet is pr oject ed t o in cr ea se a t less t h a n on e p er cen t a n n u a lly, gener a l a via t ion h ou r s flown a r e for eca st t o increa se by 1.7 p er cen t a n n u a lly over t h e t welve year pla n n in g p er iod. Th e t ot a l pilot popu la t ion is pr oject ed t o grow at 2.1 p er cen t a n n u a lly t h r ou gh t h e p la n n in g period. 2-6

G EN E R A L A VIA T IO N U S ER S UR VEYS AN D S ER VICE AREA

Th e in it ia l st ep in det er m in in g a via t ion dem a n d for a n a ir por t is t o d efin e it s gener a lized ser vice a r ea for t h e va r iou s segmen t s of a via t ion t h e a ir por t ca n a ccom m oda t e. Th e a ir port ser vice a r ea is det er m in ed p r im a r ily by eva lu a t in g t h e loca t ion of com pet ing a irport s, th eir ca pa bilit ies a n d ser vices, a n d t h eir r ela t ive a t t r a ct ion a n d con venien ce. Als o, t o a id in iden t ifyin g t h e gener a lized ser vice a r ea for Redbir d Airport , a gen er a l avia t ion u ser su r vey wa s condu cted. With t his in for m a t ion , a det er m in a t ion ca n be ma de as t o h ow m u ch a via t ion dem a n d wou ld likely be a ccom m oda t ed by a specific airport . It sh ou ld be r ecogn ized t h a t a via t ion d em a n d d oes n ot n eces sa r ily con for m t o politica l or geogra ph ica l bou n da r ies. Th e a irpor t ser vice a r ea is a n a r ea wh er e t h er e is a poten t ia l m a r k et for a ir por t ser vices. Access t o gener a l a via t ion a ir port s, com m er cia l a ir ser vice, an d tra nsporta tion networks en t er in t o t h e equ a t ion t h a t det er m ines t h e size of a ser vice a r ea , a s well t h e qu a lit y of a viat ion fa cilit ies, dist a n ce, a n d oth er su bject ive cr it er ia . As in a n y bu sin ess en t er pr ise, t h e m or e a t t r a ct ive t h e fa cilit y is in ser vices an d capa bilities, the m or e com pet it ive it will be in t h e m a r k et . As t h e level of a t t r a ct iven ess expa n ds, so will th e se r vice a r ea . I f a n a ir p or t s at tr activeness in cr ea ses in r ela t ion t o n ea r by a ir port s, so will t h e s ize of t h e ser vice ar ea. If fa cilit ies a r e a dequ a t e a n d ra tes a nd fees a r e com pet itive a t

99MP12-2A-5/25/00

250 225

)+618- //- -4) -4) )81)61 )81)61

)14+4).6 )14+4).6

AIRCRAFT (in thousands)

200 175 150 125 100 75 50 25 0

94

95

96

97

98

99

00

01

02

03

04

05

06

07

08

09

10

11

HISTORICAL
Source: FAA Aviation Forecasts, FY 2000-2011

FORECAST

TJ (3%) TP (3%) ME (9%)

2-4+- 6 *; *; )14+4).6 )14+4).6 6;26;2R (4%) EXP (8%) O (3%)


TJ (5%) TP (3%) ME (8%) R (4%) EXP (9%) O (3%)

SE (70%)

'''
R EXP O
Rotorcraft Experimental Other

SE ME TP TJ

Single-Engine Piston Multi-Engine Piston Turboprop Turbojet

SE (68%)

Exhibit 2A U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS

Redbir d Airport , som e level of gener a l a via t ion a ct ivit y m igh t be a t t r a ct ed t o th e airport from su rr oun ding area s. In d et er m in in g t h e a via t ion dema nd for a n a ir por t it is n ecessa r y t o iden t ify th e r ole of t h a t a ir por t . Th e pr ima r y role of t h e Redbird Airpor t is t o ser ve th e needs of gener a l a via t ion a n d t o ser ve a s a r eliever a ir por t t o t h e Da lla s F or t Wor t h I n t er n a t ion a l a n d Da lla s Love F ield com m er cia l ser vice a ir por t s. Gen er a l a via t ion is a t er m u sed t o descr ibe a diverse r a n ge of a via t ion a ct ivit ies which includes a ll segm en t s of t h e a via t ion in du stry except com m er cia l a ir ca r r ier s a nd m ilit a r y. Reliever a ir por t s pla y a sign ifica n t r ole in a com m u n it y su ch a s t h e Da lla s /F or t Wor t h Met r oplex. Th ey a id in r ed u cin g con gest ion at comm ercial airport s a n d provide a n a t t r a ct ive a lt er n a t ive t o business aircra ft opera tors.

ba sed a t Redbird Air por t . Also, ten of t h e 31 respondent s (32 per cen t ) ind ica t ed t h a t t h ey wer e con t em p la t in g t h e a cqu isit ion of a t lea st on e a ddit ion a l a ir cr a ft wit h in t h e n ext five year s. Ma n y indicat ed th e desire to pur cha se or upgr a de a n a ir cr a ft in t h e n ext yea r . O n e r e s pon d en t in d ica t e d t h a t con sider a t ion wa s be given t o t h e a cqu isit ion of five tu r bopr op or jet aircraft. Responses a lso ind ica t ed t h a t ea ch u ser con du ct s a n a ver a ge of 30 op er a t ion s per m on t h wit h loca l t r a in in g oper a t ion s a ver a gin g 21 p er cen t of t h os e op er a t ion s . Th e r espon den t s in dica t ed th at th ey use t h eir a ir cr a ft for p lea s u r e 67 p er cen t of t h e t im e, bu s in es s 26 p er cen t of t h e t im e, a n d fligh t in st r u ct ion seven per cen t of t h e t ime. Th e r em a in in g questions on t h e su r vey wer e r ela t ed t o own er preferences. Table 2A pr es en t s t h e pr ior it y ca t egor ies an d respondent ra nkings. It s h ou ld be n ot ed t h a t t h e pr ior it y scale u t ilized n u m ber 1 a s t h e h igh est pr ior it y a n d t h e n u m ber 7 a s t h e lowe s t pr ior ity. Also, se ve r a l r espon den t s sim ply ch ecked a ca t egor y or did n ot ch eck or pr ior itize it a t a ll. Ch ecked ca t egories wer e given t h e pr ior it y of 1, while un ch ecked ca t egor ies were weight ed with a 7. Th e m a jor ity of r espon den t s in dica t ed severa l pr eferen ces wh ich led th em t o ba se a t t he a irport or h a s kept t h em a t t h e a ir por t . Als o, m a n y r es pon d en t wh o do n ot ba se a t t h e a ir por t listed s evera l r ea s on s for electin g t o ba se t h eir a ircra ft elsewher e.

GEN ER AL AVIATION USER S URVEY In or der t o obt a in a pr ofile of loca l gener a l a viat ion u ser s a n d t h eir pr efer en ces, a gener a l avia t ion u ser su r vey was condu ct ed. Th e su r vey wa s sen t t o all in divid u a ls m a in t a in in g a fu el a ccou n t a n d /or h a n ga r a t Red bir d Air por t a n d fr om a sea r ch of F AA a ir cr a ft owners living in t he a rea. In a ll, a ppr oxima t ely 300 su r veys wer e s en t ou t a n d 71 r espon ses wer e r eceived (24 p er cen t r es pon se r a t e). Of t h e responses, a t ot a l of 31 indica t ed th a t t h ey base a t least on e a ir cr a ft a t Redbir d Air por t . As pr es en t ed in Tab le 2A , th e 31 r espon ses a ccoun t ed for 41 a ir cr a ft

2-7

TABLE 2A P ilot Su rve y R e su lts T ot a l S u r v e y s S e n t - a p p r ox im a t e l y 3 0 0 T ot a l S u r v e y R e s p on s e s - 7 1 R es p on s e R a t e = 2 3 .6 7 % R e s p o n d e n t s B a s e d @ R e d b i r d A ir p or t - 3 1 T ot a l B a s e d A i r c r a f t of R e s p o n d e n t s - 4 1 R e s p o n d e n t s C on s i d e r i n g U p g r a d e o r P u r c h a s e of A n o t h e r A i r cr a ft i n N e x t F i ve Ye a r s - 1 0 P r i m a r y U s e o f A ir c r a ft a n d O p e r a t i o n E s t i m a t e s Bu siness 2 5 .7 % P le a s u r e 6 7 .2 % F lig h t In s t r u ct 6 .7 % Ot h er 0%

M o n t h l y O p e r a t i on s a t R e d b i r d b y T h e s e Ai r cr a ft = 1 , 2 2 6 A v er a g e O p e r a t i on s for E a ch A ir c r a ft p e r M on t h = 3 0 P e r c e n t a g e T ou ch -a n d - G o O p e r a t i on s p e r A ir c r a ft p e r M on t h = 2 1 .2 P r i m a r y R e a s o n s fo r B a s i n g a t R e d b i r d A i r p o r t ( P r i o r i t y w i t h 1 b e in g h i g h e s t ) Air cr a ft Hangar F a cilitie s 4 .2 F B O /T er m in a l S e r v i ce s 5 .3 L ow e r Air cr a ft S t or a g e C os t s 4 .0 R u n wa y L en g t h 5 .1 N a v iga t ion a l A id s 4 .1

C on ve n ie n ce 2 .2

Cu rr ent Aircr a ft St ora ge U se T ie -d ow n 1 T -h a n g a r 22 I n divid u a l H a n g a r 7 M u lt i-a ir cr a ft H a n ga r 3

P r e fe r r ed A i r c r a f t S t o r a g e T ie -d ow n 0 T -h a n g a r 8 I n divid u a l H a n g a r 8 M u lt i-a ir cr a ft H a n ga r 2

I m p r o v e m e n t s N e c es s a r y a t R e d b i r d A i r p o r t ( P r i o r i t y w i t h 1 b e in g h i g h e s t ) R u n wa y / T a xiw a y 4 .9 Air p or t / F B O S e r v i ce s 4 .4 Air cr a ft Ap r on 5 .0 Hangars 1 .9 T er m in a l B u ild in g 5 .4 N a v iga t ion a l A id s 6.4

As in dicat ed in t h e t a ble, th e highest pr ior it y for ba sin g a t t h e a ir por t wa s for con ven ien ce (lived or work ed closer t o t h e a irport ). The n ext t wo highest pr ior ities were th e airport s lower cost for a ir cr a ft s t or a ge h a n ga r s (4.0) a n d t h e a va ila bilit y of exist in g n a viga t ion a l a ids (4.1). Th e lowest r a n ked ca t egory

wa s for t h e F BO/t er m ina l fa cilit ies (5.3). It sh ou ld be noted t h a t t h e m a jor it y of r espon ses indica t ed a displea su r e wit h t h e exist in g con dit ion of sever a l a ir por t facilities. Th e la r gest n ega t ive com men t in clu ded t h e poor con dit ion s of

2-8

h a n ga r a n d apr on a rea s. I n fa ct , m a n y r espon den t s wh ich ba s e els ewh er e in d ica t ed t h a t t h e poor con dit ion of t h e exist in g h a n ga r fa cilit ies wa s a cr it ica l fa ct or in t h eir decision n ot t o ba se a t Redbird. Th e quest ionn a ire also a sked t h ose su r veyed wh a t im p r ovem en t s wer e n eces sa r y a t t h e a ir port . Th is qu est ion also a s ked for a p r ior it y r a n kin g wit h 1 a s h igh est . Th e r espon ses in dica t ed n o un an imous n eeds. Over wh elm in gly, h a n ga r m a in t en a n ce (bot h bu ildin g a n d t a xila n e m a in t en a n ce) was t he m ost com m on r espon se. Severa l r espon den t s also in dica t ed t h e n eed for a a ir cr a ft wash r a ck, self ser vice fuel isla nd (or bet t er on -a irport fu el com pet it ion a n d / or a va ila b ilit y), a n d bet t er m a n a gem en t .

m a jor it y of r espon den t s t o t h e pilot su r vey in dica t ed t h a t t h ey ba s e a t t h e a ir por t du e t o its close pr oximit y t o t h eir h om e. This t ypica lly is t h e ca se. Ot h er factors, however, could also sever ely influ en ce a ir cr a ft ba sin g. Oth er key influ en ces in clu de lower fu el or h a n ga r cost s, a va ila bilit y of h a n ga r spa ce, con dit ion of a ir port fa cilit ies, a va ila ble r u n wa y len gt h (especia lly for cor por a t e a ir cr a ft ), a n d a ir por t services. As m ent ioned pr eviou sly, t h e Redbir d Air por t is loca t ed in t h e sou t h cen t r a l port ion of t h e Cit y of Da lla s. Alth ough t h e a ir port ser vice a r ea does n ot exa ct ly follow lin es on a m a p , t h e a ir por t s d em a n d is dr iven pr im a r ily by t h e Cit y of Da lla s a n d su r r ou n din g a r ea s in clu din g t h e cities of Da llas, Gr a n d Pr a irie, Ar lin gt on , Du n ca n ville, Desot o, Ceda r H ill, a n d I r vin g. Dep ict ed on E x h i b i t 2B is a gener a lized a irpor t ser vice a r ea for Redbir d Air por t . As illu s t r a t ed on t h e exh ibit , th e service ar ea extends n ort h a n d west into the Citys of Ir vin g, Ar lin gt on , a nd Gr a nd P r a ir ie, n or t h a n d east in t o t h e down t own p or t ion of Dallas, a n d sou t h in t o Du ca n ville, Desot o, a n d Ceda r H ill. Also depicted on t he exhibit is a gr a ph ica l repr esent a t ion of zip code bou n da r ies with in t h e ser vice a r ea . Ad ja cen t t o t h e zip code is a n u m ber wh ich r epr esen t s t h e t ot a l n u m ber of a ir cr a ft based at Dallas wh ich a r e r egist er ed fr om a d dr es ses wit h in ea ch zip cod e (a s in d ica t ed by t h ose r es pon d in g to the a irport user su r vey). A gen er a lized ser vice a r ea m a y be defined by 24 loca l zip cod e a r ea s . F r om t h is in for m a t ion , t h e n u m ber of cu r r en t 2-9

AIRP ORT SERVICE AREA A descr ipt ion of n ea r by gen er a l a via t ion a ir por t s was pr eviously com plet ed in C h a p t e r O n e w h i ch i n cl u d e d d es cr ip t ion s of n ea r by a ir por t s in Gr a n d P r a irie, La n ca s t er , Ad dis on , Ar lin gt on , a n d ot h er Da lla s a r ea p u blic-u s e airports. Th e s er vice a r ea for t h e Redbir d Airport is, a n d will con t in u e t o be defin ed pr im a r ily by t h e loca t ion of ot h er gen er a l a via t ion a ir por t s in t h e cen t ra l a n d south/sout h ea s t er n por t ion s Da llas/Fort h Wor t h Metr oplex ar ea . Definin g t h e a ir por t s er vice a r ea is s om e w h a t d ifficu lt in a la r ge m et r op olit a n a r ea s u ch a s t h e Da lla s/F or t Wor t h Metr oplex. Severa l fa ct or s ca n influ en ce wh et h er a n a ir cr a ft own er will ba se a t a n a ir por t . As in dicat ed in t h e p reviou s sect ion , t h e

r egist er ed a ir cr a ft m a y be collected. A t ot a l of 385 a ir cr a ft wer e iden t ified wit h in t h is a r ea , wh ich would in dicat e t h a t a pp r oxim a t ely h a lf of t h e exis t in g a ir cr a ft r egist er ed in t h e a r ea a r e ba sed a t Redbir d Air por t . U r ba n growth , especia lly s ou t h of t h e a ir por t will t en d t o increa se u ser dem a n d a t t h e a ir por t beca u se a ir cr a ft own er s gen er a lly elect t o ba se t h eir a ir cr a ft n ea r er t h eir r esid en ces wh ich wa s evidenced in t he su rvey responses. Addison Air por t , Gr a n d P r a ir ie Air por t , La n ca st er Airpor t , Ar lin gt on Air por t , a n d th e Midway Airport sha re p or t ion s of t h e Redbir d Airport ser vice a r ea . Th er efor e, t h e for ecas t a n a lysis con du ct ed in t h e followin g section s will also t a ke in t o con sider a t ion t hese n ea r by facilit ies . It should be not ed, h owever , ser vice lim it a t ion s a n d ca pa cit y con s t r a in t s ca n in flu en ce a n a ir cr a ft own er t o t r a vel grea t er dist a n ces to airport s. Also, given t h e limit ed sp a ce a t Da lla s Love F ield, it is fea sible t h a t som e gen er a l a via t ion a ct ivit y cou ld be shift ed t o ot h er a ir p or t s a s com m er cia l a ct ivit y increa ses. Th is dem a n d will lik ely consist of m ediu m t o la r ge cor por a te a ir cr a ft .

P OP U LATION H ist or ica l an d forecast da t a for t h e Cit y of Da lla s wa s obt a in ed fr om t h e N CTCOG . H ist or ica l a n d for eca st in for m a t ion for Da lla s Cou n t y a n d t h e Da lla s P r im a r y Met ropolita n St a tist ica l Ar ea (P MS A) wa s obt a in ed fr om t h e Texa s Wat er Developm en t Boa r d a n d Woods & P oole CED DS 2000 . An a lysis of h ist or ica l popu la t ion pr esen t ed in Ta ble 2B for t h e Cit y of Da lla s ind ica t es a sligh t 0.66 percen t a ver a ge a n n u a l gr owt h r a t e bet ween 1990 a n d 1999. Over t h e sa m e per iod t h e Da lla s P MS A a n d Da lla s Cou n t y popu la t ion in cr ea s ed a t a 2.17 p er cen t a n d 1.09 per cen t a ver a ge a n n u a l r a t e r espect ively. F u t u r e popu la t ion da t a for t h e Cit y of Da lla s a n d su r r ou n din g com m u n it y is also p res en t ed in Tab le 2B . As pr esen t ed in t h e t a ble, t h e popu la t ion for th e City of Dallas is forecast t o r ea ch 1,150,479 by 2020. The forecast pr oject ion equ a t es t o a n a ver a ge a n n u a l growth r a t e of 0.35 p er cen t over t h e n ext 21 yea r s. Th e slowin g gr owt h of popu la t ion for t h e cit y ca n be a t t r ibu t ed t o th e lack of spa ce a vaila ble to develop. Mu ch of t h e a r ea s su r r ou n din g Da lla s a r e incorpora t ed an d developed a s subu rba n a rea s. P op u la t ion for eca st s for Da lla s Cou n t y ca ll for a n a ver a ge a n n u a l r a t e of 1.07 per cen t , r ea ch ing 2,556,793 by 2020. Th e Da lla s P MSA popu la t ion is forecast t o gr ow a t a n a ver a ge a n n u a l r a t e of 1.33 per cen t r ea ch ing 4,303,232 by 2020.

S O CIO EC O N O MIC P R O J ECT IO N S

Review of socioecon om ic gr owt h t r en ds in clu din g p op u la t ion , em ploymen t , a n d per son a l per ca pit a incom e (P CP I) provide a n in dica t ion of t h e pot en t ia l for su st a in in g gr owt h in a via t ion a ct ivit y over t h e pla n n in g per iod. H ist or ica l a n d for eca st socioecon om ic con dit ion s for D a l la s a n d s u r r ou n d i n g com m u n it ies a r e su m m a r ized in Table 2C . 2-10

99MP12-2B-5/25/00

75261 75038

75209

175

75205 75235 75061

183

75218 75214 75206

75247 75060
L-12

75219 75204 75207 75201

30

75246 75228 75223 75210 75215

75212 75050
30

75226

75208

35E

02 752

75227

1
75211 75051

75203
175

310

75217

75224 75216 75233 75052

2
S-408

75236

REDBIRD AIRPORT
75241 75237 75232

20

45

75116 75249 75137

20

75141 75134

67

35E

4
75104

4
75115 75146

76063

75154

LEGEND

Designates number of survey responses from respective zip code

NORTH

NOT TO SCALE

Exhibit 2B GENERALIZED SERVICE AREA

TABLE 2B So cio e co n om ic F ore ca sts H i s t o ri c a l Area P op u la tion C it y of Da lla s D a l la s P M S A D a lla s C ou n t y T ot a l Em p loym e n t D a l la s P M S A D a lla s C ou n t y 1 ,7 8 5 ,9 6 2 1 ,4 5 5 ,2 1 5 2 ,3 4 0 ,5 4 1 1 ,8 3 3 ,3 0 4 2 ,6 0 0 ,1 8 4 2 ,0 0 9 ,4 2 2 2 ,8 0 8 ,1 9 7 2 ,1 4 4 ,9 5 3 3 ,2 4 1 ,0 9 1 2 ,4 2 5 ,8 8 9 1 ,0 0 7 ,6 1 8 2 ,6 8 9 ,8 2 0 1 ,8 5 2 ,8 1 0 1 ,0 6 8 ,8 0 0 3 ,2 6 1 ,8 6 6 2 ,0 4 2 ,9 4 4 1 ,0 9 0 ,5 4 7 3 ,5 5 1 ,4 9 4 2 ,1 5 4 ,9 4 2 1 ,1 1 2 ,2 9 4 3 ,7 9 6 ,0 1 0 2 ,3 2 6 ,8 2 8 1 ,1 5 0 ,4 7 9 4 ,3 0 3 ,2 3 2 2 ,5 5 6 ,7 9 3 1990 1999 2005 Forec ast 2010 2020

Ad ju sted P erson a l P er C a p ita Incom e ($1992) D a l la s P M S A D a lla s C ou n t y $ 2 3 ,1 7 8 $ 2 4 ,2 6 0 $ 2 8 ,6 5 7 $ 3 0 ,4 4 2 $ 3 1 ,1 7 0 $ 3 3 ,2 9 1 $ 3 3 ,1 0 5 $ 3 5 ,4 7 5 $ 3 6 ,9 0 8 $ 3 9 ,7 4 9

S o u r ce s : H i s t o r i ca l fr o m W o od s & P ool e C E D D S ( 2 0 0 0 ); F or e c a s t P op u l a t i on fr o m T e x a s W a t e r D e ve lop m e n t B oa r d , for e ca s t em p loy m e n t a n d P C P I fr om C E D D S .

Th e a r ea su r r ou n din g Redbir d Airpor t fa lls en t irely with in Da llas Coun t y, bu t wit h in severa l jur isdictions. As su ch , it is difficu lt t o t r a ck h is t or ica l socioecon om ic infor m a t ion . The best s ou r ce exa m in ed wa s for ecas t dist r ict s u sed by t h e N ort h Cen t r a l Texa s Cou n cil of Govern m en t s (NCTCOG), Res ea r ch a n d Inform at ion Ser vices. Th is pr ovided h ist or ica l popu la t ion a n d em ploym en t in for m a t ion for 1995, a n d pr oject ed infor m a t ion for 2025. An a r ea a r ou n d Redbir d Air por t , ext en din g a ppr oxim a t ely equ idist a n t bet ween com p et in g a ir por t s wa s u sed t o defin e t welve for eca s t dis t r ict s wit h a com bin ed popu lat ion of 254,168 in 1995. Th e N CTCOG h a s for eca s t t h e popu la t ion for t h is a r ea t o gr ow t o 317,877 by 2025, a n a n n u a l a ver a ge growth r a t e of 0.75 percen t .

E MP L OYME N T E m p loym en t p roject ion s obt a in ed fr om t h e Cit y of Dallas a nd Woods a n d P oole CE D D S (2000) ind ica t e m oder a t e, st eady job growth for t h e Da lla s P MS A a n d Da lla s Cou n t y. Tota l em ploym en t for t he Da lla s P MSA is project ed to r ea ch 3,241,091 by 2020, wh ile Da lla s Cou n t y is p roject ed t o r ea ch ed 2,425,889.

P ERS ON AL IN COME P er ca pit a per sona l incom e (P CP I) for eca st s for t h e Da lla s P MS A a n d Da lla s Cou n t y wer e obt a in ed fr om Wood s & Poole CE D D S (2000) . As pr esen t ed in Tab le 2B , PCP I for Da lla s Cou n t y is pr oject ed t o in cr ea s e fr om $30,442 in 1999 t o $39,749 in 2020,

2-11

in cr ea sin g a t a n a vera ge an n u a l ra t e of 1.28 per cen t . Th e Da lla s PMSA PCPI is pr oject ed t o gr ow a t a n a ver a ge a n n u a l
TABLE 2C B a s e d Ai r c ra ft R e d b i r d A i r p o r t 1 9 8 0 -1 9 9 8 Ye a r 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 B a se d A ir c ra ft 186 202 216 212 233 192 185 167 165 161 146 147 132 132 132 133 141 172 172 172 U .S . A c t i v e A i r c r a ft 2 1 0 ,3 0 0 2 1 1 ,0 0 0 2 1 3 ,2 0 0 2 0 9 ,8 0 0 2 1 3 ,3 0 0 2 1 0 ,2 0 0 2 1 0 ,7 0 0 2 2 0 ,0 0 0 2 1 7 ,2 0 0 2 1 0 ,3 0 0 2 0 5 ,0 0 0 1 9 8 ,0 0 0 1 9 1 ,6 2 9 1 8 1 ,8 4 1 1 7 2 ,9 3 6 1 8 8 ,0 8 9 1 9 1 ,1 2 9 1 9 2 ,4 1 4 2 0 4 ,7 1 0 2 0 6 ,5 3 0

r a t e of 1.21 per cen t , incr ea sin g fr om $28,657 in 1999 t o $36,908 in 2020.

Share of U .S . 0 .0 9 % 0 .1 0 % 0 .1 0 % 0 .1 0 % 0 .1 1 % 0 .0 9 % 0 .0 9 % 0 .0 8 % 0 .0 8 % 0 .0 8 % 0 .0 7 % 0 .0 7 % 0 .0 7 % 0 .0 7 % 0 .0 8 % 0 .0 7 % 0 .0 7 % 0 .0 9 % 0 .0 8 % 0 .0 8 %

D a l la s C o . R e g is te r e d

Share of Cou n ty

2 ,3 7 8

6 .1 4 %

2 ,3 8 5

5 .5 3 %

2 ,2 4 6

5 .8 8 %

2 ,4 5 4

7 .0 1 %

FOR ECAST IN G APP RO ACH

Th e developm en t of a via t ion for eca st s proceeds t h r ou gh bot h a n a lyt ica l a n d ju dgm en t a l pr ocesses. A series of m a t h em a t ica l r elat ion sh ips a r e t est ed t o est a blish st a t ist ica l logic a n d r a t ion a le for p r oje ct e d gr ow t h . H owever , t he judgmen t of th e forecast a n a lyst , based u pon pr ofess ion a l experien ce, kn owledge of t h e a via t ion 2-12

in du st r y, a n d t h eir a s ses sm en t of t h e loca l sit u a t ion , is im port a n t in t h e fin a l det er m in a t ion of t h e pr efer r ed for eca st . It is import a n t t o n ot e t h a t on e sh ou ld n ot a ssu m e a h igh level of con fid en ce in for eca st s t h a t ext en d beyon d five year s. F a cilit y a n d fin a n cia l p la n n in g u su a lly r equ ir e a t lea st a t en-yea r pr eview, s in ce it often ta kes m ore t h a n five year s t o com plet e a m a jor fa cilit y

develop m en t pr ogr a m . However , it is im p or t a n t to use for eca s t s wh ich d o n ot ov e r e s t i m a t e r e ve n u e -g e n e r a t in g ca pa bilit ies or u n der st a t e dem a n d for fa cilit ies n eeded t o m eet p u blic (u s er ) needs. A wide ra n ge of fa ct or s a r e k n own t o in flu en ce t h e a via t ion in d u st r y a n d ca n h a ve significa nt impa ct s on t h e ext en t a n d n a t u r e of a ir ser vice pr ovided in bot h t h e loca l a n d n a t ion a l m a r k et . Techn ologica l a dvances in a via t ion h a ve h ist or ica lly a ltered, a n d will con t in u e t o ch a n ge, th e growth ra tes in a via t ion d em a n d over t im e. Th e m os t obviou s exa m ple is t h e im pa ct of jet a ir cr a ft on t h e a via t ion in du st r y, wh ich r esu lt ed in a gr owt h r a t e t h a t fa r exceeded expecta tions. Su ch ch a n ges a r e difficu lt , if n ot impossible t o pr edict , a n d t h er e is s im ply n o m a t h em a t ica l wa y to estima te t heir impa cts. Usin g a br oa d sp ect r u m of loca l, r egion a l a n d n a t ion a l socioecon om ic a n d a via t ion in for m a t ion , a n d a n a lyzin g t h e most cu r r en t a via t ion t r en d s, for eca s t s a r e present ed in t he following sections. Th e pr im a r y object ive of a for eca s t in g effor t is t o defin e t h e m a gn it u de of ch a n ge t h a t ca n be expect ed over t ime. Becau se of t h e cyclica l n a t u r e of t h e econ omy, it is virt u a lly imp ossible to pr edict with cer t a int y yea r -t o-year flu ct u a t ion s in a ct ivit y wh en look in g t wen t y year s in t o t h e fu t u r e. However, a t r en d can be es t a blish ed wh ich delinea t es lon g-t er m gr owt h poten t ia l. Wh ile a single line is oft en u sed to express t h e a n t icipa t ed growth , it is im p or t a n t t o r em em ber t h a t a ct u a l gr owt h m a y flu ct u a t e a bove an d below t h is line. Th e point t o r em em ber a bou t

for eca st s is t h a t t h ey ser ve only a s guidelines, a n d pla n n in g m u st r em a in flexible t o r esp on d t o u n for eseen fa cilit y needs. Th is is becau se a via t ion a ct ivit y is a ffect ed by m a n y exter na l influences, a s well a s by t h e t yp es of a ir cr a ft u sed an d th e na tu re of ava ilable facilities. Recogn izin g t h is, t h e in t en t is t o develop a m a s t er pla n for Redbir d Air por t t h a t will be dem a n d-ba sed r a t h er t h a n t im e-ba sed. As a r es u lt , t h e r ea son a ble levels of a ct ivit y poten t ia l t h a t a re der ived fr om t h is for eca s t in g effor t will be relat ed to t h e p la n n in g h or izon levels ra t h er t h a n da t es in t im e. These pla n n ing h or izon s will be est a blished a s levels of a ct ivit y th a t will dict a t e con sider a t ion of t h e n ext st ep in t h e m a st er pla n pr ogr a m .

A VIA T IO N A C T IV IT Y FO R E C AS T S
To det er m in e t h e t yp es a n d sizes of fa cilit ies t h a t sh ou ld be pla n n ed t o a ccom m oda t e gener a l a via t ion a ct ivit y, cer t a in elemen t s of t h is a ct ivit y m u st be for eca st . In dica t or s of gen er a l a via t ion dem a n d in clud e: C C C C C Ba sed a ir cr a ft Ba sed a ir cr a ft fleet m ix Gen er a l a via t ion oper a t ion s P ea k oper a t ion a ct ivit y An n u a l in s t r u m en t a p pr oa ch es

Th e r em a in der of t h is cha pt er will exa m in e h ist or ica l tr en ds wit h r ega r d t o th ese a r ea s of gen er a l a via t ion a n d pr oject fu t ur e dema nd for t hese segmen t s of gen er a l a via t ion a ct ivit y a t t h e a ir por t .

2-13

B AS E D AIR CR AF T P ROJ ECTION S Th e n u m ber of ba s ed a ir cr a ft is t h e most ba sic in dica t or of gener a l a via t ion dem a n d at an airport. By first developin g a for eca st of ba sed a ir cr a ft , t h e gr owt h of a via t ion a ct ivit ies a t t h e a ir por t ca n be pr oject ed. H ist or ica l in for m a t ion on ba sed a ir cr a ft wa s collect ed fr om t h e F AA a n d TxDOT, Avia t ion Division . Th e in for m a t ion wa s verified t h r ou gh in t er views wit h t h e a ir por t a nd F BO. Wh ile t h e h ist or ica l da t a does not pr ovide a ba sis for t ypica l t r en d lin e or r egr ession com pa r isons, a s er ies of pr oject ion s wer e developed u s in g n a t ion a l for eca st s r ecen t ly developed by th e F AA, loca l ma r ket s h a r e a n a lys is , a n d per ca pit a compa risons. E xa m in a t ion of t h e ba sed a ir cr a ft t r en d a t Redbir d sin ce 198 0 in dica t es t h a t ba sed levels were gr owing in t h e ea r ly 80s, pea kin g in 1984 a t 233 a ir cr a ft , befor e declin in g t o a low of 132 a ir cr a ft in 1992-94. Since t h a t t im e, t h e n u m ber s ha ve in cr ea sed, to todays level of 172. This tr end was com pa r ed t o bot h a ct ive a ir cr a ft levels in t h e sout hwest r egion (t h e F AAs geogr a ph ic r egion , in clu ding the st at es of Texas, Lou isia n a , Ar k a n sa s, Ok la h om a a n d New Mexico) a n d t h e U n it ed Sta tes. Gen er a lly, t h e com pa r ison s in dica t ed t h a t Redbird h a s su st a ined tr ends sim ila r t o t hose experienced over a ll in t h e sout h west r egion a n d t h e U .S., wit h cu r r en t levels r eboun din g fr om t h e low point s experien ced in t h e ea r ly t o m id 90s. Tab le 2C pr esen t s Redbir d Air por t s h ist or ica l bas ed a ir cr a ft a s

well a s it s sh a r e of U.S. a ct ive a ir cr a ft a n d Da lla s Cou n t y r egist er ed a ir cr a ft sin ce 1980. A ser ies of fou r ba sed a ir cr a ft p roject ion s were d eveloped. The first em ployed t h e a pplica t ion of F AAs a n t icipa t ed a n n u a l gr owt h r a tes in ea ch a ir cr a ft ca t egory: sin gle-en gin e a t 0.7%, t win -en gin e piston-flat , tu rboprop at 1.2%, r ot or cr a ft a t 1.5%, a n d jet a t 4.9%. Th e secon d pr oject ion com pa r ed t h e level of ba sed a ir cr a ft t o loca l popu la t ion (wit h in t h e for eca st dist r ict s defined by NCT COG), th e t h ir d pr oject ion used a vera ge U.S. m a r ket s h a r e (la t est five-yea r a ver a ge), wh ile t h e fou r t h u sed loca l ma r ket sh a r e (of Da lla s Cou n t y r egist er ed a ir cr a ft ). These fou r pr oject ion s provided a r a n ge of for eca s t s wh ich fell wit h in a fa ir ly t igh t en velope. Ther efor e, a select ed p la n n in g for eca s t wa s ch os en wh ich r epr esen t ed a n a ver a ge of t h es e fou r projections. The resu lting forecast s r ecom m en ded for pla n n ing pu r poses inclu de: 2005-180, 2010-190, 2015-200, a n d 2020-210.

Ba se d Aircra ft Su m m ary P r esen t ed in Table 2D , a n d on Exh ibit 2C is a su m m a r y of for eca st s for ba sed a ir cr a ft a t Redbir d Airp or t . In a ll likelihood, a ct u a l a ct ivit y will n ot follow a n y on e of t h e pr oject ion s exa ct ly. It is m or e likely t ha t based a ir cr a ft levels will flu ct u a t e wit h in t h e r a n ge of t h e p roject ion s d ep ict ed on E xh ib it 2C . Th us, t h ese lines ser ve more a s a pla n n ing en velope.

2-14

99MP12-2C-2/14/01

250

0156 41+)

. 4-+)56

200

*)5-, )14+4).6

150

-/- ,
U.S. Growth (FAA) by Category Per Capita (NCTCOG Forecast Districts) Average U.S. Market Share (.08%)

100

Dallas County Registered Aircraft (7%) Preferred Planning Forecasts

50

1980

1985

1990

1995

2000

2005

2010

2015

2020

Exhibit 2C BASED AIRCRAFT FORECASTS

TAB LE 1D Ba se d Aircra ft Fo re ca st Su m m ary Re db ird Airp ort Me t h o d o l o g y U.S. Gr owth (F AA) by Ca t egory P er Ca pit a NCTOG F or ecas t Dist r ict s Aver a ge U.S . Ma r ket Sh a r e (0.08%) Da lla s Cou n t y Regist er ed Air cr a ft (7%) Pr eferr ed Plan ning Forecast 2005 177 180 175 188 180 2010 185 188 183 200 190 2020 199 207 200 224 210

Given t h e la r ge a m ou n t of a via t ion a ct ivit y in t h e Da lla s a r ea , it is n ot u n likely t h a t sever a l a ir port s will become const ra ined an d less ca pa ble of a ccom m od a t in g in cr ea sed dem a n d in t h e fu t u r e. Air por t s a t Ad dis on , Ar lin gt on a n d Gr a n d P r a ir ie m a y becom e in cr ea sin gly con gest ed wh ich cou ld lea d a ir cr a ft own er s in s ea r ch of ot h er a ir por t s t o ba s e t h eir a ir cr a ft . Th e possibility also exis t s t h a t gen er a l a via t ion a ircra ft a t Love F ield will seek t o r eloca t e a s com m er cia l ser vice a ct ivit y a t t h e a ir por t con t in u es t o in cr ea se a n d t h e a ir por t becom es m or e con g e st e d. F o r t h e s e r e a s on s, con sider a t ion sh ou ld be given t o t h e pot en t ia l for a sh ift in a via t ion d em a n d fr om ot h er a ir port s t o t h e Redbir d Air por t . U lt im a t e pla n n in g con sider a t ion will be given t o 300 ba s ed a ir cr a ft a t t h e a ir por t . Th is figur e will not likely be r ea lized wit h in t h e n ext 20 yea r s wit h ou t ca pa cit y a n d con gest ion con st r a in t s a t ot h er n ea r by a ir por t s. P la n n in g for t h e u lt im a t e d em a n d of 300 a ir cr a ft will a id in s ecu r in g a dequ a t e spa ces for u lt im a t e a ir por t facilities.

F LEE T MIX P ROJ ECTION Kn owin g t h e a ir cr a ft fleet m ix expect ed t o ut ilize th e airport is necessa r y t o pr oper ly plan facilities th at will best s er ve t h e level of a ct ivit y a n d t yp e of a ct ivit ies occu r r in g a t t h e a ir por t . Th e exist in g ba sed a ir cr a ft fleet m ix is compr ised pr im a r ily of sin gle-en gin e piston a ir cr a ft , but a lso inclu des 31 m u lt i-en gin e pist on a ir cr a ft , t h r ee t u r b op r op a i r cr a ft , a n d t h r ee helicopter s. As det a iled pr eviou sly, t h e n a t ion a l t r en d is t owa r d s a la r ger per cen t a ge of soph ist ica t ed a ir cr a ft a n d h elicop t er s in t h e fleet m ix. Growt h wit h in ea ch ca t egor y a t t h e a irport h a s been det er m ined by com pa r ison wit h n a t ion a l pr oject ion s, wh ich r eflect cu r r en t a ir cr a ft in p rod u ct ion . Th e fleet m ix of ba s ed a ir cr a ft for exis t in g a n d fu t u r e yea r s h a ve been r eflect ed in Table 2E. Th e u ltim a t e level of 300 ba sed aircraft will likely follow sim ila r per cen t a ges a s t h e year 2020 wit h sligh t ly lower pist on a ir cr a ft a n d h igher per cen t a ge of tu rbine aircraft. Thu s, t h e u lt im a t e fleet m ix will con sider 200 sin gle en gin e a ir cr a ft , 45 m u lt i-en gin e a ir cr a ft , 25 tu rbopr op a ircra ft , 20 jet aircraft, an d 10 helicopter s.

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TABLE 2E Fleet Mix Foreca st E XI S T I N G Type S in gle E n gin e M u lt i-E n g in e T u r bop r op J et H e licop t e r TOTALS 2000 133 31 2 1 5 172 % 7 7 .3 3 % 1 8 .0 2 % 1 .1 6 % 0 .5 8 % 2 .9 1 % 1 0 0 .0 0 % 2005 137 32 4 2 5 180 % 7 6 .0 0 % 1 8 .0 0 % 2 .0 0 % 1 .0 0 % 3 .0 0 % 1 0 0 .0 0 % F O R E CAS T 2010 141 33 6 4 6 190 % 7 4 .5 0 % 1 7 .5 0 % 3 .0 0 % 2 .0 0 % 3 .0 0 % 1 0 0 .0 0 % 2020 147 36 13 8 6 210 % 7 0 .0 0 % 1 7 .0 0 % 6 .0 0 % 4 .0 0 % 3 .0 0 % 1 0 0 .0 0 %

ANN U AL OP ER ATIONS Th er e ar e two types of oper a t ion s a t a n a irport : loca l a n d it in er a n t . A loca l oper a t ion is a t a ke-off or la n din g p er for m ed by a n a ir cr a ft t h a t oper a t es wit h in sigh t of t h e a ir por t , or wh ich execu t es s im u la t ed a pp roa ch es or t ouch-a nd-go oper a t ion s a t t h e a ir por t . I t in e r a n t op e r a t i on s a r e t h os e per for m ed by a ir cr a ft wit h a specific or igin or des t in a t ion a wa y fr om t h e a ir por t . Gen er a lly, loca l op er a t ion s a r e ch a r a ct er ized by t r a in in g op er at ions. Typica lly, it in er a n t opera tions increa se wit h bu s in es s a n d in d u st r ia l u s e s in ce business a ir cr a ft a r e u sed p r im a r ily t o ca r r y people fr om on e loca t ion t o a n ot h er . Th e m ost r elia ble recor din g of a ir cr a ft oper a tion s a t a n a ir por t is fr om a n a ir por t t r a ffic con t r ol tower (ATCT). Air por t op er a t ion s a t Red bir d a r e r ecor ded by t h e a ir por t t r a ffic con t r ol t ower bet ween 8:00 a .m . a n d 9:00 p .m . H ist or ica l da t a wa s collect ed for t h e 1990-1999 per iod, on a n a n n u a l a n d m on t h ly ba sis. The figu r es h a ve n ot

been a d ju s t ed for h ou r s wh en t h e t ower is closed sin ce r elia ble visu a l cou n t s wer e n ot a va ila ble. Tota l a n n u a l oper a t ion s for t h e p er iod exa m in ed pea ked in 1991, befor e fallin g n ea r ly 50 per cen t t o t h e low poin t in 1995. S in ce t h en , t h e a ct ivit y h a s s t ea dily increa sed, wit h th e grea test increa se in loca l t r a in in g a ct ivit y. Tab le 2F a n d E x h i b i t 2 D p r e s e n t h i s t or ica l op er a t ion s a t Red bir d. Th e fr equ en cy of oper a t ion s com pa r ed t o ba sed a ir cr a ft is a com m on t ech n iqu e u sed for pr oject ing gener a l a via t ion op er a tions. While th e oper a t ion s per ba sed a ir cr a ft figu r e is cu r r en t ly a bou t 625, it a vera ged 780 over t h e pa st deca de. Th er efor e, a n in cr ea sin g n u m ber h a s been used t o pr oject t ot a l a n n u a l gen er a l a via t ion opera tions, bu t r em a in in g below t h e t en -yea r a vera ge: 2005-650, 2010-675, 2015-700, a n d 2020-725. Two-t h ir ds of t h e gen er a l a via t ion oper a t ions a r e recor ded a s loca l t r a in in g op er a t ion s ; t h er efor e, t h e for eca st s r eflect t wo-t h ir ds loca l a n d on e-t h ir d it in er a n t a ct ivit y t h r ou gh t h e foreca st period.

2-16

99MP12-2D-5/23/00

/) 161 -4) 6 2-4)61

70

/)
120 100

+)

2-4)61
FORECAST

HISTORICAL

FORECAST

HISTORICAL

60

50

80

OPERATIONS (x 1,000)

OPERATIONS (x 1,000)

40

60

30

40

20

20

1990

1995

2000

2005

2010

2015

2020

1990

1995

2000

2005

2010

2015

2020

6 6)
200

2-4)61
FORECAST

HISTORICAL
175

150

OPERATIONS (x 1,000)

125

100

75

50

25

1990

1995

2000

2005

2010

2015

2020

Exhibit 2D OPERATIONS FORECASTS

TABLE 2F G e n e r a l A v i a ti o n O p e r a ti o n s p e r B a s e d A i rc r a ft P r o je c t io n s Re db ird Airp ort Ye a r 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 FO R E C AS T 2005 2010 2015 2020 U l tim a t e 3 8 ,6 0 0 4 2 ,3 0 0 4 6 ,2 0 0 5 0 ,3 0 0 8 0 ,0 0 0 7 8 ,4 0 0 8 6 ,0 0 0 9 3 ,8 0 0 1 0 2 ,0 0 0 1 3 0 ,0 0 0 1 1 7 ,0 0 0 1 2 8 ,3 0 0 1 4 0 ,0 0 0 1 5 2 ,3 0 0 2 1 0 ,0 0 0 180 190 200 210 300 650 675 700 725 700 I t in e r a n t 5 7 ,7 6 5 6 3 ,8 3 9 5 9 ,0 1 6 5 0 ,2 0 9 4 1 ,6 1 2 3 5 ,9 0 5 3 2 ,7 0 6 2 7 ,8 7 2 3 3 ,6 4 3 3 4 ,6 9 5 L o ca l 7 5 ,0 3 7 9 8 ,4 5 8 8 3 ,5 7 7 6 8 ,5 0 4 5 1 ,9 1 6 4 9 ,3 4 6 6 1 ,9 1 3 6 5 ,7 5 7 6 8 ,2 6 5 7 2 ,6 7 1 T o ta l 1 3 2 ,8 0 2 1 6 2 ,2 9 7 1 4 2 ,5 9 3 1 1 8 ,7 1 3 9 3 ,5 2 8 8 5 ,2 5 1 9 4 ,6 1 9 9 3 ,6 2 9 1 0 1 ,9 0 8 1 0 7 ,3 6 6 B a se d 146 147 132 132 132 133 141 172 172 172 Op s. p e r B a se d 9 0 9 .6 0 1 ,1 0 4 .0 6 1 ,0 8 0 .2 5 8 9 9 .3 4 7 0 8 .5 5 6 4 0 .9 8 6 7 1 .0 6 5 4 4 .3 5 5 9 2 .4 9 6 2 4 .2 2

F or t h e u ltim a t e pla n n ing per iod, it wa s a ssu m ed t h a t a la r ger sh a r e of cor por a t e a ct ivit y would be experienced. These a ir cr a ft t ypica lly fly fr om t h e a ir por t t o p oin t s beyon d or dir ectly t o t h e a ir por t (t r a n sien t oper a t ion s). F or t h a t r e a s on , l oca l op er a t i on a l per cen t a ges wer e r edu ced sligh t ly a n d t h e oper a t ion s per ba sed wer e for eca st a t 700 a s pr esen t ed in t h e t a ble.

t r a ffic. N o a ir ca r r ier t r a ffic is a ssu m ed for forecast ing purposes.

P EAK IN G CHARACTERISTICS
Ma n y a ir port fa cilit y n eeds a r e r elat ed t o t h e levels of a ct ivit y dur ing pea k periods. Th e per iods u sed in developin g fa cilit y r equ ir em en t s for t h is st u d y a r e as follows:

Ai r Ta x i a n d Mi li t a ry Op e r a t io n s Th e a irport r ecor ds a ct ivit y in ea ch of th ese ca t egor ies ea ch yea r , a lt h ou gh t h e levels ar e very sma ll. Exam ining past t ren ds, a s t a t ic level of 200 a n n u a l op er a t ion s is pr oject ed for a ir t a xi, it in er a n t m ilit a r y, an d loca l m ilit a r y

P e a k Mon t h - Th e ca lenda r m on t h w h e n p e a k a ir cr a ft op er a t ion s occu r . D e s i g n D a y - Th e a ver a ge da y in t h e pea k m on t h . Th is in dica t or is ea sily der ived by dividin g th e pea k

2-17

m on t h opera tions by t h e n u m ber of d a ys in a m on t h .

! !

B u s y D a y - Th e bu sy da y of a typical week in t he peak m ont h. D e s i g n Ho u r - Th e p ea k h ou r wit h in t h e design da y.

It is im por t a n t to n ot e t h a t on ly t h e pea k m on t h is a n a bsolu t e pea k wit h in a given yea r. All ot her pea k per iods will be exceeded a t var iou s t imes d u rin g t h e year . However, th ey do r epr esen t r ea sona ble p la n n in g st a n da r ds t h a t ca n be a pplied wit h ou t over bu ildin g or being t oo r est r ict ive. P ea k per iod foreca st s were developed u sin g a ct u a l st a t ist ics p r ovided by t h e a ir por t t r a ffic con t r ol t ower for m on t h ly t r a ffic dist r ibu t ion . Over t h e pa st t en year s, t h e p ea k m on t h ha s var ied:
TABLE 2G P ea k Operation s Fore casts Re db ird Airpo rt 1999 An n u a l Op er a t ion s P ea k Mon t h Bus y Day Design Day Design H ou r 107,795 10,800 450 360 90 2005

Ma r ch , Apr il, J u n e, Au gu s t , a n d Novem ber h a ve a ll a p pea r ed a s t h e pea k m ont h in t he past ten years. In 1999, Au gu s t wa s t h e p ea k m on t h , wh en 9.8 per cen t of t h e a n n u a l op er a t ion s were recorded. Th e pea k m on t h h a s b een a s h igh a s 1 2.3 p er cen t of t h e a n n u a l t ot a l in pr eviou s year s. Typica lly, t h e pea k m on t h for a ct ivit y a t gener a l a viat ion a irport s a ppr oxima t es 10-13 per cen t of t h e a ir por t s a n n u a l opera tions. F or for eca st in g pur poses, th e pea k m on t h h a s been a ssu m ed a t 10 per cen t . Des ign da y wa s ca lcu la t ed a t 1/30t h of design m on t h , while busy da y was a ssu m ed t o be 25 p er cen t bu s ier t h a n design da y. The design h ou r wa s ca lcu lat ed a t 20 p er cen t of t h e bu sy da y. Th e p e a k i n g ch a r a ct e r i s t i cs a r e s u m m a r ized in Tab le 2G .

2010 128,900 12,900 540 430 120

2020 152,900 15,300 640 510 130

Ultimate 210,600 21,000 880 700 180

117,600 11,800 490 390 100

AN N UAL IN S T RU MEN T AP P R OAC HES

F or eca s t s of a n n u a l in st r u m en t a ppr oa ch es (AIAs) pr ovide gu ida n ce in d et er m in in g a n a ir por t s r equ ir em en t s for n a viga t ion a l a id fa cilit ies. An in s t r u m en t a pp r oach is d efined by t h e F AA a s a n a ppr oa ch t o a n a ir por t wit h t h e in t en t t o la n d by a n a ir cr a ft in a ccorda n ce wit h a n I n st r u m en t F ligh t 2-18

Ru le (IF R) fligh t pla n , when visibilit y is less t h a n t h r ee m iles a n d/or wh en t h e ceilin g is a t or below t h e m in im u m init ial a ppr oa ch a ltit u de. Th e a n n u a l inst r u m en t a ppr oa ch es a r e also r ecor ded by t h e a ir por t t r a ffic con t r ol t ower . Th e da t a wa s collect ed for 1995-1999 fr om t h e F AA. The a n n u a l levels va r y ba s ed u pon wea t h er , bu t wer e t h e h igh es t in 1995 a n d lowest

in 1996. Accor din g to th e F AA Air Traffic Activity st a t is t ics , Red bir d h a d 940 AIAs in 1999. In 1995, t h e airport r ecorded 1,356 AIAs. Redbir d Air port will be in cr ea sin gly u t i l iz e d b y la r g e r a n d m or e soph ist ica t ed a ir cra ft. Also, t h e increa sed a va ila bilit y of low cost n a viga t ion a l equ ip m en t cou ld a llow for sm a ller a n d les s soph ist ica t ed a ir cr a ft t o u t ilize instr um ent appr oaches.

N a t ion a l tr ends in dica t e a n in cr ea sin g per cen t a ge of a n n u a l a ppr oa ch es given t h e gr ea t er a va ila bilit y of a ppr oa ch es a t a ir por t s wit h GP S a n d t h e a va ila bilit y of m or e cos t effect ive equ ip m en t . Th e tota l AIAs r ecor ded ea ch yea r h a ve been com pa r ed t o t ot a l it in er a n t op er a t ion s , a n d t h e p er cen t a ge a vera ged. Th e level h a s been for eca st a t 2.7 p er cen t of t ot a l it in er a n t op er a t ion s a s p res en t ed in Tab le 2H .

TABLE 2H Ann ua l Ins trum en t Approac he s (AIAs) Projec tions Re db ird Airpo rt Ye a r 1995 1996 1997 1998 1999 FO R E C AS T S 2005 2010 2020 U lt im a t e 1,050 1,150 1,370 2,170 39,000 42,700 50,700 80,400 2.70% 2.70% 2.70% 2.70% AIA's 1,356 482 802 866 940 It in e ra n t Op e ra ti on s 36,063 32,936 27,940 33,654 34,711 Ratio 3.76% 1.46% 2.87% 2.57% 2.71%

S U MMAR Y
Th is ch a pt er h a s provided forecast s for ea ch sector of aviat ion dem an d. These for eca st s a r e essen t ia l t o t h e effective an alysis of fu t u r e fa cilit y requirem ent s. Th e n ext s t ep in t h e stu dy is to assess

t h e ca pa city of exist in g fa cilit ies t o a ccom m oda t e for eca s t dem a n d a n d d et er m in e which facilities will need t o be impr oved to meet t hese dema nds. Th e a via t ion dem a n d for ecast s h a ve been s u m m a r ized in Ex h ib it 2E .

2-19

99MP12-2E-5/30/00

57

)4; . )81)61
0EIJ HE?=
+)6-/ 4; '''

)+61816; 2 )
# 

1 / 0 41
 

. HA?=IJI
7 61 )6-

Annual Operations Itinerant AirTaxi General Aviation Military Total Itinerant Local General Aviation Military Total Local Total Operations AIAs Based Aircraft Single Engine Multi-engine Turboprop Jet Helicopter Total Based Aircraft

16 34,695 193 34,904 72,671 220 72,891 107,795 940

200 38,600 200 39,000 78,400 200 78,600 117,600 1,050

200 42,300 200 42,700 86,000 200 86,200 128,900 1,150

200 50,300 200 50,700 102,000 200 102,200 152,900 1,370

200 80,000 200 80,400 130,000 200 130,200 210,600 2,170

133 31 2 1 5 172

137 32 4 2 5 180

141 33 6 4 6 190

147 36 13 8 6 210

200 45 25 20 10 300

*)5-, )14+4).6 . 4-+)56

300 250 200 150 100 50 1999
Single Engine Multi-Engine

2005

2010
Turboprop Jet

2020

ULTIMATE
Helicopter

Exhibit 2E FORECAST SUMMARY

Chapter Three FACILITY REQUIREMENTS

FACILITY REQUIREMENTS T

o properly plan for the future of Redbird Airport, it is necessary to translate forecast aviation demand into the specific types and quantities of facilities that can adequately serve projected demand levels. This chapter uses the results of the forecasts conducted in Chapter Two, as well as establishing planning criteria, to determine the airfield (i.e., runways, taxiways, navigational aids, marking and lighting), and landside (i.e., hangars, general aviation terminal building, aircraft parking apron, fueling, automobile parking and access) facility requirements. The objective of this effort is to identify, in general terms, the adequacy of the existing airport facilities, outline what new facilities may be needed, and when these may be needed to accommodate forecast demands. Having established these facility requirements, alternatives for providing these facilities will be evaluated in Chapter Four to determine the most cost-effective and efficient means for implementation.

DALLAS, TEXAS

AIRPORT

PLANNING HORIZONS
Cost effective, safe, efficient, and orderly development of an airport should rely more upon actual demand at an airport than a time-based forecast figure. Thus, in order to develop a master plan that is demandbased rather than time-based, a series of planning horizon milestones have been established that take into consideration the reasonable range of aviation demand projections. It is important to consider that the actual activity at the airport may be

MASTER

PLAN

3-1

h igher or lower t h a n wh a t t h e a n n u a lized for eca st por t r a y. By p l a n n in g a ccor d i n g t o a ct i v i t y milestones, t h e r es u lt a n t p la n ca n a ccom m oda t e u n expect ed s h ift s, or ch a n ges in t h e a r ea s a via t ion d em a n d . It is im por t a n t for t h e pla n t o a ccom m od a t e for t h es e ch a n ges so t h a t a ir por t officials ca n r espond t o u n expect ed ch a n ges in a t im ely fa sh ion . As a r esu lt, t h ese m ilestones provide flexibilit y, wh ile pot en t ia lly ext en din g t h is plan s us eful life if a via t ion t ren ds slow over t he per iod.

Th e m os t im p or t a n t rea son for u t ilizing m ilestones is th a t t hey a llow th e airport t o develop fa cilit ies a ccor din g to need gen er a t ed by a ct u a l d em a n d levels. Th e d e m a n d - ba se d s ch e d u l e p r o vi d es fl e x i b i l i t y in de ve l opm e n t , a s developm en t schedu les ca n be slowed or expedited a ccordin g t o a ct u a l dema n d a t a n y given t im e over t h e pla n n in g period. Th e r esu lta n t pla n pr ovides a ir por t officia ls wit h a fin a n cia lly r esp on sible a nd n eed based pr ogr a m . Table 3A pr esen t s the pla n n in g h or izon m ilestones for ea ch a ct ivit y d em a n d ca t egory.

TABLE 3A Av ia ti on D e m an d P la n n in g Ho ri zo n s Re db ird Airpo rt Curre n t O P ER AT IO N S Loca l Tr a n s ien t Tot a l Oper a t ion s Ba sed Air cr a ft 72,891 34,904 107,795 172 78,600 39,000 117,600 180 86,200 42,700 128,900 190 102,200 50,700 152,900 210 130,200 80,400 210,600 300 Sh ort Term Interm ed iate Term Lo n g Term Ultimate

AIRFIELD R EQ U IREMEN T S
Air field requirem ent s include th ose fa cilit ies r ela t ed t o t h e a r r iva l a n d d ep a r t u r e of a ir cr a ft . These facilit ies ar e compr ised of th e following items:

! ! ! !

Ru n wa ys Ta xiwa ys Air field Ma r kin g a n d Ligh t in g Na viga t ion a l Aids

Th e select ion of t h e a ppr opr ia t e F AA a n d TxDOT design st a n da r ds for t h e developm en t of t h e a ir field facilit ies is 3-2

based pr im a r ily u p on the ch a r a ct er ist ics of t h e a ir cr a ft wh ich a r e expect ed t o u s e t h e a ir por t . Th e m ost cr it ica l ch a r a ct e r is t ics a r e t h e a p p ro a c h s p e ed a n d t h e size of t h e c r it i c a l d e s ig n a ir c ra ft a n t icipa t ed t o use t h e a irport n ow or in t h e fu t u r e. Th e cr itica l design a ircra ft is defined a s t h e m os t dem a n d in g ca t egor y of a ir cr a ft wh ich con du ct s 250 or m or e op er a t ion s per yea r . P la n n in g for fu t u r e a ir cr a ft use is of p a r ticu la r im p or t a n ce s in ce design st a nd a r ds a r e u sed t o pla n sep a r a t ion dist a n ces bet ween facilities. Th ese st a n da r ds m u st be det er m ined

n ow sin ce t h e relocat ion of th ese fa cilit ies will likely be ext r em ely expens ive a t a lat er da t e. Th e F eder a l Avia t ion Adm in ist r a t ion h a s est a blish ed crit er ia for u se in t h e sizin g an d design of airfield facilities. These st a nda rds in clude cr it er ia wh ich r ela t e t o a ir cr a ft size a n d per for m a n ce. Accor d i n g t o F e d e r a l Av i a t ion Adm in ist r a t ion Advisor y Cir cu la r (AC) 1 5 0 /5 3 0 0 -1 3 ,C h a n g e 5, Ai r p o r t D e s i g n , a n a i r c ra ft's a p p r oa c h c a t eg or y is based upon 1.3 t im es it s st a ll speed in la n din g con figu r a t ion a t t h a t a ircra ft 's ma ximu m cer t ifica t ed weigh t . Th e five a ppr oa ch ca t egor ies u sed in a irport plann ing are a s follows: Ca t e gor y A: Speeds of less t h a n 91 kn ots. Ca t e gor y B: Speeds of 91 kn ots or more, but less th an 121 kn ots. Ca t e gor y C: Speeds of 121 knots or more, but less th an 141 kn ots. Ca t e gor y D : Speeds of 141 kn ots or more, but less th an 166 kn ots. Ca t e gor y E: Speeds of 166 kn ots or gr ea t er . Th e s econ d ba sic design cr it er ia r elat es t o a ir cr a ft size. Th e a i r p l a n e d e si g n g r ou p (ADG) is based upon wingspan . The six groups a re a s follows: G r ou p I: U p t o bu t n ot in clud ing 49 feet . G r ou p II: 49 feet u p t o bu t n ot inclu din g 79 feet .

G r ou p III: 79 feet u p t o bu t n ot inclu ding 118 feet . G r ou p IV: 118 feet u p t o bu t n ot inclu ding 171 feet . Gr ou p V: 171 feet u p t o bu t n ot inclu ding 214 feet . Gr ou p VI: 214 feet or gr ea t er . Toget h er , a ppr oa ch ca t egor y an d ADG iden t ify a codin g syst em wh er eby a ir por t design cr it er ia a r e r ela t ed t o t h e oper a t ion a l a nd phys ica l ch a r a ct er ist ics of t h e a ir cr a ft in t en d ed t o op er a t e a t t h e a ir por t . This code, t h e Airp ort Re fe re n c e Co d e (ARC), ha s t wo com pon ent s: t h e fir st com pon en t , depict ed by a let t er , is t h e a ir cr a ft a ppr oa ch ca t egor y a n d r ela t es t o a ir cr a ft a p pr oa ch s peed (op er a t ion a l cha ra cter istic); t h e secon d com pon en t , depict ed by a Rom a n n u m er a l, is t h e a ir pla n e des ign gr ou p a n d r ela t es t o a i r cr a ft w in g s pa n (ph ysica l ch a r a ct er ist ic). Gen er a lly, a ir cr a ft a ppr oa ch speed a pplies t o r u n wa ys a n d r u n wa y-r ela t ed facilities, wh ile a ir pla ne wingspan p rim a r ily r ela t es t o sep a r a t ion cr it er ia in volving t a xiwa ys a n d ta xilan es. Ex h ib it 3A pr ovides a listin g of t yp ica l a ir cr a ft a n d t h eir a ssocia t ed ARC. F AA advises designing all element s to m eet th e requiremen ts of t h e a ir por t 's most dem a n din g, or cr it ica l a ir cr a ft . As discu ssed a bove, th is is t h e a ir cr a ft , or gr ou p of aircraft a ccoun ting for a t least 250 op er a t ion s per yea r . Th u s, in or der t o det er m in e t h e a ir port 's fa cilit y requirem ent s, t h e ARC of t h e cr it ica l sh ould first be det er m in ed, t h u s

3-3

en a blin g t h e a pplica t ion of a ppr opr ia t e des ign cr it er ia . Redbir d Air por t is cu r r en t ly design a t ed a s a r eliever a ir por t wit h a tr a n sp or t design st a nda r d in t h e Texa s Avia t ion Syst em P la n (TASP ). Th is d esign st a n d a r d corr esponds t o an ARC C-II a ir por t . As ind ica t ed in Ch a p te r Tw o , Redbir d Air por t is pr esen t ly u t ilized pr im a r ily by gen er a l a via t ion a ir cr a ft . Gen er a l a via t ion a ir cr a ft cu r r en t ly u t ilizin g t h e a ir por t r a n ge fr om sm a ll sin gle-en gin e a ir cr a ft t o m ore soph is t ica t ed t u r bop rop a n d jet a ir cr a ft . Definin g t h e a ct u a l cr it ica l a ircra ft ca n som et imes be a n ebu lou s t a sk. Typica lly, t h e design a ir cr a ft is based upon t he m ost d em a n d in g a ir cr a ft a ct u a lly ba sed at t h e a irpor t . F or a ir por t s sim ila r t o Redbird, t h e crit ica l a ir cr a ft ca n be defined by a gr ou p of sim ila r a ir cr a ft wh ich op er a t e a t t h e a ir por t on a regular basis. Review of based a ir cr a ft a t t h e a ir por t ind ica t es t h a t t h e Isr a eli West win d (ARC C-I) a n d t h e Beech cr a ft Kin g Air 100 (B-I I) a r e t h e m os t dem a n d in g ba sed a ircra ft . Respon ses fr om t h e u ser su r vey in d ica t ed t h a t t h e own er s of th ese a ir cr a ft op er a t e t h em r egu la r ly fr om Redbir d. Th u s, t h e exist in g cr it ica l a ir cr a ft is t h e West wind a nd t h e Kin g Air 100 wh ich ca lls for pla n n in g for ARC C-II sta nda rds. F u t u r e a ir cr a ft m ix ca n expect t o include a la r ger per cen t a ge of cor por a t e a ir cr a ft fa llin g in Ca t egor y C an d D, Gr ou p II. Increa sed corpora t e a ir cr a ft u t iliza t ion is t ypica l a t gen er a l a via t ion a ir por t s su r r ou n ded by gr owin g or 3-4

est a blish ed popula t ion a nd em ploymen t cen ter s. On ce u t ilized only by la r ge con g l om e r a t e t y p e cor p or a t ion s , cor por a t e a ir cr a ft (especia lly jets) h a ve been in cr ea sin gly u t ilized by a wider va r iet y of com pa nies. FAA t ren ds in dica t e t h a t businesses ar e in cr ea sin gly u t ilizing cor por a t e a ir cr a ft to condu ct t heir business. Consider in g t h e sizea ble in du st r y a n d popu la t ion ba se in t h e Da lla s /F or t Wor t h Metr oplex ar ea , it is n ot u n likely t h a t Redbir d Airp or t will be fr equ en t ed by la r ger cor por a t e a ircra ft on t h e or der of 250 or m or e op er a t ion s per yea r wit h in t h e plan nin g period. Ut iliza t ion of cor por a t e a ir cr a ft h a s becom e a cost effective m a n n er in wh ich t o t r a n s por t execu t ives a n d ot h er per son n el. Th e cost ben efit can be a t t r ibu t ed t o t h e n ewer , fu el efficient jet a ircra ft wh ich ca n close t h e expense ga p bet ween t h e sea t on t h e cor por a t e jet ver su s t h e sea t on t h e com m er cia l ca r r ier . Th e con t in u ed gr owt h of t h e Cit y of D a l l a s , d e v e l op m e n t of n e a r b y i n d u s t r ia l/com m e r cia l a r ea s, a n d r ela t ive close pr oximit y to down t own Da lla s will likely con t r ibu t e t o a n increa se in cor por a t e a ir cr a ft a ct ivit y a t t h e a irport over t he pla n n ing period. M or e ov e r , a s a via t i on d e m a n d con t in u es t o in crea se r equ ir in g a ccess t o t h e downt own a rea , Redbird Airport will likely be t h e best a va ila ble ch oice given t h e h igh con gest ion of ot h er a ir por t s in t h e a r ea . Th u s , fu t u r e fa cilit y pla n n in g m u st inclu de t h e pot en t ia l for t h e a irport t o be u t ilized by th e full ra nge of business jets. In or der t o iden t ify t h e cr it ica l a ir cr a ft wh ich will m a ke a t leas t 250 a n n u a l

99MP12-3A-5/23/00

Beech Baron 55 Beech Bonanza Cessna 150 Cessna 172 Piper Archer Piper Seneca

Lear 25, 35, 55 Israeli Westwind HS 125

A-I
Beech Baron 58 Beech King Air 100 Cessna 402 Cessna 421 Piper Navajo Piper Cheyenne Swearingen Metroliner Cessna Citation I Super King Air 200 Cessna 441 DHC Twin Otter

C-I, D-I
Gulfstream II, III, IV Canadair 600 Canadair Regional Jet Lockheed JetStar Super King Air 350

less than 12,500 lbs.

B-I

C-II, D-II
B 727-200 B 737-200 B 737-300, 400, 500 DC-9 Fokker 70, 100 MD-80 A320 B-757 B-767 DC-8-70 DC-10 MD-11 L1011

less than 12,500 lbs.

B-II

C-III, D-III
Super King Air 300 Beech 1900 Jetstream 31 Falcon 10, 20, 50 Falcon 200, 900 Citation II, III, IV, V Saab 340 Embraer 120 DHC Dash 7 DHC Dash 8 DC-3 Convair 580 Fairchild F-27 ATR 72 ATP

over 12,500 lbs.

B-I, II

C-IV, D-IV
B-747 Series B-777

A-III, B-III

D-V

Note: Aircraft pictured is identified in bold type.

Exhibit 3A AIRPORT REFERENCE CODES

oper a tions, it is n ecessa r y t o an a lyze wh a t t ype of a ir cr a ft cor por a t e op er a t or s might ba se a t a n d/or u t ilize a t Redbir d Air por t on a r egular basis. It ca n be expect ed t h a t t h e m a jor it y of cor por a t e a ir cr a ft u t ilizin g t h e a ir por t in t h e fu t u r e will be m u lt i-en gin e pist on a n d t u r bo-pr op a ir cr a ft . It can a lso be expect ed t h a t bu sin ess jet u sa ge will in crea se well a bove th e 250 a n n u a l oper a t ion a l level wh ich is u sed t o iden t ify t h e cr it ica l a ir cr a ft . Th e pr eviou s cha pt er in dica t ed t h a t eigh t bu sin ess jets a r e for eca st t o be ba sed a t t h e a ir por t in t h e lon g r a n ge of t h e pla n n in g per iod. Th e u lt im a t e r a n ge considered t he pot ent ial for u p t o 20 ba sed jet a ir cr a ft if a r ea a ir por t s becom e over ly con ges t ed. Th u s, t h e com bin a t ion of opera tions by ba sed bu siness jet a ir cr a ft a lon g wit h t r a n s ien t cor por a t e jet oper a t ion s will d et er m in e t h e cr it ica l a ir cr a ft for t h e a ir por t . Alt h ou gh t he Gu lfst rea m III a nd IV a ir cr a ft do n ot cu r r en t ly op er a t e a t t h e a irpor t on t h e or der of 250 t imes a n n u a lly, discuss ions wit h a irport a dm in ist r a t ive a n d F BO st a ff in dica t e t h a t t h ey do oper a t e a t Redbir d occa sion a lly. Als o, m a n y cor por a t ion s a r e pa r t icipa t ing in t h e Gu lfst r ea m fr a ct ion a l own er sh ip pr ogr a m wh ich a llows t h em t o bu y a s et a m ou n t of t r ip h ou r s in a Gu lfst r ea m . Th is pr ogr a m is lu cr a t ive t o cor por a t ion s beca u s e of t h e r ela t ively low cos t t o p u rch a s e h ou r s a n d t h e bu sin ess does not h a ve to em ploy a fligh t d ep a r t m en t a n d m a in t a in t h e a ir cr a ft . Given all of th ese considera tions, p la n n in g for t h e fu t u r e cr it ica l a ir cr a ft 3-5

sh ou ld in clu de a ll cor por a t e a ir cr a ft u p t o t h e Gu lfst r ea m IV. Ther efor e, p la n n in g of a ir field facilit ies s h ou ld con sider t h e m ost dem an ding of th ese a ir cr a ft . An a lysis pr esen t ed below will consider t h e ru n wa y len gth s r equ ired by bot h C-I I a n d D-I I a ir cr a ft . Th e a ir field fa cilit y requ irem en t s ou t lined in t h is ch a p t er cor r es pond t o t h e design st a n da r ds described in F AA's Advisor y Cir cula r 150/5300-13, Airpo rt D e sig n . Th e followin g a ir field fa cilit ies a r e ou t lin ed t o descr ibe t h e scope of fa cilit ies t h a t wou ld be n ecessa r y t o a ccom m od a t e t h e a ir p or t 's r ole t hr ough out t he pla nn ing period.

R U N WAYS Th e a dequ a cy of t h e exist ing r u n wa y syst em a t Redbird Air por t h a s been a n a lyzed from a n um ber of perspectives, in clu din g r u n wa y or ien t a t ion , a ir field ca pa cit y, r u n wa y len gt h , a n d p a vem en t st r en gt h . F r om t h is in for m a t ion , requ ir em en t s for r u nwa y improvemen t s were deter m ined for t he a irport .

Air fie ld Capac it y A dem a n d/ca pa city a n a lysis m ea su r es t h e capa city of t h e a ir field facilit ies (i.e. r u n wa ys a n d t a xiwa ys) in order t o iden t ify a n d pla n for a d dit ion a l developm en t n eeds. Th e ca pa cit y of t h e a ir por t 's t wo r u n wa y syst em ca n p r ovide u p t o 230,000 a n n u a l opera tions. F AA O r d e r 5090.3B F ie ld F o r m u l a ti o n o f t h e N a t i o n a l P l a n o f In t e gra te d Ai rp o rt Sy s te m s

(N P IAS ) ind ica t es t h a t imp r ovemen t s sh ou ld be consider ed wh en op er a t ion s r ea ch 60 percent of th e airfields an nu al ser vice volum e (ASV). Th u s , if t h e p roject ed lon g r a n ge pla n n in g h or izon level of oper a t ion s com es t o fr u it ion , t h e a ir fields ASV will exceed t h e 60 p er cen t level a ft er t h e int er m edia t e t er m p la n n in g h or izon . F AA a lso su ggests t h a t a ir port s im plem en t ca pa cit y en h a n cin g p roject s on ce op er a t ion s r ea ch 80 percent of th e airport s ASV. Th e a irport will r ea ch 80 p er cen t of t h e a ir por t s AS V a t 184,000 opera tions, wh ich wou ld be a ft er t he lon g ter m pla n n in g h or izon . Th e m ost t ypica l a n d effective en h a n cem en t t o a ir field capa cit y is t h e con st r u ct ion of a pa r a llel r u n wa y. Con st ru ct ion of a pa r a llel r u n wa y would pr ovide for a n ASV of a ppr oxima t ely 300,000 opera tions. Ot h er ca pa cit y en h a n cem en t s in clu de con st r u ct ion of a ddit ion a l t a xiways a n d im pr oved n a viga t ion a l inst r u m en t a t ion . F or Redbir d Air por t , con s t r u ct ion of a ddit ion a l exit t a xiwa ys will n ot likely a llevia t e con gest ion due t o the a dequ a cy of exist in g t a xiwa ys. N a viga t ion a l a id i m p r o v e m e n t s , i n cl u d i n g G P S imp r ovemen t s a n d bet t er m in im u m s t o a ddit ion a l r u n wa ys would provide some relief dur ing poor weat her conditions. Th e con st r u ct ion of a pa r a llel r u n wa y pr ovides t h e best ca pa cit y increa se t o a n a ir field syst em . Th is pr ocess, however , is a ver y cost ly a n d a pot en t ia lly t im e con s u m in g m ea su r e. F u r t h er m or e, TxDOT will r equ ire t h a t t h e pr oject be just ified in or der t o r eceive fu n din g a ssist a n ce.

F or pla n n in g p u r poses , h owever, con sider a t ion will be given t o t h e con st r u ct ion of a pa r a llel r u n wa y for t h e u lt im a t e plan nin g period. E s t a blis h in g t h e p ot en t ia l for a pa r a llel r u n wa y will provide t h e cit y wit h a n opt ion for developm en t of a d ja cen t pr oper t y. Th is opt ion will be exp lored fu r t h er in t h e n ext ch a p t er . An a lysis in t h e n ext ch a p t e r w ill d e t e r m in e if t h e con st r u ct ion of a pa r a llel r u n wa y is fea sible.

R u n w a y Or ie n t a t i o n Th e cu r r en t a ir field con figu r a t ion inclu des p rim a r y Ru n wa y 13-31 wh ich is or ien t ed in a n ort hwest/sout hea st m a nn er . Cr osswin d Ru n wa y 17-35 is or ient ed nort h/sout h. Idea lly, t h e p rim a r y r u n wa y a t a n a ir port sh ou ld be or ient ed a s close a s pr a ct ica l in t h e dir ect ion of t he pr edom in a n t win ds t o m a xim ize t h e r u n wa y's u sa ge. Th is m in im izes t h e per cen t of t im e t h a t a cr os swin d cou ld m a ke t h e p refer r ed r u n wa y inoper a ble. F AA Advis ory Circula r 150/5300-13, Ch a n ge 5, Ai rp o r t D e s i g n recom m ends t h a t a cr osswin d r u n wa y sh ou ld be m a de a va ilable wh en t h e p rim a r y r u n wa y or ient a t ion pr ovides less t h a n 95 per cen t wind covera ge for a n y a ir cr a ft for eca s t t o u s e t h e a ir por t on a r egu la r ba sis. Th e 95 p er cen t win d covera ge is com p u t ed on t h e ba s is of t h e crosswin d com p on en t n ot exceeding 10.5 k n ot s (12 m p h ) for Air por t Refer en ce Codes (ARC) A-I a n d B-I; 13 k n ot s (15 m p h ) for ARC A-I I a n d B-I I; 16 k n ot s (18 m p h ) for ARC C-I t h r ou gh D-I I; a n d 20 knots for ARC A-IV th rough D-VI.

3-6

Wind da t a specific t o t h e a irport wa s n ot a vaila ble, however, dat a for n ea r by Da lla s F or t Wor t h In t er n a t ion a l Airp or t (1 9 8 8 -1 9 9 7 ) p r o v id e s a d e q u a t e in for m a t ion for u se in t h is st u dy. Th is da t a is gr a ph ica lly d ep ict ed on t h e win d r os e in Ex h ib it 3B . As depict ed on t h e exhibit, Ru n wa y 1331 pr ovides 87.01 per cen t cover a ge for 12 m ph cr osswin ds, 93.81 percen t a t 15 m p h , a n d 98.22 per cen t a t 1 8 m p h . Cr osswin d Ru n wa y 17-35 pr ovides 96.11 percent covera ge for 12 m ph crosswinds, 98.19 percen t a t 15 m p h , a n d 99.5 per cen t a t 18 m ph . Th e com b i n e d r u n w a y con fi gu r a t ion pr ovides 98.82 per cen t cover a ge for 12 m ph cr osswin ds, 99.57 percen t a t 15 m p h , a n d 99.90 p er cen t a t 18 m p h . Th e an alysis in d ica t es t h a t t h e exist in g r u n wa y sys t em p r ovid es a dequ a t e cr os swin d covera ge for a ll a ir cr a ft . Thu s, fut ur e pla ns for a n a ddit ion a l cr os swin d r u n wa y do n ot n eed t o be considered.

! Air por t eleva t ion .

An a n a lysis of t h e exis t in g a nd fu t u r e fleet mix indicat es th at business jet s will be t h e m os t dem a n d in g a ir cr a ft on r u n wa y len gt h a t Redbir d Air por t . Th e t ypica l bu sin ess a ir cr a ft r a n ge fr om t h e Ces sn a Cit a t ion I, wit h m in im a l r u n wa y len gt h r equ ir em en t s , t o t h e Cit a t ion III , Lea r J et m odels 25 a n d 35, a nd Gu lfst r ea m m odels r equ irin g lon ger ru nwa y length s. Air cr a ft op er a t in g ch a r a ct er is t ics a r e a ffect ed by t h r ee p rim a r y fa ct or s: t h e m ea n m a xim u m t em per a tu r e of t h e hottest m on t h , t h e a ir por t 's eleva t ion , a n d t he gra dien t of t h e r u n wa y. An increa se in t h e m a xim u m differ en ce in r u n wa y cen t er lin e eleva t ion increa ses t h e r u n wa y r equ ir em en t in la r ge a ir cr a ft weigh ing less t h a n 60,000 pou nds, wh ile a n in cr ea se in h a u l lengt h s of a ir pla n es weigh in g m or e t h a n 60,000 pou n ds will a lso increa se r u n wa y len gt h s for t h es e a ir cr a ft . Th e m ea n m a xim u m d a ily t em p er a t u r e of th e hott est m on t h for Red bir d Air por t is 96 degr ees F a h r en h eit . Th e a ir por t eleva t ion is 660 feet MSL. Gr a dien t for Ru n wa y 13-31 is 0.21 percen t . Table 3B ou t lin es t h e r u n wa y len gt h r equ ir em en t s for va r iou s cla ssifica t ion s of a ir cr a ft t h a t u t ilize Red bir d Air por t . These st a nda rds wer e d er ived fr om t h e F AA Ai rp o r t D e s ig n Co m p u te r P r o g r a m for r ecom m en ded r u n wa y len gt h s. As wit h ot h er des ign cr it er ia , r u n wa y len gt h r equ irem en t s a r e ba sed upon t h e cr it ica l a ir cr a ft gr ou pin g wit h at least 250 an nu al opera tions.

R u n w a y Len g th Th e det er m in a t ion of r u n wa y len gt h r equ irem en t s for t h e a ir por t a r e ba sed on five pr im a r y fa ct or s:

! Cr it ica l a ir cr a ft t ype expect ed to use

t h e a ir por t .

! St a ge len gt h of t h e lon gest n on st op

tr ip destina tions.

! Mea n m a ximu m da ily t em per a t u r e of

t h e h ot t es t m on t h .

! Ru n wa y gra dient .

3-7

TABLE 3B Run w ay Len gth Re quire me nts Re db ird Airpo rt AIRP OR T AN D RU N WAY D ATA Air por t eleva t ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660 feet Mea n da ily m a xim u m t em per a t u r e of t h e h ot t est m on t h . . . . . . . . . . . . . . . . . . . . 96.1 F Ma xim u m differ en ce in r u n wa y cen t er lin e eleva t ion . . . . . . . . . . . . . . . . . . . . . . . 10 feet Length of ha ul for a irplan es of more th an 60,000 poun ds . . . . . . . . . . . . . . . 1,400 miles Dr y r u n wa ys RU N WAY LEN GTHS RE COMMEN D ED FOR AIRP ORT D ES IGN Sm a ll a irp lan es wit h less t h a n 10 pa ssen ger s ea t s 75 per cen t of t h ese sm a ll a irp lan es . . . . . . . . . . . . . . 95 per cen t of t h ese sm a ll a irp lan es . . . . . . . . . . . . . . 100 per cen t of t h ese sm a ll a irp lan es . . . . . . . . . . . . . Sm a ll a irp lan es wit h 10 or m or e pa ssen gers sea t s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... ..... ..... ..... . . . . . . . . . . . . . . . . . . . . . . . . 2,800 3,400 4,000 4,500 feet feet feet feet

Large airplan es of 60,000 poun ds or less 7 5 p e r c e n t o f b u s i n e s s je t s a t 60 p e rc e n t u s e fu l lo a d . . . . . . . . . . . . 5,000 fe e t 1 00 p e rc e n t o f b u s i n e s s je t s a t 60 p e rc e n t u s e fu l lo a d . . . . . . . . . . . . 6,000 fe e t Ai rp la n e s o f m o r e th a n 6 0 ,0 00 p ou n d s . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,000 fe e t RE F E RE N CE : F AAs a ir por t design com pu t er soft wa r e u t ilizin g Ch a pt er Two of AC 150/5325-4A, R u n w a y Le n g t h R e q u i r e m e n t s fo r Ai rp o r t D e s i g n , no cha nges included.

Ba sed upon t h e for eca st of a ircra ft fleet m ix t hr ough t he long r a nge pla n n in g period, Redbir d Air por t sh ou ld be designed t o a ccom m oda t e, a t a m in im u m , 75 per cen t of bu sin ess jet a ir cr a ft a t 60 per cen t u seful loa d (ARC C a ir cr a ft ). Accor din g t o t h e F AA design pr ogr a m , t o fu lly a ccom m oda t e 75 percent of th ese a ir cr a ft a t 60 p er cen t usefu l load , t h e r u n wa y len gt h sh ou ld be at least 5,000 feet . Cu r r en t ly, t h e lengt h of t h e Run wa y 13-31 is 6,451 feet which exceeds t h e r equ ir em en t s for 75 p er cen t of bu sin ess jets a t 60 p er cen t u s efu l loa d. For a ppr oa ch ca t egory D a ircra ft (100 percent of business jets a t

60 per cen t u sefu l loa d), th e r u n wa y sh ould be 6,000 feet long. Th e p r og r a m a l s o pr ovide s a n est im a t ion of r u n wa y len gt h s for gener a l a via t ion a ir cr a ft weigh in g m or e t h a n 60,000 poun ds. Th is gr ou p wou ld include t h e Gu lfst r ea m fa m ily of a ir cr a ft a n d som e n ew long-r a n ge cor por a t e jets. Th e est im a t e of r u n wa y len gt h r equ ir em en t s for t h e la r ge cor por a t e a ircra ft over 60,000 poun ds con sider s a ll a ir field da t a , bu t a lso con sider s t h e t ypical h a u l dist a n ce for t h e a ir cr a ft .

3-8

Given t h e s t r on g in du st r ia l ba se in a n d n ea r t h e Cit y of Da lla s it is lik ely t h a t bu sin esses will in cr ea sin gly u t ilize th e a ir por t t o t r a vel t o com m er cial cen t er s in Los Angeles (1,243 miles), Mia m i (1,103 m iles), or N ew Yor k (1,400 m iles). Thu s, u ltim a t e a irfield r equ ir em en t s will con sider t h e r u n wa y n eeded t o a ccom m od a t e a ir cr a ft weigh in g m ore t h a n 60,000 pou n ds wit h ha ul length s of 1,400 miles. As in dicat ed in Tab le 3B , a ir cr a ft weigh in g m or e t h a n 60,000 pou n ds wit h h a u l lengt h s of 1,400 miles requ ire a 7,000-foot long ru nwa y. It is im p or t a n t t o n ot e t h a t TxDOT a n d t h e F AA will r equ ir e specific ju st ifica t ion for t h e r u n wa y for t h e r u n wa y to be ext en ded t o 7,000 feet . Th e t ype of a ir cr a ft , its specific r u n wa y r equ ir em en t s , a n d fr equ en cy of oper a t ion will need t o be pr ovided for fu n din g a ssist a n ce. Th er efor e, cu r r en t r ecor d keepin g of business jet oper a t or s sh ou ld be en h a n ced t o in clu de compa ny na mes, a ir cr a ft t ype, a n d frequ en cy of oper a t ion a t t h e a ir por t . Al s o, a ir por t a dm in ist r a t ion s h ou ld requ es t t h a t cor por a t e a ir cr a ft oper a t in g a t t h e a ir por t pr ovide th eir es t a blis h ed requirem ent s. An a lysis a lso con sider ed t h e r u n wa y len gt h r equ ir ed t o a ccom m od a t e t h e cr it ica l a ir cr a ft cu r r en t ly ba s in g a t t h e a ir por t . Th e Isr a eli West wind, ARC CI, qu a lifies a s t h e m ost cr it ica l a ir cr a ft for r u n wa y len gt h . Accordin g t o oper a t ion a l d a t a for t h is a ir cr a ft , a r u n wa y len gt h of 7,300 feet is r equ ired for 96 degr ee t em per a t u r es, 660 feet eleva t ion , an d full load conditions. Obviously t h is a ir cr a ft cu r r en t ly oper a t es wit h less r u n wa y len gt h a t Redbird, h owever , is lik ely weigh t 3-9

r est r ict ed d u rin g hot sum mer month s. Con sider a t ion sh ou ld be given t o u ltim a t ely pr oviding u p t o 7,300 feet for t h is a ir cr a ft . Ru n wa y 17-35 is 3,801 feet lon g. To fu lly a ccom m oda t e a ir cr a ft in ARC B-II, a r u n wa y len gt h of 4,000 feet is requ ired. As in dica t ed ea r lier , Ru n wa y 13-31 pr ovides 93.81 p er cen t cr os swin d covera ge for 15 mph crosswin ds wh ich fa lls sh or t of t h e 95 pe r ce n t r equ ir em en t . Th er efor e, con sider a t ion sh ou ld be given t o exten ding Ru n wa y 17-35 t o a t lea st 4,000 feet . Ult im a t e p la n n in g should als o con s id er t h e pot en t ia l for pr ovidin g u p t o 5,000 feet t o a ccom m od a t e s m a ll a n d m ed iu m size cor por a t e a ir cr a ft . Run wa y 17-35 a ct u a lly pr ovides bet t er win d cover a ge a n d ser ves a s a n a lt er n a t ive la n din g a r ea du r ing t imes wh en Ru n wa y 13-31 is closed for m ain ten an ce opera tions. Con sider a t ion mu st a lso be given t o t h e len gt h of a pot en t ia l pa r a llel r u n wa y for t h e u lt im a t e p la n n in g t er m . An opt ion for pla n n in g t h e pa r a llel r u n wa y would be pr ovid in g on ly for t r a in in g op er a t ion s a n d for sm a ll a ir cr a ft exclu sively u p t o ARC B-I I. I n or der t o a ccom m oda t e a ir cra ft u p to ARC B-II a ir cr a ft , t h e pot en t ia l pa r a llel r u n wa y sh ou ld be a m in im u m of 4,000 feet long. Th is lengt h would a ccom m od a t e t h e r u n wa y len gt h r equ ir em en t s of a ll sm a ll a ir cr a ft .

R u n w a y S a fe t y Ar e a s Con s idera t ion of r u n wa y len gt h r equ ir em en t s m u st a lso fa ct or ot h er design cr it er ia est a blish ed by t h e F AA. F AA design cr it er ia r ega r din g r u n wa y object fr ee a r ea (OF A), r u n wa y s a fet y

a r ea (RS A), a n d h eigh t clear a n ces mu st be considered. Th e ru nwa y OF A is defined in F AA Advisor y Cir cu la r 150 /5300-13 Ch a n ge 5, Ai rp o r t D e s i g n , a s a n a r ea cen t er ed on t h e r u n wa y ext en din g ou t in a ccor da n ce t o t h e cr it ica l a ir cr a ft design ca t egor y u t ilizin g t h e r u n wa y. Th e OF A m u st pr ovide clea r a n ce of a ll gr ou n d ba sed objects pr otr u din g a bove t h e r u n wa y sa fet y a r ea (RSA) edge eleva t ion , u n les s t h e object is fixed by fu n ct ion ser vi n g a ir or gr ou n d n a viga t ion . Th e RSA is also cent ered on t h e r u n wa y r ea ch in g ou t in a ccor da n ce t o t h e a ppr oa ch speed of t h e crit ica l a ir cr a ft u s in g t h e r u n wa y. F AA r equ ir es t h e RSA t o be clear ed a n d gra ded, dr a ined by gr a din g or st or m sewer s, ca pa ble of a ccom m oda t ing fire an d rescue vehicles, a n d fr ee of obst a cles n ot fixed by n a viga t ion a l pu r pose. An a lysis in t h e pr eviou s sect ion ind ica t ed t h a t Ru n wa y 13-31 sh ou ld be p la n n ed t o a ccom m oda t e a ir cr a ft in a ir por t r efer en ce code (ARC) C/D-II . In or der t o m eet design cr iter ia for ARC C/D-II a ircra ft , th e clea red a n d gra ded RSA wou ld need t o be 500 feet wide (cen t er ed on t h e r u n wa y) a n d ext en d 1,000 feet beyond ea ch r un way end. Th e OF A wou ld requ ire a clear ed a r ea 400 feet on ea ch side of t h e r u n wa y cen t er lin e, ext en din g 1,000 feet beyon d ea ch ru nwa y end. Ta ble 3C pr esen t s a ir field design sta nda rds for Redbir d Air por t . Th e crosswind r u n wa y should be designed a t a m in im u m t o a ccom m oda t e a ll a ircra ft in Ca t egor y A a n d B. In 3-10

or der t o m eet design cr it er ia for ARC AII a n d B-I I a ir cr a ft for a r u n wa y wit h n a viga t ion a l a ppr oa ch a ids pr ovidin g visua l or n ot lower t h a n t h r ee qu a r t er m ile visibilit y, t h e clear ed a n d gra ded RSA wou ld n eed t o be 150 feet wide (cen t er ed on t h e r u n wa y) a n d exten d 300 feet beyon d ea ch ru nwa y end. Th e OF A wou ld requ ire a clear ed a r ea 250 feet on ea ch side of t h e r u n wa y cen t er lin e, ext en din g 3 00 feet beyon d ea ch r u n wa y en d . I f t h e r u n wa y wer e t o be design ed for ARC C-II a ir cr a ft , t h e a forem en t ioned crit er ia would a pply. It a ppea r s t h a t t he RSA for t h e n or t h en d of Ru n wa y 31 a n d bot h Ru n wa y 17 a n d 35 comply with F AA sta n dar ds. Th e s ou t h en d of Ru n wa y 13-31, h owever , d oes n ot cu r r en t ly m eet t h e r equ ir ed ARC C/D-II OFA an d RSA st a nda rds du e t o t h e loca t ion Red Bir d La n e. Th e loca t ion of t h e r oa d lim it s t h e RSA a n d OF A beyon d t h e en d of t h e r u n wa y t o a ppr oxim a t ely 520 feet or a ppr oxim a t ely h a lf of t h a t n ecessa r y t o m eet F AA st a nda rd. Ru n wa y sa fet y ar ea cr iter ia wa s est a blished by t he F AA t o provide a d e q u a t e a r e a s for e m e r g e n cy op er a t ion s in clu din g la n din g s h or t or a bor t ed ta ke-offs. Severa l opt ion s exist for t h e a ir por t t o br in g t h e n or t h en d u p t o sa fet y ar ea s t a n da r d s. Th es e op t ion s will be explored in t h e followin g ch a p t er , D e ve lo p m en t Alt e rn a ti ve s .

R u n w a y P ro te c ti on Zo n e s An ot h er con sider a t ion is t h e F AA r equ ir em en t for clear ed approaches. Th e r u n wa y protect ion zon e (RPZ) is a t r a pezoida l a r ea cen t er ed on t h e

TABLE 3C Airfield P lann ing D es ign S tand ards (Ultimate ) Re db ird Airpo rt Ru n w ay 13-31 D E S IG N S T AN D A R D S Airp or t Refer en ce Code (ARC) Runw ays Len gt h (ft .) Widt h (ft .) P a vem en t St r en gt h (lbs.) Sh ould er Widt h (ft .) Ru n wa y Safety Ar ea Width (feet ) Len gt h Beyon d Ru n wa y Object F r ee Ar ea Widt h (ft .) Len gt h Beyon d Ru n wa y Obs t a cle F r ee Zon e Widt h (ft .) Len gt h Beyon d Ru n wa y P r im a r y S u r fa ce Widt h (ft .) Len gt h Beyon d Ru n wa y C/D-II 7,000 100 60,000 SWL 10 500 1,000 800 1,000 400 200 1,000 200 35 131 66 400 500 640 745 13 500 1,010 1,700 34:1 31 1,000 1,510 1,700 50:1 B-II 5,000 75 30,000 SWL 10 150 300 500 300 400 200 500 200 35 131 66 300 250 390 495 500 700 1,000 34:1 Ru n w ay 17-35

E n d (ft.)

E n d (ft.)

E n d (ft.)

E n d (ft.)

Ta x i w a y s Widt h (ft .) OF A (ft.) Ce n t er lin e t o Fixed or Mova ble Object (ft .) R u n w a y Ce n t e r l in e t o : P a r a llel Ta xiwa y Cen t er lin e (ft .) Air cr a ft P a r kin g Ar ea (ft .) Bu ildin g Res t r iction Lin e (ft .) 20 ft . H eigh t Clea r a n ce 35 ft . Height Clear a n ce R u nw a y P ro te c ti on Zo n e s In n er Widt h (ft .) Ou t er Widt h (ft .) Len gt h (ft .) Approach Slope

r u n wa y a n d t ypically begin ning 200 feet beyon d t h e r u n wa y end . The RP Z h a s been est a blished by t h e F AA t o provide 3-11

a n a r ea clea r of obst r u ct ion s a n d in com pa t ible la n d u ses in order t o en h a n ce t h e p rot ect ion of a p pr oa ch in g

a ir cr a ft a s well a s peop le a n d pr op er t y on t h e gr ou n d. Th e d im en s ion s of t h e RP Z va r y a ccor din g t o t h e visibilit y m in im u m s s er vin g t h e r u n wa y, an d in som e ins t a n ces, t h e t ype of a ir cr a ft oper a t in g on t h e r u n wa y. Th e FAA does not n ecessa r ily requ ir e t h e fee sim ple a cqu isit ion of t h e RP Z a r ea , but recom m ends t ha t a irpor t s m a in t a in p os i t i ve con t r ol ove r developm en t wit h in t h e RP Z. It is pr efer r ed t h a t t h e a ir por t own t h e pr oper t y t h r ou gh fee sim ple a cqu isit ion , h ow e ve r , a viga t i on a l e a s e m e n t s (pr ovidin g con t r ol of design a t ed a ir spa ce wit h in t h e RP Z) ca n be pu r su ed if fee sim ple pu r ch a se is n ot possible. It sh ou ld be noted, h owever, t h a t a viga t ion ea sem en t s ca n oft en cost n ea r ly a s m u ch a s t h e u n der lying la n d va lu e a nd m a y n ot fu lly pr oh ibit in com pa t ible la nd u ses fr om t h e RP Z. Als o, t h e a r ea en com pa ssed by t h e RP Z envelops t h e r equ ir ed RSA, OF A, an d a r ea s n eeded for in s t a lla t ion of a ppr oa ch light in g syst em s, a ll of wh ich wou ld be requ ired for pu r ch a se. Of specific concern is the RP Zs for Ru n wa y 13 a n d 31. Th e RP Z for Ru n wa y 31 is for n ot lower t h a n t h r ee qu a r t er s of a m ile visibilit y con dit ion s for ARC C a nd D a ir cr a ft a n d is 1,000' (inn er widt h ) x 1,700' (lengt h ) x 1,510' (ou t e r w i d t h ) m a i n t a i n i n g 3 4 (h or izon t a l)-t o-1 (vert ica l) clear a n ces. Th e RPZ ext ends sout h beyond U .S. H igh wa y 67 (Ma r vin D. Love F r eewa y) m u ch of t h e a r ea n ot bein g own ed by t h e Cit y. Con sider a t ion sh ou ld be given t o t h e fee sim ple a cqu isit ion , or a t a m in im u m , a vigat iona l easem ent s of this pr oper t y. To t h e n or t h , t h e RP Z e xt e n d s ju s t b e yon d L e d b e t t e r 3-12

Boulevar d. Con sider a t ion for a cqu ir in g pr oper t y t o t h e n or t h sh ou ld be given a s well. A m or e det a iled a n a lysis of t h e RP Zs will be p res en t ed in t h e followin g ch a p t er .

Run w ay Widt h Ru n wa y 13-31 is cu r r en t ly 150 feet wide. F AA design cr it er ia ca lls for a r u n wa y widt h of 100 feet t o ser ve a ir cr a ft in a pproach cat egories C a n d D in design gr ou p II . Also, TxDOT cr it er ia ca lls for a 100-foot wide r u n wa y for reliever a irport s. Th u s , t h e cu r r en t width of Run wa y 13-31 is a dequ a t e for t h e fu t u r e. F u t u r e p la n n in g m u st con sider t h e poten t ia l for n a r r owin g t h e r u n wa y t o 100 feet . At t h e t im e of t h e n ext r u n wa y p a vem en t m a in t en a n ce pr oject , a cos t ben efit a n a lys is sh ou ld be d on e con sidering th e cost benefits of n a r r owin g t h e r u n wa y. Obviou sly m a in t a in in g on ly 100 feet of t h e r u n wa y will be les s cost ly t h a n t h e exist ing 150 feet , however, added costs s u ch a s r eloca t in g r u n wa y ligh t s a n d s ign a ge could exceed t h e cost sa vin gs. Ru n wa y 17-35 is a lso cu r r en t ly 150 feet wide. In or der t o a ccom m oda t e a ir cr a ft in ARC B-II wit h visu a l a n d n on pr ecision a p pr oa ch es pr ovidin g gr ea t er t h a n t h r ee-qu a r t er s m ile visibilit y, F AA des ign cr it er ia ind ica t es t h a t a r u n wa y should be 75 feet wide. If t h e r u n wa y is u ltim a t ely designed t o a ccom m oda t e ARC C-I I st a n da r ds (t o ser ve a s a r eliever r u n wa y when t h e p rim a r y r u n wa y is closed), t h e r u n wa y sh ou ld be 100 feet wide. S im ila r t o t h e p rim a r y r u n wa y, a cost ben efit a n a lysis sh ou ld be con d u ct ed a t t h e t im e of t h e n ext pa vemen t m a int en a n ce pr oject t o

d et er m in e if t h e r u n wa y should be na rr owed.

R u n w a y Stren gth As pr eviously m en t ioned, t h e p a vem en t for Ru n wa y 13-31 a n d Ru n wa y 17-35 is st r en gt h r a t ed a t 35,000 pou n ds sin gle wh eel gea r load in g (SWL), 60,000 pou n ds du a l wheel loa din g (DWL), a n d 110,000 pou n ds du a l ta n dem wh eel loa din g (DTWL). Th ese st r en gt h s will be a dequ a t e t o a ccom m oda t e pr oject ed d em a n d on Ru n wa y 17-35. F or Ru n wa y 13-31, h owever , con sider a t ion sh ou ld be given t o in cr ea sin g t h e pa vem en t st r en gt h t o 75,000 pou n ds DWL t o a ccom m oda t e cor por a t e a ir cr a ft u p t o th e Gulfstr eam IV on a regular basis.

r u n wa y cen t er lin e. The cu r r en t 300foot sepa r a t ion m eet s F AA design cr it er ia for ARC C/D a ir cr a ft wit h n ot lower t h a n t hr ee qu a r t er s of a m ile visibilit y minimu ms. It sh ou ld be not ed, h owever , t h a t cu r r en t F AA design st a nda rds r equ ir e t h e r u n wa y/t a xiway sep a r a t ion t o be 400 feet for r u nwa ys ser vin g ARC C/D-II a ir cr a ft with lower t h a n t h r ee qu a r t er s of a m ile visibilit y a ppr oa ch m in im u m s . Th u s , if t h e a ir por t is to be served by an a pproach pr ovidin g less t h a n t h r ee qu a r t er s m ile visibilit y, t h e pa r a llel t a xiwa y for Ru n wa y 13-31 wou ld n eed t o be relocat ed 100 feet to the east . Th e width of th e par allel ta xiways an d a ll en t r a n ce/exit t a xiways ra n ges bet ween 40 a n d 60 feet . In order t o a ccom m oda t e Design Gr ou p II a ir cr a ft , F AA cr it er ia ca lls for a t a xiwa y wid t h of 35 feet . Cur r en t ly, a ll ta xiways m eet F AA a n d TxDOT crit er ia .

TAXIWAYS Ta xiwa ys a r e con st r u ct ed pr im a r ily t o fa cilit a t e a ir cr a ft m ovem en t s t o a n d fr om t h e r u n wa y system . S om e t a xiways a r e n ecessa r y sim ply t o provide a cces s bet ween t h e a p r on s a n d ru nwa ys, wh er ea s ot h er t a xiwa ys becom e n ecessar y as a ctivity increa ses a t a n a ir por t t o p rovid e s a fe a n d efficient use of t he a irfield. As d et a iled in Ch a pt er On e , Run wa y 13-31 is s er ved by a pa r a llel t a xiwa y, a n d seven en t r a n ce/exit t a xiwa ys. Ru n wa y 17-35 is a lso ser ved by a pa r a llel t a xiway a nd five en t r a n ce/exit t a xiwa ys. Th e t er m in a l a r ea is ser ved by t h e t er m in a l a r ea a ccess t a xiwa y a n d ter mina l area conn ecting ta xiways. Th e cen t er line of t h e pa r a llel t a xiways is situ a t ed a t 300 feet wes t of t h e 3-13

N AVIGATIONAL AIDS AND LIGHTIN G Air por t a nd r un way n a vigat iona l aids a r e based on F AA r ecom m en d a t ion s a s depict ed in DOT/F AA H a n dbook 7031.2B, Ai rw a y P la n n in g St an da rd N u m be r On e , FAA Advisor y Cir cu la r 1 5 0 /5 3 0 0 -2 D , A i r p o r t D e s i g n S t a n d a rd s , S i t e R e q u i re m e n t s f o r Te r m i n a l N av ig a ti on F a ci li ti es , a n d TxDOTs P o l i c ie s a n d S t a n d a r d s . N a viga t ion a l a ids pr ovide t wo prim a r y ser vices t o a ir por t opera tions: pr ecision gu ida n ce t o specific ru nwa y an d/or n on pr ecision gu ida n ce t o a r u n wa y or t h e a irport its elf. The ba sic differ en ce bet ween a pr ecis ion a n d n on -pr ecis ion

n a viga t ion a l a id is th a t t h e for m er pr ovides elect r on ic d es cen t , a lign m en t (cou r se), an d posit ion gu ida n ce, wh ile t h e n on-pr ecision n a viga t ion a l a id pr ovides only a lign m en t a n d posit ion loca t ion infor m a t ion . The n ecessit y of s u ch equ ipm en t is u su a lly det er m ined by des ign st a n da r ds pr edica t ed on sa fet y con sider a t ion s a n d oper a t ion a l needs. Th e t yp e, p u rp os e a n d volu m e of a via t ion a ct ivit y expect ed at t h e a ir por t a r e fa ct or s in t h e det er m in a t ion of t h e a ir por t 's eligibilit y for n a viga t ion a l aids.

ba sed n a viga t iona l facilit ies . In a ddit ion t o t h e n a viga t ion a l ben efits, it h a s been estim a t ed t h a t GP S equ ip m en t will be m u ch less cost ly t h a n exist in g pr ecision in st r u m en t la n din g system s. Cu r r en t ly, Redbird Air por t is ser ved by a n in st r u men t la nding system (ILS) a ppr oa ch t o Ru n wa y 31, a VOR/DME or GP S a pp r oach t o Ru n wa y 17, a VOR/DME or GP S a ppr oa ch t o Ru n wa y 31, a nd NDB or GP S Ru n wa y 35. Th e ILS Run way 31 approach provides th e best wea t h er m in im u m s, a llowing t h e a ir por t t o r em a in oper a t ion a l wit h r epor t ed clou d ceilings of a t leas t 200 feet an d th ree qua rt ers of a m ile visibilit y. Wit h t he evolut ion of GP S, h owever, it is lik ely t h a t Redbir d Air por t will ha ve t he oppor t u n ity t o be ser ved by ad dit ion a l GPS ins t r u m en t a ppr oa ch es in t h e fu t u r e. Th er efor e, a ll ends of ea ch r u n wa y a t t h e a ir por t sh ou ld be pla nn ed for GP S appr oaches. It is lik ely t h a t on ce t r a d it ion a l gr ou n d ba sed equ ipm en t is ph a s ed ou t by t h e F AA, t h e cu r r en t ILS a ppr oa ch t o Ru n wa y 31 will be r ep la ced wit h a pr ecision GP S a p pr oa ch . Con sider a t ion sh ou ld be given t o pr ovide a fu ll ca t egor y I (CAT I) a ppr oa ch t o Ru n wa y 31. A CAT I a ppr oa ch wou ld a llow a ir cr a ft t o a pproach a nd la n d Ru n wa y 31 wit h wea t h er m in im u m s of a t lea st 200-foot cloud ceilin gs a n d on e h a lf m ile visibilit y. In order t o a ccom m oda t e poor wea t h er con dit ion s wit h win d fr om t h e s ou t h , a GP S a pp roa ch p rovid in g n ot lower t h a n t h r ee qu a r t er s m ile visibilit y sh ou ld be plan n ed for Ru n wa y 13.

Gl o b a l P o sition al S ystem Th e a d va n cem en t of t ech n ology h a s been on e of t h e m os t im p or t a n t fa ct or s in t h e gr owt h of t h e a via t ion in du st r y in t h e t wen t iet h cen t u r y. Much of t h e civil a via t ion an d aer ospa ce t echn ology h a s been derived a n d en h a n ced fr om t h e in it ia l developm en t of t ech n ologica l imp r ovemen t s for m ilita ry pur poses. Th e u se of or bit in g sa t ellit es t o con fir m a n aircrafts locat ion is th e lat est m ilit a r y developm ent t o be ma de a va ila ble t o t h e civil a via t ion com m u n it y. Globa l posit ion in g s ys t em s (GP S) use t wo or m or e sa t ellit es t o der ive a n a ir cr a ft s loca t ion by a t r ia n gu la t ion m eth od. Th e a ccu r a cy of th ese syst em s h a s been r em a r ka ble, wit h in it ia l degr ees of err or of only a few meters. As t h e t echn ology imp roves, it is a n t icipa t ed t h a t GP S m a y be able t o provide a ccu r a t e en ou gh posit ion in for m a t ion t o a llow Ca t egory II a n d III p r ecision ins t r u m en t a ppr oa ch es, ind epen den t of a ny exist ing groun d-

3-14

Review of wea t h er con d it ion s in t h e a r ea in dica t e t h a t t he n ort her ly winds a r e pr edom in a n t wit h low visibilit y a n d clou d ceilin gs. Th ese con dit ion s a r e t ypica l wit h spr in g a n d su m m er st or m a ct ivit y. In all weat her conditions, winds a r e p red om in a n t ly fr om t h e s ou t h , fa vor in g Ru n wa y 17. Th u s, in or der t o a ccom m oda t e poor wea t h er con dit ion s with north erly winds, a CAT I GP S a ppr oa ch should be plan ned for Ru n wa y 31. Ru n wa ys 13 a n d 17 sh ou ld be plan ned for a ppr oa ch es pr ovidin g n ot lower t h a n t h r ee qu a r t ers of a m ile visibilit y t o a ccom m oda t e sou t h er ly winds.

Airfield Lightin g an d Markin g Ru n wa y iden t ifica t ion light in g pr ovides t h e pilot wit h a r a pid a n d posit ive ident ifica t ion of t h e r u n wa y en d . Th e most ba sic syst em involves r u n wa y en d ident ifier ligh t s (RE IL's). F AA a n d TxDOT indicat e th at REIL's sh ou ld be con sider ed for a ll light ed r u n wa ys a t r eliever a ir por t s n ot p la n n ed for a m or e soph ist ica t ed a p pr oa ch ligh t in g syst em (ALS). As pr eviou sly men t ion ed, Run wa y 31 s h ou ld be pla n n ed for a CAT I GP S a p pr oa ch . In order t o provide for CAT I m in im u m s, a m ediu m in t en sit y a ppr oa ch light syst em wit h r u n wa y a lign m en t indica t or light s (MALSR) is r equ ired. If a n y ru n wa y wou ld be ser ved by a GPS a pproa ch wit h n ot lower t h a n t h r ee qu a r t er s of a m ile visibilit y, a m ediu m in t en sit y a ppr oa ch light in g system (MALS) wou ld be requ ired. F u t u r e pla n n ing will con sider t h e imp lemen t a t ion of a MALS for bot h Ru n wa y 13 an d 17. Th e cu r r en t p r ecis ion m a r k in gs on Ru n wa y 13-31 a n d n on pr ecision m a r kin g on 17-35 will be a dequ a t e. Cu r r en t ly, t h e t a xiwa y syst em a t Redbir d Air por t is light ed. TxDOT P o li ci es a n d S t a n d a rd s indica t es t h a t a ir por t s h a ving m or e t h a n 100 ba sed a ir cr a ft sh ou ld be ser ved wit h m ediu m in t en sit y t a xiwa y ligh t in g (MITL) a n d t a xiwa y gu ida n ce sign s. Th e a irport a lso pr esen t ly ha s ligh t ed win d con es a n d a segm en t ed circle wh ich pr ovide pilot s wit h in for m a t ion

Ai rp o rt Vi s u a l Ap p r oa c h Ai d s Visu a l glide slope in dica t ors a r e a syst em of light s loca t ed at t he side of t h e r u n way which pr ovide visual d es cen t gu ida n ce in for m a t ion du r in g a n a ppr oa ch t o th e r u n wa y. Cu r r en t ly, t h e r u n wa y does n ot h a ve a visu a l glide slope syst em . Th ese syst em s ca n con sist of eith er a t wo- or fou r -box u n it . Th e t wo-box syst em is a dequ a t e for sm a ll a ir cr a ft u se. Th e fou r -box syst em s, however , a r e recomm ended for u se by business jet a ir cr a ft . TxDOTs P o lic ie s an d S t a n d a rd s in dica t es t h a t P AP I-4 (a four -box) syst em s sh ou ld be in st a lled on bot h en ds of t h e pr im a r y r u n wa y a t Redbird. St a nda rds a lso ca ll for a t wobox syst em for t h e cr osswin d r u n wa y. Th er efor e, t h e exist ing VASI-4 system on Ru n wa y 13-31 a n d P AP I-4 syst em on Ru n wa y 17-35 will be a dequ a t e a n d sh ou ld be ma int a ined in t h e fu t u r e.

3-15

a bou t wind con dit ion s a n d t r a ffic p a t t er n cir cu la t ion t o pilot s. In a d dit ion , a n a irpor t bea con a ssist s in iden t ifyin g t h e a ir por t fr om t h e a ir a t n igh t . E a ch of t h e fa cilit ies sh ou ld be m a int a ined in t h e fu t u r e.

wer e exa m in ed in r elat ion t o pr oject ed d em a n d t o ident ify fut ur e la ndside facility needs.

GEN ER AL AVIATION FACILITIES Th e p u rpose of t h is section is t o d et er m in e t h e s pa ce r equ ir em en t s d u rin g t h e p la n n in g p er iod for t h e followin g t ypes of fa cilit ies n or m a lly a ssociat ed wit h gen er a l a via t ion ter mina l area s:

HE IGHT CLE ARAN CE CRITER IA In or der t o pr ot ect t h e a ir sp a ce a n d a ppr oa ch es t o ea ch r u n wa y fr om ha zar ds wh ich wou ld effect t h e s a fe a n d efficient oper a t ion of t h e a ir por t , feder a l cr it er ia ha s been est a blished (F .A.R. P a r t 77) for u se by loca l p la n n in g a n d la n d u se ju r isdict ion s t o con t r ol t h e h eigh t of object s in t h e vicin it y of t h e a ir por t . P a r t 77 est a blished s evera l im a gin a r y s u rfa ces su r r ou n d in g t h e a i r p or t w h i ch con s i d e r h e i g h t clear a n ces of object s wit h in a 10,000 foot r a diu s (up t o 50,000 feet beyon d t h e a p pr oa ch en d of a p r ecis ion a p pr oa ch ). Th e F AA is in t h e pr ocess of u pda t in g F .A.R. P a r t 77 t o en su r e con for m it y wit h r ecen t ch a n ges t o a ir por t design sta nda rds, h owever, it is n ot kn own a t t h is t im e wh en n ew gu idelin es will becom e a va ila ble. Th e n ext ch a pt er will exa m in e th ese cr it er ia a s t h ey a pply t o t h e Red bir d Air por t .

! ! ! ! ! !

H a n ga r s Air cr a ft P a r k in g Ap ron Gen er a l Avia t ion Ter m in a l Au t om obile Access Au t om obile P a r k in g F u el St ora ge

Ha n ga rs Th e spa ce r equ ired for h a n gar fa cilit ies is dependent upon t he n um ber a nd t ype of a ircra ft expect ed t o be ba s ed a t t h e a ir por t . Based upon a n a na lysis of gener a l a via t ion fa cilit ies a n d t h e cu r r en t d em a n d a t Red bir d Air por t , pe r ce n t a ge s r epr es en t in g h a n ga r r equ ir em en t s for va r iou s types of gener a l a via t ion a ir cr a ft h a ve been ca lcula t ed. Th e a n a lysis in dica t es t h a t a ll bu t 13 ba s ed a ir cr a ft a t t h e a ir por t ar e perm an ent ly stored in h an gars. Wea t h er con dit ion s a t Redbir d Air por t , in clu din g t h u n d er st or m a ct ivit y a n d ext r em e h ea t in t h e su m m er a s well a s m oder a t ely cool winter s, suggests most ba sed a ir cr a ft own er s pr efer h a n ga r spa ce t o ou t side t ie-down s. Respon ses fr om t h e a ir por t u ser su r vey a lso 3-16

L AN D S ID E R E Q U IR E MEN T S
Lan dside facilities ar e t h os e n eces sa r y for h a n d lin g of a ir cr a ft , p a ss en ger s, a n d ca r go wh ile on t h e gr ou n d . Th es e fa cilit ies p rovid e t h e essen t ia l in t er fa ce b e t w e e n t h e a i r a n d g r ou n d t r a n spor t a t ion modes. The capa cities of t h e va r iou s com pon en t s of ea ch a r ea

in dica t ed t h a t t h ey pr eferr ed st ora ge h a n gar s over t ie-down spa ce. S in ce t h is is t h eir pr eferen ce, it is n e ce s s a r y t o d e t e r m i n e w h a t per cen t a ges of t h es e a ir cr a ft wou ld u t ilize conven t iona l-typ e a n d execut ive h a n ga r s a s opposed to in dividu a l THa ngar s. T-H a n ga r s a r e r ela t ively in expen sive t o const ru ct a nd pr ovide t h e a ir cr a ft own er m or e p riva cy a n d grea t er ea s e in obt a in in g a cces s t o t h e a ir cr a ft . Th e p r in ci p a l u s e s of con vent ion a l h a n ga r s a t gen er a l a via t ion airports a r e for la r ge a ir cr a ft st or a ge, st or a ge dur ing m a int en a n ce, a n d for h ou sin g fixed ba se oper a t or a ct ivit ies. E xecu t ive h a n ga r s provide a st or a ge a rea t ypica lly la r ger t h a n TH a n ga r s a llowing for st or a ge of lar ger a ir cr a ft or m u lt iple sm a ll a ir cr a ft . As m en t ion ed in Ch a pt er Two, a gener a l a viat ion su r vey was m a iled to a ir por t u ser s. On e qu est ion a sked a ir cr a ft own er s a bou t t h eir h a n ga r preferences. Of t h os e wh o r espon ded t o t h e qu est ion , T-h a n gar s wer e t h e pr efer r ed st or a ge fa cility. In dividua l execut ive un its were a lso preferr ed, wh ile few pr efer con vent ion a l spa ce. P r esen t ly, a ll of t h e T-H a n ga r posit ion s on t h e a ir field a r e occu pied a n d t h er e is a wa itin g list t o obt a in spa ce. The a ir por t pr ovides s ix T-H a n ga r st or a ge fa cilit ies pr ovidin g a ppr oxim a t ely 126 in dividua l stora ge un its. Ana lysis of t h e T-H a n ga r fa cilit ies in dica t es t h a t t h ese T-H a n gar fa cilit ies pr ovide an a r ea of 1,100 s qu a r e feet per in dividu a l st or a ge u n it. Tot a l T-H a n ga r spa ce a va ila ble a t t h e a ir por t t ot a ls a ppr oxi-

m a t ely 140,600 squ a r e feet of st or a ge spa ce. An a lysis of fu t u r e T-H a n ga r requirem ent s, a s depict ed on Tab le 3D , ind ica t es t ha t a n a ddit ion a l 56 TH a n ga r s will be n eeded wit h in t h e u lt im a t e p la n n in g h or izon . Cu r r en t ly, t h er e a r e fou r execut ive h a n ga r fa cilit ies a t t h e a ir por t pr ovidin g a ppr oxima t ely 19,400 s qu a r e feet of st ora ge spa ce an d 15 individua l st or a ge posit ion s. Th ese u n it s a r e t ypically less exp en sive t o con st r u ct or lease t h a n larger convent iona l ha ngar s. Typ ica l u ser s of execu t ive h a n ga r s a r e a ir cr a ft own er s h a vin g la r ger , m or e soph ist ica t ed a ir cr a ft a n d /or own m ult iple a ir cr a ft a n d wis h for a sin gu la r st or a ge a r r a n gem en t . Th es e own er s pr efer a lar ger spa ce t h a n pr ovided by individua l T-H a n ga r u n it s bu t d o n ot wa n t t o st or e t h eir a ir cr a ft in a gener a l con ven t ion a l stora ge ha ngar . Thu s, fu t u r e r equ ir em en t s m u st a ccou n t for th ese desires. F r om t h e a n a lys is in Ta b le 3D , it a p pea r s t h a t exist in g execu t ive a n d con ven t ion a l h a n gar posit ion s m eet cu r r e n t d em a n d s . Ad di t i on a l con ven t ion a l a n d execu t ive h a n ger posit ion s a r e n eeded in ever y t er m of t h e pla n n in g per iod a s a n in cr ea se of lar ger a n d m or e s op h is t ica t ed a ir cr a ft ba se a t t h e a ir port . Also, as exist in g con ven t ion a l ha ngar s a ge, t h ey m a y n eed t o be replaced. Th e a ir port sh ou ld a lwa ys ha ve spa ce a vaila ble t o a ccom m oda t e cor por a t e h a n ga r s a s a n a t t r a ct i on for n e w b u s i n e s s e s con sider in g r eloca t ion t o t h e Da lla s a r ea .

3-17

TABLE 3D Aircraft Storage Hang ar Requ irem en ts Re db ird Airpo rt Fu ture Requ irem en ts Avai lab le Air cr a ft t o be H a n ga r ed T-H a n ga r H a n ger P os it ion s E xecu t ive H a n ga r P osit ion s Con ven t ion a l H a n ga r P os it ion s T-H a n ga r E xecu t ive H a n ga r Con ven t ion a l H a n ga r S t or a ge Tot a l Ma in t en a n ce Tot a l H a n ga r Ar ea 159 124 15 30 140,600 19,400 60,000 50,000 270,000 Sh ort Term 168 117 19 32 140,200 38,300 80,100 37,300 297,400 Inte r. Term 178 121 21 36 145,200 42,300 89,600 40,000 318,700 Lo n g Term 198 128 26 45 Ult. 288 180 40 68

Han gar Area Re quire me nts (in squ are fee t) 153,400 216,000 51,300 45,500 80,000 66,900 111,400 170,000 363,500 535,900

Th e fina l step in t he pr ocess of det er m in in g h a n ga r r equ ir em en t s involves es t im a t in g t h e a r ea n eces sa r y t o a ccom m oda t e t h e r equ ir ed h a n ga r spa ce. Typica lly, T-H a n gar fa cilit ies provide 1,200 squa r e feet of spa ce per individua l st ora ge un it. For Redbir d Air por t , t h e exist in g T-Ha n ga r fa cilit ies pr ovide a ppr oxima t ely 1,100 square foot per s t or a ge u n it . F u t u re T-H a n ga r r equ ir em en t s will consider pr ovidin g 1,200 squ a r e feet per ba sed a ir cr a ft st or ed in T-H a n ga r s. A pla n n in g s t a n da r d of 2,000 squ a r e feet of spa ce for a ir cr a ft in execu t ive h a n ga r s a n d 2,500 s qu a r e feet of s pa ce for a ir cr a ft wa s t h en a pp lied t o t h e a ircra ft t o be h a n gar ed in con ven t ion a l a n d ha ngar s. Als o, a n a r ea equ a l t o 15 p er cen t of t h e t ot a l h a n ga r spa ce on t h e a ir port sh ou ld be a lloca t ed for m a in t en a n ce sh op facilities. It is a ssu m ed t h a t t h is m a in t en a n ce a r ea wou ld be h ou sed in con ven t ion a l h a n gar spa ce. Ha n ga r 3-18

spa ce r equ ir em en t s a r e pr esen t ed in Tab le 3C .

Ai rc r a ft P a r k i n g Ap r o n A pa r kin g a pr on sh ou ld be pr ovided for a t lea st su ppor t of m a in t en a n ce opera tions, a s well a s t r a n sient a ir cr a ft . Th e a ir por t pr ovides 38,000 squ a r e ya r d s of t ot a l ap r on spa ce a djacent t o t h e t er m in a l fa cilit y an d ha ngar ar eas. At t h e p res en t t im e, t h er e a r e a ppr oxim a t ely 13 sin gle-en gine ba sed a ir cr a ft per m an en t ly stored fu ll-t ime on t h e ra m p, a lt h ou gh som e a ircra ft st or ed in con ven t ion a l h a n ga r s m a y be moved t o t h e r a m p du r in g t h e da y t o pr ovide h a n ga r a r ea for a ircra ft m a int en a n ce. In t h e fu t u r e, mos t ba s ed a ir cr a ft a r e expect ed t o con t in u e t o be st or ed in ha ngar s.

F AA Ad v i s o ry Ci rc u la r 150/5300-13 suggests a m et h odology by wh ich t r a n s ien t a pr on r equ irem en t s ca n be det er m ined fr om kn owledge of bu sy-d a y opera tions. At Redbir d Air por t , t h e n u m ber of it iner a n t spa ces r equ ired wa s deter m ined t o be a ppr oxim a t ely 17.5 per cen t of t h e bu sy-da y itin er a n t opera tions. A pla n n in g cr it er ion of 700 s qu a r e ya r d s p er a ir cr a ft was a pplied to d et er m in e fu t u r e t r a nsien t a pr on r equ ir em en t s for sin gle a n d m u lt ien gin e a ir cr a ft . F or bu sin ess jet s (wh ich ca n be m u ch la r ger ), a p la n n in g cr it er ion of 1,600 squa r e yar ds per business jet posit ion wa s u sed. F in a lly, it wa s a ssu m ed t h a t 20 spa ces will be
TABLE 3E Aircraft Pa rkin g Apro n Re qu irem e n ts Re db ird Airp ort 1999 S i n g l e , M u l t i -e n g i n e Air cr a ft P os it ion s Ap r on Ar ea (s.y .) T r a n s ie n t B u s in e s s J e t P os it ion s Ap r on Ar ea (s.y .) L oca lly -B a s e d Air cr a ft P os it ion s Ap r on Ar ea (s.y .) T ot a l P os it ion s T ot a l Ap r on Ar ea (s.y .) 50 3 8 ,0 0 0 Tr a n sient Sh ort Te rm

n eeded for ba sed t ie-down s a n d m a in t en a n ce oper a tion s . A p la n n in g cr iter ion of 570 s qu a r e yar ds per ba sed a ir cr a ft was a pplied t o t h e n u m ber of loca l or m a in t en a n ce posit ion s. The r esu lt s of t h is a n a lysis a r e pr esen t ed in Table 3E. As eviden t fr om t h e a n a lys is, cu r r en t a p r on spa ces will be a dequ a t e for t h e s h or t t er m , however, to provide for a dequ a t e spa ce for la r ger a ir cr a ft , a n a ddit ion a l 36,300 squa r e yar ds of p a vem en t will be r equ ired t o m eet u lt im a t e r equ ir em en t s. Th e la r ge increa se in s pa ce r equ ir em en t s ca n be dir ectly a s socia t ed wit h u s e of t h e a ir por t by bu sin ess jet s on a m or e frequen t ba sis.

Inte rm e dia te Te rm 19 22 1 5 ,3 0 0 9 1 5 ,0 0 0 20 1 1 ,4 0 0 51 4 1 ,7 0 0

Lo n g Te rm 24 1 6 ,8 0 0 13 2 0 ,7 0 0 20 1 1 ,4 0 0 57 4 8 ,9 0 0

U ltima te 35 2 4 ,5 0 0 24 3 8 ,4 0 0 20 1 1 ,4 0 0 79 7 4 ,3 0 0

1 3 ,6 0 0 8 1 3 ,4 0 0 20 1 1 ,4 0 0 47 3 8 ,4 0 0

Ge n e r a l Av i a t io n Term ina l Buildin g Gen er a l a viat ion t er m ina l fa cilit ies h a ve sever a l fu n ct ion s. Sp a ce is r equ ir ed for pa ssen ger wa it in g, pilot's loun ge a n d fligh t pla n n in g, con cession s, 3-19

m a n a gem en t , s t or a ge a n d va r iou s ot h er needs. Th e exist in g t er m in a l fa cilit y pr ovides a ppr oxim a t ely 5,000 squa r e feet . Th e fa cilit y p rovides spaces for a i r p or t a d m i n i s t r a t i on office s , r est a u r a n t , fligh t pla n n in g, r estr ooms, dis pla y, a n d lobby.

Th e m et h odology u sed in est im a t in g gener a l a via t ion t erm ina l fa cility needs wa s ba s ed u pon t h e n u m ber of a ir por t u s er s expect ed t o u t ilize gen er a l a via t ion fa cilit ies du r in g t h e design h ou r a s well as F AA a n d TxDOT guidelines. TxDOTs P o l i c i e s a n d S t a n d a rd s ind ica t es t h a t a t er m in a l bu ildin g for a r eliever a ir por t with over 51 ba sed a ir cr a ft sh ou ld be 2,500 squ a r e feet . F or Redbir d Air por t , h owever , t h e cu r r e n t s i z e of t h e f a c i l i t y (a ppr oxim a t ely 5,000 squa r e feet ) does n ot a ppea r t o be a dequ a t e. Th e t er m in a l bu ild in g is often th e first eviden ce of com m u n it y well-bein g t h a t cor por a t e officia ls will en cou n t er . To pr ovide a posit ive com m u n ity im a ge to cor por a t e u ser s, it is im p or t a n t for a t h r ivin g com m u n it y t o m a in t a in a t er m in a l bu ildin g wh ich will r eflect t h e com m u n it y. Th u s, t h e t er m in a l sh ou ld be a first class fa cilit y wh ich will exh ibit t h e Cit y of Da lla ss s t r en gt h . Du e t o its r ole in pr ovidin g for a d m in is t r a t ion , a ir por t st a ff u t ilizes a p pr oxim a t ely h a lf of t h e exis t in g fa cilit y. Th e a irport r est a u r a n t u t ilizes a ppr oxim a t ely on e-t h ird of the bu ildin g. F or t h e fu t u r e, a d dit ion a l a d m in ist r a t ion spa ces will be needed, in clu din g la r ger offices a n d con fer en ce r oom . Most su ccessfu l gen er a l a via t ion a irpor t s h a ve a t lea s t on e on -a ir por t food ser vice pr ovider . Fin a lly, t h e exist in g fa cilit y d oes n ot pr ovide a dequ a t e s pa ces for t h e in t er ch a n ge of it in er a n t p a ss en ger s or for it in er a n t pilot ser vices (i.e. fligh t pla n n in g, lou n ge, et c.).

Cons ider in g all th ese factors, a pla n n in g a ver a ge of 1.9 pa ssen gers p er fligh t in cr easin g to 2.5 pa ssen gers p er fligh t by t h e en d of t h e p la n n in g per iod wa s m u ltiplied by t h e n u m ber of design h ou r it in er a n t op er a t ion s t o d et er m in e design hour itiner an t pa ssen gers. Spa ce r equ irem en t s wer e t h en ba sed upon pr ovidin g a pla n n in g cr it er ion of 90 squ a r e feet per design h ou r itin er a n t p a ss en ger . Table 3F ou t lin es t h e gen er a l spa ce r equ ir em en t s for gen er a l a via t ion t er m in a l ser vices a t Redbir d Air por t t h r ou gh t h e pla n n in g per iod. Ana lysis of fu t u r e gen er a l a via t ion t er m in a l a r ea spa ce r equ ir em en t s pr esen t ed in T a b l e 3 F i n d i ca t e s t h a t t h e cu r r en t gen er a l a via t ion t er m in a l bu ildin g fa lls sh or t of sh or t t er m dem a n d levels. For t h e lon g ter m , t h e t er m in a l bu ildin g sh ou ld u lt im a t ely pr ovide a ppr oxim a tely 9,300 squa r e feet of spa ce. Ult im a t ely, th e t er m in a l would n eed t o be 11,500 squ a r e feet t o a ccom m oda t e in cr ea sed cor por a t e t r a ffic. This would p rovide adequ a t e r oom for a ir por t a dm in ist r a t ion , t er m in a l s er vices , a n d a r es t a u r a n t .

Ai rp o rt Ac c e s s Dir ect a cces s t o Red bir d Air por t is a va ila ble fr om Ch a llen ger Roa d wh ich r u n s fr om H a m p t on Roa d t o t h e east t o t h e t er m in a l bu ildin g. Ch a llen ger Roa d is a t wo-la n e a s ph a lt r oa d. T h e sou t h a n d west side of t h e a irport is ser ved by Red Bir d La n e a n d West m or ela n d Roa d.

3-20

TABLE 3F Ge n e r a l Av i a ti o n Te r m i n a l B u i ld i n g Re db ird Airpo rt Avai lab le Gen er a l Avia t ion Design H ou r It in er a n t P a ss en ger s Gen er a l Avia t ion Bu ildin g Sp a ces (s.f.) 5,000 6,300 7,200 9,300 11,500 70 80 103 128 Sh ort Term Inte r. Term Lo n g te rm Ultimate

P r im a r y a ccess to th e airpor t is pr ovided fr om H a m p t on Roa d , a fou r la n e r oa dwa y loca t ed im m edia t ely east of t h e a irport . The a irport is a ffor ded r egion a l access via Loop 12 and U .S. H igh wa y 67 (Ma r vin D. Love F r eewa y) wh ich conn ects with Int erst a t e 35E a ppr oxim a t ely t wo m iles n or t h ea st of t h e a ir por t . The existing access s t r u ct u r e will be a dequ a t e for t h e plan nin g period.

a u t om obile pa rk ing spaces requir ed to m eet gen er a l a via t ion it in er a n t a n d F BO op er a t or dem a n d s wer e ca lcu la t ed by m ult iplyin g d es ign h ou r it in er a n t p a ss en ger s by t h e in d u st r y st a nda rd of 1.9 in t h e sh or t t er m , in crea sin g t o 2.5 for t h e u lt im a t e t er m a s cor por a t e opera tions increa se. Th e p a r kin g r equ ir em en t s of a ir cr a ft own er s should also be considered. Alt h ou gh som e owner s prefer t o pa r k t h eir veh icle in t h eir h a n ga r , sa fet y ca n be com p r om ised wh en a u t om obile a n d a ir cr a ft m ovemen t s a r e in t er m ixed. F or t h i s r e a s on , se p a r a t e p a r k i n g r equ ir em en t s wh ich con sider on e h a lf of ba sed a ir cr a ft a t t h e a ir por t wer e a pplied t o gen er a l a via t ion a u t om obile p a r kin g spa ce r equ ir em en t s . P a r k in g r equ ir em en t s a r e su m m a r ized in Table 3G . Th e a n a lysis of pa r k in g s p a ce r equ ir em en t s pr esen t ed in Tab le 3G in dica t e a n eed for a ddit ion a l pa r kin g in t h e s h or t t er m . Th is is n ot t o sa y, h owever , t h a t specific pa r kin g a r ea s m a y becom e u n der sized in t h e fu t u r e du e t o in cr ea sed r equ ir em en t s in a cer t a in a r ea . Mu ch of t h is pa r kin g will

Ve h ic u la r P a rk in g Th e a ir port cu r r en t ly m a in t a in s t h r ee pu blic a u t om obile par king lots. These fa cilit ies a ppr oxima t ely 130,000 squa r e feet , pr ovidin g ap pr oxima t ely 350 p a r kin g spa ces. In dividu a l pa r kin g spa ces a r e a ls o p rovid ed on t h e a p r on a dja cen t Dallas Aircra ft Ser vices an d ot h er service providers on t h e a ir por t . Air cr a ft own er s eit h er pa r k th eir veh icle in t h eir h a n ga r or in t h e pu blic lot . Veh icu la r pa r kin g dema n ds h a ve been det er m in ed for Redbir d Air por t . S pa ce det er m in a t ion s wer e ba s ed on a n eva lu a t ion of t h e exist ing a irport u se a s well a s in du st r y st a n da r ds. Ter m in a l 3-21

be a ccom m od a t ed a t t h e t er m in a l bu ildin g. Ad dit ion a l p a r kin g s h ou ld be

TABLE 3G Autom obile P arking Requ irem en ts Re db ird Airpo rt

pr ovided for ba sed a ir cr a ft own er s a n d F BOs.

Fu ture Requ irem en ts 1999 Design H ou r P a ssen gers Ter m ina l Veh icle Spa ces P a r k in g Ar ea (s.f.) Gen er a l Avia t ion Spa ces P a r k in g Ar ea (s.f.) Tot a l Pa r kin g Spa ces Tota l P a r k in g Ar ea (s.f.) 350 130,000 Sh ort Term 70 91 36,600 90 36,000 181 72,600 Interm ed iate Term 80 104 41,600 95 38,000 199 79,600 Lo n g Term 103 134 53,800 105 42,000 239 95,800 Ultimate 128 166 66,300 150 60,000 316 126,300

F u e l S t o ra g e Th e a ir por t is su pport ed by two sepa r a t e fu el fa r m s, on e loca t ed n or t h a n d on e s ou t h of t h e t er m in a l bu ildin g. Th e n or t h fu el fa r m , loca t ed a dja cen t t h e n or t h t er m in a l pa r k in g lot , inclu des t wo 10,000 ga llon ca pa cit y st or a ge ta nk s, on e for 100LL (Avgas) st or a ge a n d on e for J et A st or a ge. These ta nks a r e own ed by th e city a n d a r e leased by Da lla s Aircra ft Ser vices. The sout h fu el fa r m , loca t ed a dja cen t E a st Air field Cir cle, con t a in s one 12,00 0 ga llon ca pa cit y st ora ge t a n k for J et A st ora ge a n d on e 10,000 ga llon ca pa cit y s t or a ge t a n k for 100LL st or a ge. Da lla s Air cr a ft Ser vices m a int a ins t wo fu el delivery tr ucks, on e with 3,000 ga llon J et A st or a ge ca pa cit y a n d on e with 750 ga llon 100LL st ora ge capa cit y. F u el st or a ge r equ ir em en t s a r e t ypically base d u pon m a int a inin g a t wo week su pply of fu el du r in g a n a ver a ge m on t h , 3-22

h owever , t h e a va ila bilit y for m or e fr equ en t deliver ies ca n r edu ce t h e fu el s t or a ge ca p a cit y r equ ir em en t . Th e airport is cu r r en t ly ut ilized pr im a r ily by air cr a ft r equ irin g 100LL fu el. Beca u se a n in cr ea sin g per cen t a ge of fu t u r e a ir cr a ft u t ilizin g t h e a ir por t will r equ ire J et A fu el, fu t u r e fu el st or a ge r equ irem en t s m u st con sider in cr ea sin g J et A fu el r equirement s. Als o, a s additiona l piston a ircra ft ba se a n d ut ilize th e Redbird Air port , a vga s fu el sa les will incr ea se a s well. F or eca st s con du ct ed in t h e pr eviou s ch a pt er in dica t e t h a t fou r jet a ir cr a ft will ba se a t Redbir d by t h e long r a n ge p la n n in g h or izon . As oper a t ion s by t u r bin e a n d pist on a ir cr a ft increa se a n d m or e a ir cr a ft ba se a t t h e a ir por t , a ver a ge m on t h ly fu el usa ge ca n be expect ed t o in cr ea se. It is u n likely, h owever, th a t t wo week fu el u sa ge will exceed cu r r en t st ora ge ca pa cities .

Th er efor e, t h e cu r r en t st or a ge ca pa cit y will be a dequ a t e for t h e pla n n in g h or izon . P la n n in g s h ou ld con s id er t h e pot en t ia l n eeds of a n a ddit ion a l F BO wh ich m a y wish t o sell fuel. U lt im a t e p la n n in g sh ou ld pr ovide adequ a t e spa ces for t h e con st r u ct ion of a ddit ion a l fu el fa cilit ies.

pot en t ia l a via t ion dem a n ds pr oject ed for Redbir d Air por t for t h e p la n n in g h or izon . A s u m m a r y of t h e a ir field a n d gen er a l a via t ion fa cilit y r equ ir em en t s is p res en t ed on Ex h ib it s 3C a nd 3D . F ollowin g t h e fa cilit y requ ir em en t s d et er m in a t ion , t h e n ext st ep is to develop a d ir ect ion for develop m en t wh ich best meets t hese projected n eeds. Th e r em a ind er of t h e m a st er pla n will be devot ed t o ou t lin in g t h is dir ect ion , its schedu le, an d its costs.

S U MMAR Y
Th e in t en t of t h is ch a pt er h a s been t o ou t lin e t h e facilities r equ ired t o m eet

3-23

99MP12-3C-2/14/01

RUNWAYS

AVAILABLE
Runway 13-31 6,541' x 150' 35,000# SWL 60,000# DWL 110,000# DTWL Runway 17-35 3,800' x 150' 35,000# SWL 60,000# DWL 110,000# DTWL

SHORT-TERM
Runway 13-31 Same

ULTIMATE
Runway 13-31 7,000' x 100' 75,000# DWL Add: Capacity enhancement Runway 17-35 5,000' x 100' 30,000# SWL

Runway 17-35 Same

TAXIWAYS

Runway 13-31 Parallel Taxiway Seven Exits

Runway 13-31 Same

Runway 13-31 Same

Runway 17-35 Parallel Taxiway Five Exits

Runway 17-35 Same

Runway 17-35 Same

NAVIGATIONAL AIDS

ATCT, NDB, ASOS Runway 13-31 ILS (31) VOR or GPS (31) VASI-4L Runway 17-35 VOR/DME or GPS (17) NDB or GPS (35) PAPI-4R

ATCT, NDB, ASOS Runway 13-31 Same

ATCT, ASOS Runway 13-31 Add: CAT I GPS (31) GPS (13) Runway 17-35 GPS

Runway 17-35 Same

LIGHTING & MARKING

Segmented Circle Rotating Beacon MITL Lighted Windcones Runway 13-31 MIRL, Precision Marking LDIN (31) Runway 17-35 MIRL Non-Precision Marking REIL

Segmented Circle Rotating Beacon MITL Lighted Windcones Runway 13-31 Add: MALSR (31) Runway 17-35 Add: MALS (17)

Segmented Circle Rotating Beacon MITL Lighted Windcones Runway 13-31 Add: MALS (13) Runway 17-35 Same

Exhibit 3C AIRFIELD FACILITY REQUIREMENTS

99MP12-3D-5/30/00

AIRCRAFT STORAGE HANGARS

AVAILABLE
T-hangar Positions Executive Hangar Positions Conventional Hangar Positions T-hangar Area (s.f.) Executive Hangar Area (s.f.) Conventional Hangar Area (s.f.) Maintenance Area (s.f.) Total Hangar Area (s.f.) 126 15 30 140,600 19,400 60,000 50,000 270,000

SHORT TERM INTERMEDIATE NEED NEED

117 19 32 140,200 38,300 80,100 37,300 297,400 121 21 36 145,200 42,300 89,600 40,000 318,700

LONG TERM NEED

128 26 45 153,400 51,300 111,400 45,500 363,500

APRON AREA

AVAILABLE
Transient Positions Locally-Based Aircraft Postions Total Positions Total Apron Area (s.y.) ------50 38,000

SHORT TERM INTERMEDIATE NEED NEED

27 20 47 38,400 31 20 51 41,700

LONG TERM NEED

37 20 57 48,900

TERMINAL SERVICES AND VEHICLE PARKING

AVAILABLE
Terminal Building Space (s.f.) Total Parking Spaces Total Parking Area (s.f.) 5,000 350 130,000

SHORT TERM INTERMEDIATE NEED NEED

6,300 181 72,600 7,200 199 79,600

LONG TERM NEED

9,300 239 95,800

Exhibit 3D LANDSIDE REQUIREMENTS

Chapter Four AIRPORT DEVELOPMENT ALTERNATIVES

A I R P O R T D E V E L O P M E N T A LT E R N A T I V E S P

rior to defining the development program for the airport it is important to consider development potential and constraints at the airport. In this chapter a series of airport development scenarios are considered for the airport to satisfy the projected demand through the planning period and identify the highest and best uses for airport property, taking into consideration existing physical constraints and appropriate federal design standards. The alternatives analysis is an important step in the planning process since it provides the underlying rationale for the final master plan recommendations. Any development proposed for a master plan is evolved from an analysis of projected needs for a set period of time. Though the needs were determined by the best methodology available, it cannot be assumed that future events will not change these needs. The master planning process attempts to develop a viable concept for meeting the needs caused by projected demands through the planning period. The possible combination of alternatives can be endless, so some intuitive judgement must be used to identify the alternatives which have the greatest potential for implementation. The evaluation of alternatives is a process of deciding which options are most compatible with the goals and objectives of the city of Dallas, airport users, and nearby residents. After the evaluation process, a selected airport concept can be transformed into a realistic development plan.

DALLAS, TEXAS

AIRPORT

MASTER

PLAN

4-1

Wh ile t h e focu s of t h e a n a lysis su m m a r ized in t h is ch a pt er is ident ifying fu t u r e developm en t opt ion s for Redbir d Air por t , it is a lso im por t a n t t o con sider t h e im pa ct s of a lt er n a t ives t o developin g Redbird Airport t o m eet fu t u r e d em a n d s. Th ese in clu de: 1) n o fu t u r e developm en t a t t h e a ir por t (n o a ct ion a lt er n a t ive); 2) t r a n s fer r in g a via t ion dema nd t o a noth er a irpor t ; a n d 3) con s t r uct ion a t a n e w a ir por t sit e.

exten sions, n ew in st r u m en t a ppr oa ch procedur es, a n d exp a n ded t er m in a l a n d h a n ga r fa cilities. With out th ese imp r ovemen t s t o th e airport facilities, r egu la r a n d pot en t ia l u s er s of t h e a irpor t wou ld be con s t r a in ed fr om t a k in g m a ximu m a dva n t a ge of t h e a ir por t s a ir t r a n spor t a t ion ca pa bilit ies. Th e un avoidable consequen ces of t h e n o a ct ion a lt er n a t ive wou ld in volve t h e a ir por t s in a bilit y t o a t t r a ct pot en t ia l a ir por t u s er s a n d exp a n d econ om ic developm en t in t h e sou t h er n port ion of t h e cit y of Da lla s, sp ecifica lly t h e Redbird a r ea . Cor por a t e a via t ion pla ys a m a jor r ole in t h e t r a n spor t a t ion of busin ess lea ders. Th u s, a n a ir por t s fa cilit ies a r e oft en t h e first im pr ess ion m a n y cor por a t e officia ls will h a ve of t h e com m u n it y. If t h e a ir port does n ot h a ve t h e ca pa bilit y to meet t er m in a l, h a n ga r , a p r on , or a ir field needs of t h e pot en t ia l u ser s, th e airport s capa bilities to a ccom m oda t e bu sin esses t h a t r ely on a ir t r a n spor t a t ion will be dim inished. F u r t h er , t h e a ir por t ca n a id in t h e r edevelopm en t of t h e Redbir d a r ea , spu r r ing diverse econ om ic growth . As det a iled in Ch a pt er Two, Avia t ion Dem a n d Forecast s, cor por a t e a via t ion is becom in g a n in cr ea sin gly lar ger port ion of t ot a l gen er a l a via t ion a ct ivit y. Wit h ou t r egu la r m a in t en a n ce a n d a ddit ion a l impr ovem en t s, pot en t ia l u s er s an d business for t h e loca l ar ea cou ld be lost . To pr opose n o fu r t h er developm en t a t t h e a irport wou ld be in con sist ent wit h loca l com m u n it y goa ls t o expa n d t h e econ om ic developm en t of t h e cit y of Da lla s, es pecia lly t h e Redbir d a r ea .

D O -N O T H IN G ALT ER N ATIVE
Th e d o-n ot h in g, or n o a ct ion a lt er n a t ive e s s e n t ia lly con sid er s k eep in g t h e a ir por t in its p res en t con dit ion a n d n ot p r ovidin g for a ny t ype of im p r ovem en t t o t h e exist in g fa cilit ies t o a ccom m od a t e fu t u r e d em a n d. Th e p rim a r y r esu lt s of t h is a lt er n a t ive would be t h e in a bilit y of t h e a ir por t t o sat isfy t h e p roject ed aviat ion dem a nds of t h e a ir port ser vice a r ea a s well a s exp er ien ce a ddit ion a l econ om ic growth t h r ou gh t h e developm en t of via ble pa r cels of la n d. Th e Redbir d Air por t h a s exper ien ced p er iods of lit t le developm en t in t h e pa st a n d la gs beh in d ot h er a r ea a ir por t s in a va ila ble fa cilit ies a n d ser vices. Moreover , m a n y a ir por t facilities, such a s t h e t er m in a l bu ildin g a n d a ir por t t r a ffic con t r ol t ower h a ve nea r ed t h e en d of t h eir u s efu l life an d will need to be r epla ced in t h e n ea r fu t u r e. Th e a ir por t s a via t ion for eca st s a n d t h e an alysis of fa cilit y r equ irem en t s ind ica t ed a pot en t ia l need for r u nwa y

4-2

T R AN S FER AVIATIO N S ER VICES

Tr a n s fer r in g a viat ion ser vices t o a n ot h er a irport essen t ially con sider s lim it in g developm en t a t Redbir d Air por t a n d r elying on ot h er a ir por t s t o ser ve a via t ion dem a n d for t h e loca l a r ea . Th er e a r e seven gen er a l a via t ion a ir por t s wit h in 20 n a u t ica l m iles of Redbir d Airport . Wh ile most of t h ese fa cilit ies a r e con gest ed du e t o high a ct ivit y, a few cou ld r ea son a bly a ccom m oda t e a s h ift of d em a n d fr om Redbir d in clu din g La n ca s t er Air por t a nd Mesquit e Met ro Airport . Consider in g t h a t com pa r a ble a via t ion fa cilit ies a r e n ot r ea dily a vaila ble t o a ccom m oda t e t h e d em a n d fr om Red bir d Air por t , it ca nn ot be expect ed th a t eit h er a ir por t cou ld fu lfill t h e r ole t h a t Redbir d Air por t pr ovides t o t h e loca l a r ea . Wit h t h e fa cilit ies in pla ce a t Redbir d Airport , it wou ld n ot be p ru d en t t o con sider developin g an ot h er loca l a ir por t t o fu lfill t h e lon g t er m a via t ion n eeds of t h e sou t h er n Da lla s a r ea . Sh ift in g dem a n d wou ld fu r t h er h a m per econ om ic gr owt h in t h e Red bir d a r ea an d would serve as a sign ifica n t inconvenience to airport u sers. Th e Redbird Airport is u n iqu e bein g wit h in t en m in u t es t o d own t own Da llas. Neit h er La n ca st er n or Mesqu it e cou ld pr ovide su ch a level of con venien ce t o cor por a t e oper a t or s wis h in g qu ick a ccess to downt own Da llas. As n ew ind u st r ies in t h e com m u n it y begin t o em er ge a nd existing businesses expan d, t h er e will be a n eed for a h igh ly fu n ct ion a l a ir port . Th is r ole is n ot ea sily r epla ced by a n ot h er loca l a ir por t .

C O N S T R U C T IO N O F A N E W AIR P O R T S IT E
Th e a lt er n a t ive of developin g a n en t ir ely n ew a irport fa cilit y to meet t h e a via t ion needs of t h e loca l ar ea can also been con sider ed. Th is would ess en t ia lly con sider a ba n d on in g t h e exist in g a irpor t sit e a n d r epla cin g t h e exist in g fa cilit ies wit h com pa r a ble facilit ies in a n ew loca t ion . Developm en t a t a n ew a ir por t sit e cou ld h a ve som e adva nt a ges. A new a irport sit e cou ld be ch osen wh ich cou ld m or e cen t r a lly loca t e t h e a ir por t t o t h e a ir por t ser vice a r ea . E m ph a sis cou ld be pla ced on loca t ing t h e a irport closer t o in t er st a t e a ccess. A n ew a ir por t sit e cou ld be a lso be ch osen t h a t ha s less en cr oa ch m en t t h a n exp er ien ced a t t h e exist in g a ir port sit e from in com pa t ible la n d u s es n ea r t h e a ir por t (s u ch a s r es id en t ia l). H owever , th is will lik ely r equ ir e m ovin g a con s id er a ble d is t a n ce fr om t h e down t own a r ea wh ich r edu ces t h e con ven ien ce of t h e a ir por t , especially for cor por a t e a ir t r a veler s. Th e developm en t of a n ew a ir por t is gen er a lly con sider ed wh en a n a ir por t r ea ch es ca pa city an d it is cost pr ohibit ive t o expa n d t h e exist in g fa cilit y. Redbird Airport encompa sses m or e t h a n 1,000 a cr es , wit h m u ch (esp ecially t h e wes t side) presen t ly un developed. Th e facilit y needs eva lu a t ion d id n ot in d ica t e t h a t t h e a ir por t wou ld be severely congested. Th er efor e, a t t h e p res en t t im e t h e ca pa cit y of t h e exis t in g a ir por t h a s n ot been r ea ch ed. H owever , t h is does n ot r eflect t h e fa ct t h a t exp a n sion of t h e exist in g a ir por t sit e is lim ited by

4-3

exist in g la n d u ses a n d p h ysica l con st r a in t s in clud ing r esiden t ial a r ea s a n d existing roadwa ys. It is r ea sona ble t o a s su m e t h a t a t som e p oin t in t h e fu t u r e, t h e exist in g a irport sit e cou ld be m a ximized. Con s t r u ct in g a n en t irely new ca n be a very difficu lt a n d cost ly a ct ion r equ ir in g a t r em en d ou s fin a n cia l com m it m en t of fu nds for la n d a cqu is it ion , sit e pr epa r a t ion a n d t h e con st r u ct ion of n ew a ir por t fa cilit ies. Th e clos in g of t h e exist in g a ir por t site would mea n a loss of t h e su bst a n t ia l pu blic an d p r iva t e invest m en t s in t h e exist in g fa cilit y wh ich m a y on ly be pa r t ially recovered t h r ou gh t h e sa le of t h e exist in g a ir por t . Th is cou ld pu t a s ign ifica n t bu r den on exist in g t en a n t s of t h e a irport wh ich would need to replace existing facilities. F r om socia l, polit ica l a n d en vir on m en t a l s t a n dpoin t s, ext en sive ju st ifica t ion wou ld be n eeded t o follow t h is a lter n a t ive. A d et a iled a n d len gt h y st udy pr ocess , beyond t h e scope of t h is Ma st er P la n , wou ld n eed t o be com p l e t e d t o pr epa r e su fficie n t ju st ifica t ion of t h e n eed for a n ew fa cilit y, it s ben efit s, a n d it s cost s. E xt en sive en viron m en t a l review on bot h t h e st a t e a n d feder a l levels wou ld n eces sa r y a s well. Th is would definit ely in volve t h e deve lopm en t of a n E n vir on m en t a l Assessm en t , a n d qu it e possibly a n E n vir on m en t a l Im pa ct S t a t em en t (E IS ), befor e fina l sit e a ppr oval cou ld be given. Th e pu blic sen t im en t t owa r ds n ew a ir por t s in t h e la st few year s h a s been very n ega t ive, pr im a r ily becau se a n ew a i r p or t n or m a ll y r e q u i r e s t h e a cqu isit ion of sever a l la r ge par cels of p riva t ely-owned la n d . F u r t h erm ore, t he 4-4

developm en t of a n ew a ir port sim ila r t o Redbir d Air port would likely t a ke 10 t o 15 year s to become a rea lity a nd cost over $100 m illion. The poten tia l exists for sign ifica n t en vir on m en t a l im pa ct s a ssociat ed wit h dis t u r bin g a la r ge la n d a r ea wh en developin g a n ew a ir por t sit e. Wit h con t inu ed imp r ovemen t , Redbir d Air p or t s h ou l d b e ca p a b l e of a ccom m od a t in g t h e pr oject a via t ion dema nds of t h e sou t h er n Da llas a r ea t h r ou gh t h e pla n n in g per iod of t h is Ma st er P lan . The a irport sh ou ld be developed in r es pon s e t o t h ose dema nds. Th e a ir por t h a s t h e pot en t ia l t o con t in u e t o develop a s a qu a lit y a ir por t t h a t cou ld gr ea t ly en h a n ce t h e e c on om i c d e v e l op m e n t of t h e com m u n it y. Th er efor e, it is necessar y t o con sider a ser ies of developm en t a lter n a t ives for t h e a ir por t t o sa tisfy pr oject ed d em a n d s a n d t o im p r ove t h e a bilit y of t h e a ir por t t o fost er a ddit ion a l econom ic growth in th e sout her n Da llas, a n d Redbird a r ea .

AIR P O R T D EVEL O P MEN T O BJ ECT IVES

It is t h e overa ll object ive of t h is effor t t o p rod u ce a bala nced a irside a nd la ndside com plex t o ser ve for ecas t a via t ion dema nds. H owever , befor e defin in g a n d eva lu a t in g specific a lt er n a t ives , a ir por t developm en t object ive s sh ou ld be considered. Th e city of Da lla s Avia t ion Dep a r tm en t pr ovides t h e over a ll gu ida n ce for t h e op er a t ion a n d developm en t of th e Redbird Airport . It is of pr im a r y con cer n t h at t h e a ir port is m a rk eted, developed , a n d opera t ed for t h e bet t er m en t of it s u ser s. Wit h t h is in m ind , th e following developm en t

object ives h a ve been defined for t h is pla n n in g effor t : C Develop a n a t t r a ct ive, efficien t , a n d s a fe a via t ion fa cilit y in a ccor da n ce with feder a l and st a t e safety regulat ions. Develop fa cilit ies t o efficien t ly ser ve gener al a viat ion u sers a nd en cou r a ge in cr ea sed u se of t h e a ir por t , including increa sed business an d corpora te u se of t h e a ir por t . P r ovide su fficient a irside a n d l a n d s i d e ca p a cit y t h r ou gh a ddit ion a l fa cilit y imp r ovemen t s wh ich will m eet t h e lon g ter m p la n n in g h or izon level of d em a n d of t h e a r ea . Develop a pla n en viron m en t a lly com pa t ible a n d a ccept a ble t o t h e local a rea resident s. Ta r get loca l e con om ic d e ve lop m e n t t h r ou g h t h e d e v e l op m e n t of a v a i l a b l e pr oper t y.

A IR FIE L D ALT ER N ATIVES

Air field facilit ies a r e, by n a t u r e, t h e foca l poin t of t h e a ir port comp lex. Becau se of t h eir p rim a r y r ole a n d t h e fa ct th at th ey physica lly domin a t e a ir por t lan d use, air field fa cility needs a r e oft en t h e m ost cr it ica l fa ct or in t h e d et er m in a t ion of vi a ble a ir p or t developm ent alt ern at ives. In pa r t icu la r , t h e ru nwa y system requires t h e great est com m itm ent of lan d a r ea a n d oft en im pa r t s t h e gr ea t est influ en ce of t h e iden t ifica t ion a n d developm en t of ot h er a irport fa cilit ies. Fu r t h er m or e, a ir cr a ft op er a t ion s dict a t e t h e F AA a n d TxDOT design cr it er ia t h a t m u st be con sider ed wh en lookin g a t a ir field i m p r ov em e n t s . Th es e cr it er ia , depen d in g u p on t h e a r ea s a r ou n d t h e a ir por t , ca n oft en h a ve a s ign ifica n t im pa ct on t h e via bilit y of va r iou s a lter n a t ives design ed t o m eet a ir field needs. Th e following describes in det a il t h e specific r equ irem en t s con sider ed in t h e deve lopm en t of t h e a ir field a lter n a t ives t o follow.

Th e r em a in der of t h e cha pt er will d e s c r i b e v a r i ou s d e v e l op m e n t a lter n a t ives for t he a irside a nd la ndside facilities. Wit h in ea ch of t h ese a r ea s, specific fa cilit ies a r e r equ ired or des ir ed a s gen er a lly d epict ed on Ex h ib it 4A . Alt h ou gh ea ch a r ea is t r ea t ed sepa r a t ely, p la n n in g m u s t in t egr a t e t h e in dividu a l r equ irem en t s so th a t t h ey com p lem en t on e a n ot h er .

AIRCR AFT N OIS E CON S ID ER ATIONS Air cr a ft s ou n d em is sion s a r e oft en t h e most n ot icea ble en vir on m en t a l effect a n a ir por t will pr odu ce on t h e s u rr ou n d in g com m u n it y. I f t h e s ou n d is su fficien t ly lou d or fr equ en t in occu r r en ce it m a y int er fer e wit h va r iou s a ct ivit ies or ot h er wise be con sider ed object ion a ble.

4-5

Th e ba sic met hodology employed t o define a ir cr a ft n oise levels involves th e use of a m a t h em a t ica l m odel for a ir cr a ft n oise p red ict ion . Th e Y early Day-N igh t Average S ou n d L evel (DNL) is used in t h is stu dy to assess a ircra ft n oise. DNL is t he m etr ic cur ren t ly a ccepted by t h e F AA, t h e E n viron m en t a l P r ot ection Agen cy (E P A), a n d t h e Depa r t m en t of H ou s in g a n d Ur ba n Develop m en t (H UD) a s a n a pp ropr ia t e m ea s u r e of cu m u la t ive n oise exposu r e. These t h r ee feder a l a gencies h a ve each iden t ified t h e 65 DNL n ois e con t ou r a s t h e t h r esh old of in com pa t ibilit y, mea n in g t h a t t h e n oise levels below t h e 65 DNL a r e con sider ed com pa t ible wit h a ll u n d er lyin g la n d u ses . Most feder a lly fu n ded a ir port n oise st u dies u t ilize DN L a s t h e pr im a r y m et r ic for evalu a t ing n oise. DN L is defin ed a s t h e a ver a ge Aweigh t ed soun d level a s m ea su r ed in decibels (dB) dur ing a 24-hour period. A 10 dB pen a lt y is a pplied t o n oise event s occu r r ing a t n ight (10:00 p.m . t o 7:00 a .m.). DNL is a su m m a t ion m et r ic wh ich a llows object ive a n a lysis a n d ca n d es cr ibe n oise exposur e com pre h en sively over a lar ge ar ea . Sin ce noise decrea ses at a consist en t r a t e in a ll dir ect ion s fr om a sou r ce, point s of equ a l DN L noise levels ar e r ou t inely ind ica t ed by m ean s of a con t ou r line. The va r iou s con t ou r lines a r e t h en su per imp osed on a m a p of t h e a ir por t a n d its environs. It is im p or t a n t t o r ecogn ize t h a t a lin e dr a wn on a m a p does not imply th at a pa rt icula r n oise con dit ion exists on on e side of t h e lin e a n d n ot on t h e ot h er . DN L ca lcu la t ion s do not precisely define noise impacts. Nevert heless, DN L con t ou r s ca n be u sed t o: (1) h igh ligh t exist in g or 4-6

pot en t ia l in com pa t ibilities bet ween a n a i r p or t a n d a n y s u r r ou n d i n g deve lopm en t ; (2) a sses s r ela t ive exp os u re levels ; (3) a s sis t in t h e pr epa r a t ion of a ir por t en vir on s la n d u se plans; a n d (4) pr ovide gu ida n ce in t h e developm en t of lan d use con t r ol devices, s u ch a s zon in g or din a n ces, s u bdivision regulat ions a nd bu ilding codes. Th e noise cont our s for Redbird Airport wer e developed using the Int egr a t ed Noise Model (IN M), Ver sion 6.0. Th e I NM is a com pu t er m odel wh ich a ccou n t s for ea ch a ir cr a ft a lon g fligh t tra cks du r in g a n a ver a ge 24-h ou r per iod. These flight t r a cks a r e cou pled wit h sep a r a t e t a bles con t a in ed in t h e da t a ba se of t h e IN M wh ich r ela t e t o n oise, dist a n ces, a n d en gin e t h r u st for ea ch m a ke a nd m odel of a ircra ft t ype select ed. Discussion s wit h a ir por t a n d ATCT st a ff wer e u t ilized in developin g a ir cr a ft fleet m ix u t ilizin g t h e a ir por t , fligh t t r a c k i n g i n for m a t i on , r u n w a y u t iliza t ion , a n d h ou r s of a ir cr a ft op er a t ion . Als o, for eca st s of fu t u r e a via t ion a ct ivit y developed in Ch a p te r Tw o were used as inpu t in t he n oise m odel. On ce gener a t ed, th e n oise exposur e con t ou r s for r u n wa y ext en sion s ca n be com pa r ed aga inst the con t ou r gen er a t ed wit h ou t ch a n ges m a de t o t h e a ir field. Th is infor m a t ion ca n be usefu l in d et er m in in g if exten sions u n d er con sider a t ion will n ega t ively im pa ct n ea r by r esiden ces. Noise con t ou r s a ssocia t ed wit h r u n wa y ext en sion s u n der con sid er a t ion ca n be com pa r ed wit h a ba selin e, or n o ch a n ge set of noise exposur e cont our s.

99MP12-4A-8/30/00

AIRFIELD CONSIDERATIONS
Airport noise exposure Runway safety area standards on Runway 31 Extension of runways to meet corporate aviation needs Additional approaches to both runways Improvements providing increased capacity for the long term

GENERAL AVIATION CONSIDERATIONS

Evaluate optimum location for airport terminal building and ATCT Provide optimum locations for additional airport service providers Provide area for new storage hangar development Provide development scheme for future west side flight line

LAND USE CONSIDERATIONS

Identify highest and best use of airport property Specify areas needed for aviation purposes Ensure adequate property is available for development beyond scope of this plan Indicate areas which can be developed for non-aviation purposes Provide the city with a land use plan which will aid the City, airport users, and the community in meeting economic goals

Exhibit 4A ALTERNATIVE DEVELOPMENT CONSIDERATIONS

Th e n o ch a n ge scen a r io a ssu m es t h a t n o ext en sion s of t h e r u n wa y will occu r a n d t h e a ir field will be som ewh a t limit ed for u se by t h e r a n ge of cor por a t e a ir cr a ft t yp es. Th e cu r r en t len gt h of t h e r u n wa y is som ewh a t limit ed for u se by lar ger cor por a t e a ir cr a ft , especially d u rin g t h e su m m er m ont h s. Exh ibit 4B dep ict s t h e exist in g a n d u lt im a t e n oise con t ou r s for t h e n o ch a n ge scena r io. As depicted, on t h e exh ibit , t h e exist in g a n d u lt im a t e nois e con t ou r s u n der t h e exist in g a ir field la you t r em a in p rim a r ily on a ir por t p rop er t y wit h on ly a sm a ll por t ion of t h e 65 DNL ext en din g s ou t h of Redbird La n e sou t h of Ru n wa y 35.

RU N WAY S AF ETY ARE AS Th e design of a ir field fa cilit ies includ es b ot h t h e p a v e m e n t a r e a s t o a ccom m oda t e la n d in g a n d gr ou n d op er a t ion s of a ircra ft a s well a s im a gin a r y sa fet y ar ea s t o pr ot ect a ir cr a ft oper a t ion a l a r ea s a n d keep t h em free of obstr uctions would cou ld a ffect t h e s a fe op er a t ion of a ir cr a ft a t t h e a ir por t Th e im a gin a r y sa fet y a r ea s include t h e: r u n wa y sa fet y ar ea (RSA) a n d object fr ee a r ea (OF A). Th e F AA defines t h e OF A a s "a t wo dim en siona l gr ou n d a r ea s u r r ou n din g ru nwa ys, t a xiways, an d t a xila n es wh ich is clea r of object s except for object s whose loca t ion is fixed by fu n ct ion (i.e. a ir field ligh t ing)." Th e RSA is defined a s "a d efin ed su r fa ce s u rr ou n din g t h e r u n wa y pr epa r ed or su ita ble for r ed u cin g th e risk of da m a ge t o a irpla n es in t h e even t of a n u n der sh oot , over sh oot , or excu r sion fr om t h e r u n wa y."

F u r t h er m or e, t he F AA ha s placed a h igher sign ifica n ce on m a in t a in in g a dequ a t e RSAs a t a ll air por t s du e t o r ecen t a ircra ft a ccident s. Un der Or der 5200.8, effect ive Oct ober 1, 1999, t h e F AA est a blished a Ru n wa y S a fet y Ar ea P r ogr a m . Th e Or der st a t es, Th e goal of t h e Ru n wa y Sa fet y Ar ea P r ogr a m is t h a t a ll RSAs a t feder a lly obliga t ed a ir por t s an d all RSAs a t a ir por t s cer t ifica t ed u n der 14 CF R pa r t 139 s h all con for m t o t h e s t a n da r ds con t a in ed i n Ad v is or y Cir cu la r 150/5300-13 Airpor t Design , t o t h e ext en t p ra ct ica l. U n der t h e Or der , ea ch r egion a l a ir por t s division of t h e F AA is obliga t ed t o collect a n d m a in t a in da t a on t h e RSA for ea ch r u nwa y a t feder a lly obliga t ed airports. Th e F AA is in t h e pr ocess of visu a lly in sp ectin g t h e RSAs a t ea ch feder a lly obliga t ed a ir por t . In Texas , TxDOT h a s been given t h e r esp on sibilit y t o a dm in ist er a n d inspect t he RSAs at th e sta tes gener al a viat ion a irport s. As m en t ion ed in Ch a pt er Th r ee, only Ru n wa y 31 does n ot con for m t o F AAs design cr iter ia for RSA. Run wa y 31 ser ves a ircra ft in a irport referen ce code (ARC) C-II. The RSA for a C-II r u n wa y ext ends 250 feet ea ch s id e of t h e r u n wa y cen t er line a n d 1,000 feet beyon d ea ch r u nwa y end a s depict ed on Exh ibit 4B . The OF A ext ends 400 feet ea ch side of t h e r u n wa y cen t er line a n d 1,000 feet beyon d ea ch r u n wa y en d . F AA st a n da r ds r equ ire t h ese a r ea s t o be u n d er t h e con t r ol of t h e a ir por t t o en s u re t h a t t hese a r ea s a re k ept clea r of object s wh ich cou ld be h a za r dou s t o a ir cr a ft oper a t ion s. Cu r r en t ly, Ru n wa y 31 is ser ved by app r oxima t ely 500 feet of RSA beyond t h e r u n wa y en d , cu t s h or t by fencing a n d a n a ccess r oa d

4-7

s er vin g U.S. H igh wa y 67. Tab le 4A dep ict s a ir field design cr it er ia for Ru n wa y 13-31. TxDOT r ecent ly inspect ed t h e a ir por t a n d in for m ed t h e a ir por t of it s la ck of a dequ a t e RSA on Ru n wa y 31. I n a lett er sent t o t he Redbird Airport m a n a ger , t h e TxDO T in s p ect or obser ved cer t a in con d it ion s t h a t cou ld impa ct sa fet y on t h e a ir por t . H e

r e com m e n d e d t h a t t h e r u n w a y t h r esh old be displa ced a n d declar ed dist a n ces be used. In genera l term s, displa cin g t h e la n d in g t h r es h old m ea n s t h a t t h e la n d in g p oin t on t h e r u n wa y be m oved fu r t h er u p t h e r u n wa y. Alt h ough t h e la n din g dista n ce on Ru n wa y 31 wou ld be sh or t en ed by 500 feet , t h e full r u n wa y len gt h cou ld be u sed for t a k e-offs t o t h e n or t h west .

TABLE 4A A i r fi e l d S a f e t y A r e a D i m e n s i o n a l S t a n d a r d s f o r R u n w a y 1 3 -3 1 C r it ica l Ai r cr a ft R u n w a y S a fe t y A r e a W id t h L e n g t h Be y on d Ru n w a y E n d O b j e ct F r e e A r e a W id t h L e n g t h Be y on d Ru n w a y E n d A p p r oa ch R u n w a y P r ot e c t i on Z on e (R u n w a y 3 1 ) I n n e r W id t h O u t e r W id t h L en g t h A p p r oa ch R u n w a y P r ot e c t i on Z on e (R u n w a y 1 3 ) I n n e r W id t h O u t e r W id t h L en g t h D e p a r t u r e R u n w a y P r ot e ct i on Z on e (b ot h r u n w a y s ) I n n e r W id t h O u t e r W id t h L en g t h S o u r ce : F A A A ir p or t D e s i g n S o ft w a r e V e r s i on 4 .2 D C /D -I I 500 1 ,0 0 0 800 1 ,0 0 0 1 ,0 0 0 1 ,5 1 0 1 ,7 0 0 500 1 ,0 1 0 1 ,7 0 0 500 1 ,0 1 0 1 ,7 0 0

Th e a ir por t h a s t wo viable a lt er n a t ives for pr ovidin g for t h e RSA on Ru n wa y 31. F ir st , a m odifica t ion t o design st a nda rds ca n be r equ est ed of TxDOT a n d t h e F AA. Du e t o r ecen t a ccid en t s wh ich wer e fur t h er com plicat ed wit h in a dequ a t e RSA, a m odifica t ion t o design st a n da r d is n ot likely t o be a pproved. A decision t o gr a n t a m odifica t ion t o s t a n da r d would r equ ir e ext en sive deta il point in g t o a sign ifica n t loss of ser vice, r even u e, or pla ce a n u n d u e bu r den on t h e a ir por t a nd t h ose 4-8

op er a t in g a t it . At t h is t im e, t h er e is n o eviden ce t h a t displa cing t h e r u n wa y would pla ce a n u n d u e bu r den on t h e airport or it u sers. Th e second a lt er n a t ive is d isp la cin g t h e r u n wa y t h r esh old. By displa cin g t h e la n din g t h r es h old , t h e p or t ion of r u n wa y beh in d t h e displa cem en t ca n be u t ilized a s sa fet y a r ea s. I t is im p or t a n t t o n ot e t h a t sa fet y a r ea s a r e r equ ir ed bot h befor e t h e r u n wa y for la n d in gs a n d

99MP12-4B-2/14/01

LEDBETTER BLVD.

LEGEND
Existing Airport Property Line Object Free Area (OFA)

HAMPTON RD.

Runway Safety Area (RSA) Existing Runway Protection Zone Existing DNL Noise Contours Ultimate DNL Noise Contours

Note: DNL - Average Day-Night Noise Level

65

LOVEBIRD LN.

75

REDBIRD LANE

MA

70

RV

IN

65

D.

LO

VE

FR

EE

WA

Y(

75

U.

S.

70

HIG

HW

AY
WEST MORELAND REDBIRD CENTER

67

NORTH

1000

2000

SCALE IN FEET

Exhibit 4B NOISE EXPOSURE WITH EXISTING AIRFIELD CONFIGURATION

beyon d t h e opposit e en d of t h e r u n wa y for t a ke-offs a n d la n din gs. Th u s, t o d et er m in e a ct u a l a va ila ble t a k e-off a n d la n din g len gt h s a vaila ble, declar ed dista nces m ust be applied. Decla r ed dis t a n ces a r e t h e effective r u n wa y d is t a n ces t h a t t h e a ir por t oper a t or declar es a r e a va ila ble for t a keoff r u n , t a k e-off d is t a n ce, a cceler a t est op d is t a n ce, a n d la n d in g d is t a n ce requirem ent s. Th ese a r e defined by t h e FAA as: Ta k e -o ff ru n a v a ila ble (TORA) - Th e len gt h of t h e r u n wa y declar ed a va ila ble a n d su ita ble to accelera t e fr om br a ke r elea se t o lift -off, plu s sa fet y fa ct or s. Ta k e -o ff d is ta n c e a v a ila ble (TOD A) - Th e TORA plu s t h e len gt h of a n y r em a in in g r u n wa y or clea r wa y beyon d t h e fa r en d of t h e TORA a va ilable t o a ccelera t e fr om br a k e r eleas e pa st lift off t o st a r t of t a ke-off climb, plu s sa fet y factors. Ac c e l e r a t e -s t o p d is ta n c e a va ila ble (AS D A) - Th e len gt h of t h e r u n wa y p lu s st opwa y declar ed ava ila ble a nd s u it a ble t o a cceler a t e fr om br a k e r elea se t o t a keoff decision speed, a n d t h en decelera t e to a stop, plus safety factors. La n d i n g d is t an c e a v a ila ble (LD A) Th e d is t a n ce fr om t h r esh old t o com plet e t h e a p p r oa ch , t ou ch d ow n , a n d decelera t e t o a st op, plu s sa fet y factors. Th e ASDA an d LDA a r e t h e overr idin g con sider a t ion s in d et er m in in g t h e r u n wa y lengt h a vaila ble for u se by a ir cr a ft beca u se sa fet y a r ea s m u st be considered. Th e ASDA a n d LDA ca n be figur ed a s t h e u sea ble p or t ion s of t h e r u n wa y minu s t h e a r ea r equ ir ed t o 4-9

m a in t a in a dequ a t e RS A a n d OF A beyon d t h e en d of t h e r u n wa y. If th e lan ding thr eshold on Ru n wa y 31 wou ld be displa ced 500 feet , t a ke-offs a n d la n din g len gt h a va ila ble t o t h e sou t h a n d la n d in g d is t a n ce a vaila ble to t h e n or t h wou ld be r edu ced by 500 feet , t h u s a llowin g 5,951 feet oper a t ion a l len gt h for t h ese oper a t ion s. Tak e-off d is t a n ce t o t h e n or t h wou ld n ot be effect ed a nd would r em a in 6,451 feet . Th u s t h e LDA for Ru n wa ys 13 a n d 31 a n d t h e ASDA for Ru n wa y 13 wou ld be 5,951 feet , wh ile t h e ASDA for Ru n wa y 31 wou ld rem a in 6,541 feet .

RUNWAY P ROTECTION ZONES An ot h er con sider a t ion is t h e F AA r equ ir em en t for clear ed approaches. Th e r u n wa y protection zone (RPZ) is a t r a pezoida l a r ea cen t er ed on t h e r u n wa y t ypically begin n ing 200 feet beyon d t h e r u n wa y end. Th e RP Z is a t wo-dim en sion a l a r ea a n d h a s n o a ssocia t ed a ppr oa ch su r fa ce. F AA design sta nda rds limit t he t ypes of developm en t wit h in t h e RP Z t o developm en t wh ich is com pa t ible t o a ir cr a ft opera tions. FAA design st a nda rds lim it r esid en t ia l a n d ot h er t ypes of developm en t which can cau se t h e con gr ega t ion of people on t h e gr ou n d . T yp i ca lly, com pa t ibl e developm en t inclu des a gr icu lt u r a l la n d u s e s , g ol f cou r s e s (a l t h o u g h con s id er a t ion is bein g given t o lim it in g golf cou r se developm en t du e t o bir d s t r i k e con sider a t ion s) or su r fa ce par king lots a nd r oadwa ys. Th e RPZ ha s been est a blished by t h e F AA t o p rovid e a n a r ea clea r of obst r u ct ion s a n d in com pa t ible la nd uses

in or der t o en h a n ce t h e p rot ect ion of a p pr oa ch in g a ir cra ft a s well as people a n d p rop er t y on t h e gr ou n d . Th e dim en sions of t h e RP Z var y a ccordin g t o t h e visibilit y min imu m s ser vin g t h e r u n wa y a nd, in som e inst a nces, th e type of a ir cr a ft oper a t in g on t h e r u n wa y. Th e F AA a n d TxDOT d oes n ot n eces sa r ily r equ ir e t h e fee sim ple a cqu isit ion of t h e RP Z a r ea , bu t recom m ends t h a t a ir port s m a in t a in posit ive con t r ol over developm en t wit h in t h e RP Z. I t is pr efer r ed t h a t t h e a ir por t own t h e pr oper t y t h r ou gh fee sim ple a cqu isit ion ; however, a viga t iona l e a se m en t s (pr ovi din g con t r ol of designa t ed a irsp a ce wit h in t h e RP Z) ca n be pu r su ed if fee sim ple pu r ch a se is n ot possible. It sh ould be not ed, h owever , a viga t ion ea sem en t s ca n oft en cost a s m u ch a s 80 per cen t of t h e la n d va lu e a n d m a y n ot fu lly pr oh ibit in com pa t ible la n d u ses fr om t h e RP Z. Als o, t h e a r ea en com pa ssed by t h e RP Z en velopes t h e r equ ir ed RSA, OF A, an d a r ea s n eed ed for in st a lla t ion of a ppr oa ch light in g syst em s, a ll of wh ich wou ld be required t o be loca t ed on pr oper t y own ed in fee simple. Th e exist in g/u lt im a t e RP Zs u n der t h e n o ch a n ge scen a r io a r e depict ed on Exh ibit 4B . Th e RP Zs for Ru n wa y 1735 con sider a n ARC B-II cr it ica l a ir cr a ft a n d n ot lower t h a n one m ile visibilit y. As depict ed, t h ese RP Zs a r e wh olly cont a in ed on a ir port pr oper t y. Th e RP Zs for Ru n wa y 13-31 con sider a n ARC C/D-II crit ica l air cr a ft design. Th e a ppr oa ch visibility minim um s for Ru n wa y 31 a r e n ot lower t h a n t h r ee qu a r t er s of a m ile du e t o t h e exist in g in s t r u men t lan din g system (ILS) a p pr oa ch . F or Ru n wa y 13, visibilit y 4-10

m in im u m s a r e visu a l or n ot lower t h a n on e m ile. As depict ed on t h e exh ibit , bot h RPZs ext en d beyon d a ir por t pr oper t y. F or Ru n wa y 13, t h e RP Z ext ends sligh t ly west of West Morela n d Roa d a n d n or t h of Ledbet t er Boulevar d. Th e a r ea west of West Mor ela n d is n ot of pr im e con cer n a s it en com pa sses pr im a r ily t h e r oa d. The a r ea n or t h of Led bet t er , h owever, is of m or e con cer n a s it over la ys a comm er cia l pr oper t y. Th e RP Z for Ru n wa y 31 ext en ds sou t h over la yin g r esid en ces t o t h e s ou t h a n d ea st of U.S. Highwa y 67 a nd t h e Redbird s h oppin g cen t er .

INSTRUMENT AP P ROACHES Th e evolu t ion of globa l posit ion in g system (GP S) t ech n ology ha s pr ovided a n in exp en sive a lt er n a t ive for a ir por t s s u ch a s Redbird Air por t t o be ser ved by in s t r u m en t appr oaches. P la n n in g for a pr ecision a ppr oa ch for t h e a ir por t wa s r ecom m en ded in t h e pr eviou s ch a pt er . Th e pr eviou s cha pt er in dica t ed t h a t con sider a t ion sh ou ld be given t o u p gr a d in g t h e exist in g ILS Ru n wa y 31 a ppr oa ch t o fu ll ca t egor y I (CAT I) m i n i m u m s p r ov i d i n g l a n d i n g a va ila bilit y t o pr operly equipped a ir cr a ft wit h wea t h er m in im u m s of on e h a lf m ile visibilit y a n d 200-foot clou d ceilings. The previous cha pter also ind ica t ed t ha t plan s should also con sider providing a GPS a ppr oa ch t o Ru n wa ys 17 a n d 13 pr ovidin g weat h er m in im u m s of n ot lower t h a n t h r ee qu a r t er s of a m ile visibilit y. An a lysis of exis t in g a ir sp a ce a n d a r ea a ir por t s in dicat es t h a t a n a pp roa ch or im pr ovem en t s t o exist ing a ppr oa ch es fr om t h e n or t h on Ru n wa ys 13 or 17

wou ld n ot lik ely be a pp r oved by t h e F AA. E xis t in g a n d u lt im a t e a ir cr a ft op er a t ion s a t Da llas Love F ield, loca t ed a ppr oxim a t ely 10 m iles t o t h e n or t h , would pose a pot en t ia l con flict wit h th ese appr oaches. Thu s, u lt im a t e p la n s will n ot in clu d e im p r oved a pp roa ch ca pa bilit ies to Run wa y 13 or 17.

Isr a el West win d a ir cr a ft , cu r r en t ly ba sed a t t h e a ir por t , oper a t ed by Clu b Ma r ket in g, r equ ires u p t o 7,300 feet of r u n wa y len gt h on h ot d a ys a t t h e a ir por t s eleva t ion . Oth er a ir cr a ft s u ch a s t h e Gu lfs t r ea m I V a ir cr a ft a n d t h e H a wker a ircra ft r equ ire u p t o 7,000 feet a s well. In or der t o pr ovide for t h ese a ir cr a ft , r u n wa y exten sion a lter n a t ives wer e considered. Ex h ib it 4C dep ict s t h e la you t of 7,100 feet of pa vemen t . As depict ed, Ru n wa y 13-31 cou ld be exten ded 650 feet t o t h e n or t h wh ile m a in t a in in g a dequ a t e RSA ins ide of a irpor t propert y. The exhibit a lso depict s t h e p ot en t ia l d is pla cem en t of Ru n wa y 31 500 feet n or t h . Al t h ou g h t h e e xt e n s i on u n d e r con sider a t ion wou ld pr ovide 7,101 feet of pa vemen t n ot a ll could be used for op er a t ion a l le n gt h d u e t o t h e displa cem en t . As depict ed, t h e r u n wa y would pr ovide 6,601 feet for la n d in gs in bot h dir ect ion s (LDA) a n d for t a ke-offs t o t h e s ou t h (ASDA). Th e ASDA, or t a ke-off dist a n ce a va ilable for Ru n wa y 31 wou ld be 7,101 feet . Th e Ru n wa y 13-31 ext en sion u n der con sider a t ion t o 7,101 feet wou ld bet t er ser ve exist in g a n d u lt im a t e a ir cr a ft oper a t ion s. Th is exten sion , however, would be cost ly. Sh iftin g t h e r u n wa y t o t h e n or t h would a lso sh ift t h e Run wa y 13 RP Z, fu r t h er int o r esiden t ia l a n d com m er cia l pr oper t ies. TxDOT ma y r equ ir e t h e city to a cquire a nd pr ovide r eloca t ion a s sis t a n ce t o t hose impa ct ed. P r oper ty a cqu isition in a developed a r ea a n d fu r t h er r eloca t ion a s sis t a n ce would likely be in t h e m illion s of dollar s. The cit y will h a ve t o weigh t h e benefits of t h e ext en sion wh ich in clu de a n a ir por t 4-11

RU N WAY LEN GTH An a lysis in t h e pr eviou s ch a pt er ind ica t ed t h a t t h e r u n wa y system pr ovides a dequ a t e len gt h for sm a ll airpla nes, bu t fa lls sh or t of t h e r equ ir em en t s for t h e fu ll r a n ge of business a ir cr a ft wh ich cu r r en t ly a n d a r e for eca st t o oper a t e a t t h e a ir por t . Als o, t h e pr eviou s ch a pt er in dica t ed t h a t a t lea st on e r u n wa y a t t h e a ir por t sh ou ld pr ovide a dequ a t e len gt h t o a ccom m oda t e t h ese a ir cr a ft , wh ile t h e cr os swin d r u n wa y sh ould be d esign ed t o pr im a r ily a ccom m oda t e oper a t ion s by sm a ll a ir cr a ft . As p res en t ed in Tab le 3B , in orde r t o a ccom m oda t e 75 per cen t of cor por a t e a ir cr a ft (ARC C-I I a ir cr a ft ), F AA r u n wa y lengt h design crit er ia r equ ires 5,000 feet of r u n wa y. To fu lly a ccom m oda t e 100 per cen t of bu sin ess a ir cr a ft , t h e pr im a r y r u n wa y sh ou ld be 6,000 feet in len gt h . The ta ble also ind ica t ed t h e n eed for u p t o 7,000 feet of r u n wa y len gt h wou ld be r equ ir ed t o a ccom m oda t e la r ger cor por a t e a ir cr a ft wit h t r ip len gt h s of 1,400 m iles wh ich would in clu de New York , Los Angeles, P h oen ix, an d Mia m i. An a lysis a lso con sider ed t h e r u n wa y len gt h sp ecified by m an ufactur ers of a ir cr a ft cu r r en t ly based an d forecast t o base a t t h e a ir por t in t h e fu t u r e. Th e

bet t er ser ved t o p rovid e for cor por a t e op er a t or s versu s th e associat ed costs, both fin a n cia l a n d polit ica l. Th e pr im a r y ben efit of t h is a lt er n a t ive involves t h e Ru n wa y 31 t h r esh old displa cem en t . By disp la cin g t h e r u n wa y, t h e RP Z s h ift s n or t h t o t h e r u n wa y la n din g t h r esh old redu cin g t h e a r ea over n on -a irport pr oper t y. Th e RP Z a ssociat ed wit h t h e d is pla cem en t will not exten d to resident ial ar eas. Th e cr osswin d r u n wa y sh ou ld be a t least 4,000 feet lon g t o a ccom m oda t e 100 per cen t of sm a ll a ir cr a ft . To fu lly a ccom m oda t e ARC B-II a ir cr a ft , t h e r u n wa y sh ould be 4,500 feet long. An a lysis in t h e pr eviou s ch a pt er ind ica t ed t h a t con sider a t ion s sh ou ld be given t o exten din g Ru n wa y 17-35 t o 5,000 feet t o bet t er ser ve as a s econ d a r y r u n wa y for t im es wh en t h e pr im a r y is closed. In fa ct , Run wa y 17-35 pr ovides t h e best or ien t a t ion given t h e loca l win d pat ter ns. Exh ibit 4C depict s a exten sion u n der con sider a t ion of Ru n wa y 17-35 a t 4,600 feet lon g, with 500 feet t o t h e n or t h a n d 300 feet to the sout h. The exten sion u n der con sider a t ion wou ld pr ovide for a dequ a t e OF A a n d RS A wit h in a ir por t proper t y. Th e RP Zs wou ld be sh ift ed n or t h a n d sou t h , bu t would r em a in fu lly on a ir port pr oper t y. Th is a lt er n a t ive would bet t er sit u a t e t h e a ir por t t o provide for la r ger a ir cr a ft wh en t h e Ru n wa y 13-31 is closed or wh en winds dict a t e. Th e p rim a r y d is a dva n t a ge would be t h a t cu r r en t la n d use plan s for t h e a r ea n or t h of Ru n wa y 17 (discussed below) m a y need to be modified a nd t r ees wou ld n eed t o be clea red t o

provide a d equ a t e a p pr oa ch /d ep a r t u r e clear a n ce. E x h ibit 4C a lso depicts t h e n oise exp os u re con t ou r s a ssocia t ed wit h t h e r u n wa y ext ension s a t lon g t er m oper a t ion a l levels. Th e n oise con t ou r s would r em a in on a ir por t pr oper t y. As depicted, t h e n oise con t our s for r u n wa ys 17, 31, an d 35 a r e sligh t ly sma ller t h a n t h e u lt im a t e con t ou r s for t h e n o ch a n ge scen a r io. Th e n oise con t ou r t o t h e n or t h on Ru n wa y 13 wou ld be sligh t ly la r ger.

P A RALLE L R U N WAY Redbir d Airport was on ce ser ved by a r u n wa y pa r a llel t o Ru n wa y 17-35 wh ich wa s clos ed a n d r em oved. Ana lysis in t h e pr eviou s ch a pt er indica t ed th a t t h e a ir por t will n ea r ca pa cit y a t t h e lon g t e r m op er a t i on a l l e ve l . On e con sider a t ion give n t o a llevia t e con gest ion wa s t h e con s t r u ct ion of a pa r a llel r u n wa y. Alt h ou gh t h is opt ion would pr ovide for a ddit ion a l ca pa cit y, exist in g airport pr opert y does not provide a dequ a t e a lt er n a t ives for con st r u ct ion of a n a dequ a t e pa r a llel. Con s t r u ct ion of a pa r a llel t o Ru n wa y 17-35 would n ot s ign ifica n t ly a id in a ir por t ca pa cit y r elief beca u se it len gt h would be sim ila r t o exist ing Ru n wa y 1735. To ga in full oper a t iona l capa city, a pa r a llel r u n wa y t o Ru n wa y 13-31 would n eed t o be con st r u ct ed. Given exist in g pr oper t y boun ds a nd s u rr ou n d in g la n d uses, con s t r u ct ion of a r u n wa y pa r a llel Ru n wa y 13-31 is not feasible. Thu s, con sider a t ion of a pa r a llel r u n wa y will no longer be considered.

4-12

99MP12-4C-2/14/01

LEDBETTER BLVD.

LEGEND
Existing Airport Property Line Object Free Area (OFA)

HAMPTON RD.

Runway Safety Area (RSA) Ultimate Runway Protection Zone Ultimate Departure Runway Protection Zone DNL Noise Contour

650' RUNWAY EXTENSION 500' RUNWAY EXTENSION

Note: DNL - Average Day-Night Noise Level

HW

65 70 75

AY

,-+ )4-, ,156) +-5

ASDA RUNWAY 13 RUNWAY 31 6,601' 7,101' LDA 6,601' 6,601'

LOVEBIRD LN.

500' DISPLACED THRESHOLD 300' RUNWAY EXTENSION

REDBIRD LANE

MA

RV

IN

D.

LO

VE

FR

EE

WA

Y(

U.

S.

HIG

67
WEST MORELAND REDBIRD CENTER

NORTH

1000

2000

SCALE IN FEET

Exhibit 4C RUNWAY EXTENSION ALTERNATIVES

TAXIWAYS Th e t a xiwa y syst em a t Redbir d is a dequ a t e t o m eet cu r r en t oper a t ion a l needs. As a via t ion dem a n d in cr ea ses a n d a n eed t o develop a via t ion fa cilit ies on th e west side is r ea lized, a ddit ion a l t a xiwa ys will be n eed ed t o s er ve t h e west side. Deta ils of specific t a xiway imp r ovemen t s will be discu ssed below, bu t in gen er a l, if t h e west side is t o be developed for a via t ion facilit ies , a pa r a llel t a xiwa y (t o Ru n wa y 13-31) needs t o be developed wh ich ext ends sou t h t o t he en d of Ru n wa y 17, th en t o t h e en d of Ru n wa y 31.

cor por a t e oper a t or s. Th e m a in dis a dva n t a ge t o exten din g Run wa y 1331 is t h e cost . Th e ext en sion would likely cost n ea r ly on e m illion dollar s bu t TxDOT m a y r equ ir e t h e a cqu is it ion a n d r eloca t ion of resident s a nd busin ess es in t h e RPZ which would cost m illion s m or e. TxDOT a n d t h e F AA m a y a llow for t h e ext en sion t o offs et t h e los s of r u n wa y t o t h e sou t h by ext en din g th e r u n wa y t h en displa cin g t h e la n d in g t h r esh old in it s cu r r en t p os it ion . If t h is wer e a llowed, Ru n wa y 13 wou ld provide 6,601 feet for t a k e-off a n d 5,901 feet for la n din g. If th e r u n wa y is n ot exten ded a t a ll, th e ru nwa y would only provide 5,901 feet for t a k e-offs t o t h e s ou t h . H a vin g les s t h a n 6,000 feet a va ila ble for t a ke-offs could significa nt ly impa ct cu r r en t a nd pote nt ia l cor po r a t e oper a t or s a s t h ey cou ld ch oose t o oper a t e fr om a n ot h er a r ea a ir por t . Th e ext en sion u n der con sider a t ion for Ru n wa y 17-35 wou ld a llow t h e a ir por t t o pr ovide a n im pr oved oper a t ion a l en vir on m en t , especia lly for cor por a t e opera tors. The pr im a r y r u n wa y will clos e a t som e t im e in t h e fu t u r e for a var iety of r ea s on s su ch a s m a int en a n ce, em er gen cy, et c. Pr ovidin g 4,600 feet wou ld bet t er ser ve t h e sm a ller cor por a t e op er a t or s d u rin g p er iod s wh en t h e p rim a r y is closed or win d con dit ion s dict a t e.

AIR S ID E S U MMARY Sh ift in g, or displa cing t h e Run wa y 31 la n din g t h r esh old t o t h e n or t h west is t h e bes t m ea n s a vaila ble to fu lly com ply wit h RS A a n d OFA design st a nda rds a t Redbir d Air port . Displa cing the la n d in g t h r esh old is m u ch m ore cost effective t h a n r eloca t ing t h e t h r esh old a s only t h e r u n wa y t h r esh old ligh t in g a n d r u n wa y m a r k in gs wou ld n eed t o be revised. Reloca t in g t h e t h r esh old involves r eloca t in g t h e I LS com pon en t s a n d a ppr oa ch ligh t ing (LDIN ). The displa cem en t will a id in r em ovin g in com pa t ible lan d uses fr om t h e sou t h er n RP Z. Th e ext en sion of Ru n wa y 13-31 u n der con sider a t ion wou ld bet t er sit u a t e t h e a ir por t t o p rovid e for a ddit ion a l cor por a t e aircraft a ctivity. This is key if t h e a ir port is t o con t in u e t o develop a s a r elieve r a ir por t pr ovidin g a n a t t r a ct ive a lt er n a t ive t o t r a veler s wish in g t o a ccess t h e down t own Da lla s a r ea . Th e a ir por t ca n s er ve a s t h e ga t ewa y t o t h e cit y of Da lla s for 4-13

L AN D S ID E ALT ER N ATIVES
Th e pr im a r y la n dside fa cilit ies to be a ccom m oda t ed a t Red bir d Air por t in clu de a via t ion r ela t ed fa cilit ies su ch a s t h e gen er a l a via t ion t er m in a l

b u i l d i n g , a i r cr a ft s t or a g e a n d m a in t en a n ce h a n ga r s , a ir cr a ft p a r kin g a p r on , ru nwa ys an d t a xiwa ys a n d pa r cels sp ecifica lly des ign e d t o a ccom m oda t e bu s in ess es r equ ir in g a ir field a cces s. Th e in t er r ela t ion sh ip of th ese fu n ct ion s is im p or t a n t t o d efin in g a long t er m la n ds ide la yout for t h e a ir por t . To a cer t a in exten t la n dside u ses sh ou ld be gr ou ped wit h sim ila r u ses or u ses t h a t a r e com pa t ible. Ot h er fu n ct ion s sh ou ld be sepa r a t ed, or a t lea st h a ve well defined bou nda ries for r easons of sa fet y, secu r it y, a n d efficien t oper a t ion . F in a lly, each la ndside u se m u st be p la n n ed in con ju n ct ion wit h t he a irfield, a s well a s gr ou n d a ccess t h a t is su it a ble t o t h e fu n ct ion . Ru n wa y fr on t a ge s h ou ld be reser ved for th ose u ses wit h a h igh level of a ir field in t er fa ce, or n eed for exposu r e. Oth er u ses wit h lower levels of a ir cr a ft movement s, or lit t le n eed for r u nwa y exp os u re ca n be pla ced in m or e isolat ed loca t ion s. In a d dit ion t o t h e fu n ct ion a l ca pa bilit y of t h e a i r p or t , t h e p r op os e d developm en t con cept sh ou ld pr ovide a fir st cla ss a ppea r a n ce for Redbir d Air por t . Con sider a t ion t o a est h et ics sh ou ld be given t o t h e en t r ywa y a s well a s p u blic a r ea s wh en a r r a n gin g t h e va r iou s a ct ivit y a r ea s. Archit ectu r a lly plea sin g bu ildin gs a n d la n ds capin g, a s well as cor p or a t e a ir cr a ft fou n d in t h e h igh a ct ivit y a r ea s sh ou ld be fea t u r ed in t h ese a r ea s wh en possible. Typica lly, a ir por t s fa ce d evelop m en t con st r a in t s of on e degree or a n ot h er becau se of t h eir ba sic fu n ct ion , ca u s in g t h e a lt er n a t ives a n a lysis t o focus u pon 4-14

specific la you t s of la n dside fa cilit ies. On ly h a lf of a va ila ble p rop er t y a t t h e a ir por t is developed. A t ot a l of 219 a cr es of la n d is a va ila ble for developm en t on t h e n or t h sid e of t h e a ir por t , 217 acres of la n d is a va ila ble for developm en t on t h e wes t sid e, a n d a ppr oxim a t ely 60 a cr es a va ila ble on t h e ea st side a t Redbir d Air por t . S in ce t h e growth of a via t ion fa cilit ies a t t h e a ir por t is expect ed t o a bsor b only a limit ed a m ou n t of t h e exis t in g la n d a r ea wh ich is available, it is possible to con sider a lt er n a t e la n d u ses a t t h e a ir por t t o inclu de a viat ion -r elat ed com m er cia l developm en t a n d n on a via t ion r ela t ed com m er cia l developm en t . Th e a irport pla n n in g effor t s sh ou ld m a xim ize exist in g pr oper t y in a n efficient m a n n er t h a t will s er ve d em a n d well beyon d t h e 20-yea r pla n n in g per iod a s well a s pr ovide flexibilit y for m a r ket in g a n d d evelopm en t . Th e pla n sh ou ld a lso con sider developm en t of pr oper t y wh ich will a id in t h e com m u n ities econ om ic gr owt h a n d fin a n cia l via bilit y of t h e a ir port it self. Ma xim izin g t h e u se of a ir por t pr oper t y will pr ovide t h e a ir port wit h t h e fin a n cia l m ea n s t o be self s u fficien t a n d t h e com m u n it y wit h a n econ om ic en gine t o a id in a r esu r gence of t h e Redbird a r ea . In or der t o pr ovide a fu n ct ion a l fa cilit y wh ich m eet s a ll pot en t ial develop m en t needs, a r ea s best su it ed for specific developm ent should be ident ified. First , ess en t ia l developm ent elem en t s t o ser ve a ir field, cor p or a t e p a ss en ger t r a n s fer , a n d gen er a l avia t ion n eeds m u st be con sider ed wh ich in clu des su ppor t fu n ct ion s su ch a s a irport m a int en a n ce, ARF F , a n d fu el st or a ge. Th en a r ea s for

ot h er la n d u ses ca n be con s id er ed su ch a s a v i a t i on -r e l a t e d c om m e r ci a l developm en t . As a r es u lt of t h e m a n y op t ion s a va ila ble for developin g la n d a t Red bir d Air por t , t h e a ir por t is op en t o p la n n in g effor t s wh ich m a xim ize exist in g pr oper t y in a n efficien t m a n n er . B e ca u s e of t h is, t h e la n ds id e a lter n a t ives t o follow will in dicat e la n d use a r ea s. Att en t ion will be given t o pr ovidin g a r ea s t o a ccom m od a t e lon g t er m dem a nd a n d pr ovide econ om ic developm en t op por t u n it ies for t h e a ir port a n d loca l comm u n it y. F ollowin g a r eview of t h e developm en t a lter n a t ives by t h e P la n n in g Ad visor y Com m it t ee, t h e pu blic, a n d cit y officia ls a la n d use pla n will be developed wh ich defines th e highest an d best u ses for pr oper t y a t Redbir d Air port con sider in g fu n ct i on a l n e e d s , r e g u l a t or y r e q u i r e m e n t s a n d d e v e l op m e n t poten tia l an d needs.

n eed t o be refur bished or even r epla ced wit h in t h e scope of t h is pla n . Replacemen t of fa cilit ies, h owever , will n ot be discu ssed h er e, a s rep la cem en t will n ot pr ovide add ition a l dema n d ca pa cit y. Th is a n a lysis will sim ply con sider t h e d evelop m en t n eed s of t h e fu t u r e a n d h ow t o a ch ieve t h em wit h in t h e exist ing la n d a vaila ble. P la n s h a ve been pu t int o pla ce for specific a rea s on t he a irpor t . The Da lla s In it ia t ive, a ppr oved by t h e Cit y Cou n cil pu t s for t h specific pla n s for t h e west a n d n or t h sides of t h e a ir por t . Th e n or t h side h a s been plan ned for a r ecr ea t ion a l a r ea , at t h is t ime for a golf cou r se. Th is u se of t h e lan d wou ld be idea l given t h e t er r a in ch a r a ct er ist ics a n d t r ees a s lon g as fligh t sa fet y on Ru n wa y 17-35 is n ot com pr om ised. The west side ha s been plan ned for a m ix of in du st r ia l/com m er cia l u s e s b ot h a via t ion a nd n on-avia t ion r ela t ed. Exh ibit 4D depicts t hese layout s. Th e fligh t -lin e of t h e west side pla n h a s been m odified by Coffm a n Associa t es a n d is discu ssed in m or e det a il below. Th e blue h a t ch ed a r ea cou ld be developed for wa r eh ou s in g or ligh t m a n u fa ct u r in g or ot h er in d u st r ia l/ com m er cia l u ses a s it is n ot idea lly sit u a t ed for a viat ion u se fa r r em oved from t he a irfield. Th e east side ha s been pla n n ed for severa l u ses . Fir st , th e r ecta n gu la r a r ea on t h e ea st er n m os t por t ion of t h e a irpor t , a lon g H a m p t on Roa d sou t h of t h e F ir e S t a t ion a n d n or t h of th e Post Office is pla n n ed for n on -a via t ion r elat ed in du st r ia l/com m er cia l. It is en vision ed t h a t a u se su ch a s a h ot el cou ld be pla ced in t h is a r ea . The a r ea im m edia t ely west of t h is pa r cel cou ld

LAND U S E CON S ID ER ATIONS Th e pr im a r y lan dside fu n ct ion s t o be a ccom m oda t ed a t Red bir d Air por t inclu de: gener a l a via t ion t er m in a l a r ea , t er m in a l su ppor t , gen er a l a via t ion st or a ge a n d ser vice facilit ies , a n d a via t ion r ela t ed a n d n on -a via t ion r elat ed com m er cial developm en t . Th e existin g ter mina l area consists of m a n y a ged fa cilit ies n ea r in g t h e en d of t h eir u sefu l life. Recen t ly, a conven t iona l h a n ga r im m edia t ely n or t h of t h e t er m in a l bu ildin g wa s r efu r bish ed t o ext en d it s u sefu l life a n d provide a m ore a ppealing appea r a n ce. Ma n y of ot h er h a n ga r fa cilit ies will 4-15

also be developed for n on -a via t ion r ela t ed in du st r ia l/com m er cia l a s well.

TERMINAL AREA FACILITIES Th e or der ly d evelopm en t of t h e a ir por t t er m in a l a r ea ca n be t h e m ost cr it ica l, a n d pr oba bly t h e m ost difficu lt developm en t t o con t r ol on t h e a ir por t . A t er m in a l a r ea d evelop m en t a p pr oa ch of t a k in g t h e p a t h of lea s t r es is t a n ce ca n h a ve a sign ifica n t effect on t h e lon g t er m via bilit y of a n a ir port . Allowin g develop m en t wit h ou t r ega r d t o a fu n ct ion a l pla n cou ld r esu lt in a h a p h a za r d a r r a y of buildings an d sm a ll r a m p a r eas, wh ich will even t u a lly p reclu de t h e m os t efficien t u s e of t h e valu a ble spa ce a lon g th e fligh t line. P la n n in g for a ct ivit y in t h e t er m in a l a r ea can be divided int o th ree ar eas. Th e h igh a ct ivit y a r ea is t h e a r ea pr ovidin g a via t ion s er vices on t h e a ir por t . Th e a ir cr a ft p a r kin g a p r on pr ovides for out side st or a ge of a ir cr a ft a n d cir cu la t ion of a ir cr a ft . Th e a ir por t t er m in a l bu ildin g a n d l a r ge con ven t ion a l h a n ga r s h ous in g cor por a te a via t ion depa r t m en t s or st orin g a la r ge n u m ber of a ir cr a ft wou ld be con sider ed a h igh a ct ivit y u se. A conven t ion a l h a n ga r s t r uct u r e in t h e h igh a ct ivit y a r ea s h ou ld be a m inim u m of 10,000 s qu a r e feet . The best loca t ion for h igh a ct ivit y a r ea s is a lon g t h e fligh t lin e n ea r m idfield for ea se of a ccess t o a ll a rea s of t he a irfield. Th e m ediu m a ct ivity use defines th e n ext level of a ir por t u se a n d pr im a r ily inclu des sm a ller cor por a t e a ir cr a ft t h a t m a y desir e t h eir own conven t ion a l h a n ga r st or a ge on t h e a ir por t . A conven t ion a l h a n ga r s t r u ct u r e in t h e 4-16

m ed iu m a ct ivit y u se a r ea sh ou ld be a t least 50 by 50 feet or a m in im u m of 2,500 squ a r e feet . Th e best loca t ion for m ed iu m a ctivity use is off t h e im m edia t e fligh t lin e bu t r ea dily a ccessible. P a r k in g a n d u t ilit ies su ch a s wa t er a n d sewer s h ou ld a lso be pr ovided in t h is a r ea . Low a ct ivit y u se defin es t h e a r ea for st or a ge of sm a ller sin gle a n d t win en gin e a ir cr a ft . Low a ct ivit y u s er s a r e per son a l or sm a ll bu sin ess a ir cr a ft own er s wh o pr efer in dividu a l spa ce in sha de or T-h a n ga r s for a ircra ft st or a ge. Low a ct ivit y a r ea sh ou ld be loca t ed in less conspicuous ar eas. This use ca t egor y will r equ ire elect r icity bu t gen er a lly does n ot r equ ire wa t er or sewer u tilities. I n a d d i t i on t o t h e fu n ct ion a l com pa t ibilit y of t h e t er m in a l a r ea , t h e pr oposed developm en t con cept sh ou ld provide a fir st cla ss a ppea r a n ce t o Redbir d Air por t . Con sider a t ion t o a est h et ics sh ou ld be given t o t h e en t r ywa y a s well a s pu blic a r ea s wh en ar ra nging the var ious a ctivity a rea s. Th e exist in g t er m in a l a r ea a t Redbir d Air por t h a s been developed wit h som e ba sic sep a r a t ion of u ses by a ct ivit y levels. Th e t er m in a l bu ildin g is sit u a t ed cen t r a lly a n d F BO/la r ge con ven t ion a l h a n ga r s on t h e fligh t line. Th e T-h a n ga r fa cilit ies (low a ct ivit y levels) a n d execu t ive h a n gar s h a ve been m ixed in t h e s ou t h er n por t ion s of t h e t er m in a l a r ea . Idea lly, t er m in a l a r ea fa cilit ies a t gener a l a via t ion a ir port s sh ou ld follow a linea r con figu r a t ion pa r a llel t o t h e p r im a r y r u n w a y . T h e li n e a r con figu r a t ion a llows for gr ea t er dept h

99MP12-4D-8/29/00

LEDBETTER BLVD.

LEGEND
Existing Airport Property Line Building Restriction Line (BRL)

HAMPTON RD.

Runway Protection Zone (RPZ) Recreational Industrial/Commercial Non-Aviation Related Industrial/Commercial Aviation Related FBO Parcel

T-HANGARS CORPORATE HANGARS

MA

RV

IN

D.

LOVEBIRD LN.

EXECUTIVE HANGARS

LO

VE

FR

T-HANGAR

EE

WA

AT

OR

CORPORATE HANGARS

Y(

U.

OP

ER

S.

HIG

WEST MORELAND

REDBIRD CENTER

FB

IA LT Y

HW

O/ SP

EC

CORPORATE HANGARS

AY

67

NORTH

800

1600

SCALE IN FEET

REDBIRD LANE

Exhibit 4D LANDSIDE DEVELOPMENT ALTERNATIVES

m a xim izing spa ce a va ila ble for a ir cr a ft p a r kin g a pr on wh ile pr ovidin g ea se of a ccess t o t er m in a l fa cilit ies fr om t h e a ir field. Th e t er m in a l a r ea h a s been developed pa r a llel t o bot h r u nwa ys were a pplica ble.

oper a t ion a l befor e d em olit ion of t h e fa cilit y ta kes p lace. Th is a lt er n a t ive is t h e least a t t r a ct ive. A secon d a lt er n a t ive would b e con s t r u ct in g a por t ion of t h e bu ildin g t o t h e n or t h fir st , in clu din g a n ATCT a n d a s t ha t fa cility is rea dy, d em olis h t h e existin g s t r u ct u r e a n d fin is h t h e bu ildin g in t h e cu r r en t loca t ion . Th is a lt er n a t ive wou ld bet t er cen t er t h e t er m in a l bu ildin g on t h e t er m in a l a p r on . Th e m a in dr a wba ck is sim ila r t o t h e first a lter n a t ive, in con venien ce. P r oceedin g in a s t a ged m a n n er a s t h is a lt er n a t ive con sider s wou ld requ ir e design a n d con s t r u ct ion wh ich m a y n ot pr od u ce t h e bes t t er m in a l fa cilit y possible. Th e fin a l a lt ern a t ive would be con s t r u ct in g a n ew fa cilit y ea st of t h e exist in g on e in t h e exis t in g pa r k in g lot . Alt h ough th is altern at ive would pose s om e in con ven ien ce, con st r u ct ion t ech n iques cou ld be u sed t o ch a n n el t r a ffic a r ou n d or t h r ou gh t h e con s t r u ct ion sit e bet ween t h e a u t o a ccess a r ea a n d t h e exist in g t er m in a l bu ildin g. Th is would a llow t h e exis t in g fa cilit y t o oper a t e a s u su a l while t h e con st r u ct ion of a n ew fa cilit y t a kes pla ce. It is im por t a n t t o n ot e t h a t t er m in a l bu ildin g con st r u ct ion m a y be pa r t ia lly fu n ded by TxDOT. TxDOT m a y provide u p t o $500,000 at a 50/50 m a t ch wit h t h e sponsor. Thu s, th e city cou ld bu ild a $1,000,000 bu ildin g an d r eceive 50 p er cen t of t h e fu n ds n ecessa r y t o con s t r u ct th rough TxDOT gra nt s. TxDOT ma y also provide gra nt s for t he con st r u ct ion of ATCT, u p t o $1,000,000.

Airp o rt Te rm in a l An d ATCT Th e a ir por t t er m in a l bu ildin g a n d ATCT is aged an d will need t o be r efu r bish ed (a t a m in im u m ) or r epla ced (m a xim u m ). Specific st u d y of t h e s t r u ct u r e h a s i n d i ca t e d t h a t r efu r bis h m en t m a y not be fea sible or will n ot be cost effect ive. It is r ecom m en ded t h a t t h is fa cilit y be r epla ced a nd t he old be rem oved. Alt h ough t h e existin g fa cilit y is com bined, fut ur e pla nn ing could include for t wo ent irely separ at e facilities. It is recom m ended, h owever , t h a t t he n ew fa cilit y by join t u se a s t h e city cou ld sa ve s om e cos t s wit h con s t r u ct in g on ly on e fa cilit y in st ea d of du plicat in g sim ila r cost s. Moreover , h a vin g t h e ATCT a t op, or a pa r t of t h e t er m in a l pla ces it cen t r a lly on t h e a ir port wh ich is t h e idea l loca t ion for visu a l r efer en ce for bot h a ir side a n d la n dside a ir cr a ft opera tions. Con sider a t ion wa s give n t o t h e r ep la cem en t of t h e exist in g t er m in a l bu ildin g a n d ATCT. F or t h e t er m in a l bu ildin g, th ree alter na tives exist. First , sim ply r em ove th e exist in g s t r u ct u r e a n d r ebu ild a t t h e sa m e loca t ion . Th is a lt er n a t ive would pose a m a jor in con ven ien ce t o t r a n sien t pilots a n d p a ss en ger s a s n o fa cilit y wou ld be a va ila ble wh ile constru ction t akes pla ce. Th is wou ld a lso r equ ire t h a t a n ew ATCT be con s t r u ct ed a n d

4-17

Te rm i n al S e rv ic e s An d Ha n g ar F a ci li ti es Th e fa cilit y n eeds eva lu a t ion ind ica t ed a n eed for expa n ded a ir cr a ft st ora ge a n d h a n ga r fa cilit ies a t Redbir d Air por t . Th e existin g ap r on a r ea s er vin g gen er a l a via t ion is lim ited by exist in g h a n ga r a n d t er m in a l deve lop m en t . Ar ea s for la r ge com m er cia l h a n ga r d evelop m en t a r e limit ed by th is la ck of a va ila ble a pr on a r ea . As depict ed on Ex h ib it 4D , t h e exist in g t er m in a l a r ea h a s limit ed developa ble spa ce a vaila ble. Th e on ly developm en t pot en t ia l left is in t h e s ou t h er n port ion of t h e t er m in a l a r ea . As depict ed on t h e exh ibit , con sider a t ion h a s been given t o t h e developm en t of a n F BO site a t t h e s ou t h er n m os t por t ion of t h e t er m in a l a r ea iden t ified in t h e pu r ple h a t ch in g. Th is a r ea wou ld pr ovide a dequ a t e spa ce for a n a ddit ion a l FBO ser vice pr ovider in clu din g a d dit ion a l a ir cr a ft p a r kin g a p r on , h a n gar developm en t , a n d a u t om obile pa r kin g. The exh ibit a lso dep ict s t h e pot en t ia l for a ddit ion a l con ven t ion a l, execut ive, a n d T-h a n ga r s im m edia t ely s ou t h a n d ea s t of t h e exist in g T-h a n ga r a r ea . Th e pot en t ia l T-h a n ga r cou ld pr ovide a n a ddit ion a l six st or a ge u n it s. Th e exh ibit depict s t h e la you t of 12 60-foot by 60-foot execut ive box h a n ga r s t h a t op en ou t on t h e exist in g t a xiwa y. La r ger conve n t i on a l h a n g a r s c ou l d b e developed ea st of t h e exist ing sout h er n con ven t ion a l h a n ga r s a s depict ed on t h e exh ibit . Given t h e a via t ion dem a n d pot en t ia l a n d la ck of a d equ a t e s pa ces t o m eet t h is pot en t ia l in t h e exist ing t er m ina l ar ea , con sider a t ion wa s given t o t h e u lt im a t e 4-18

la you t of a via t ion fa cilit ies on t h e west side of th e airport . As depict ed on Exh ibit 4D , con sider a t ion wa s given t o t h e u lt im a t e bu ild-ou t scena r io of t h e west side fligh t lin e. Alt h ou gh t h e fa cilit ies depict ed a r e n ot a n t icipa t ed t o be n eeded wit h in t h e scope of t h is pla n , p la n n in g s h ou ld a lwa ys con s id er t h e u lt im a t e pot en t ia l of t h e a ir por t . Aga in , it is im p or t a n t t h a t a con cept u a l la you t be bala nced t o best m a ximize th e a r ea a n d pr ovide t h e cit y wit h a n a ir por t wh ich ca n best m a xim ize it s ea r n in gs poten t ia l. Th e t er m ina l plan con cept u n der con sider a t ion for t h e wes t sid e wou ld pla ce F BO a n d sp ecia lt y op er a t or s wh o pr ovide a via t ion s er vices a t t h e a ir por t cen t r a lly on t h e fligh t line. Th e exh ibit dep ict s six 200-foot by 200-foot h a n ga r s wit h a ircra ft a pr on a n d a u t om obile pa r kin g. Im m edia t ely n or t h a n d sou t h of t h e F BO/s pecia lt y op er a t or a r ea a r e pa r cels t o be d evelop ed for cor por a t e opera tors. Th e pla n ca lls for t h e la you t of 100-foot by 100-foot h a n gar s t o be developed for cor por a t e op er a t or s st or a ge a n d fligh t d ep a r t m en t s. Th e n ort her nm ost port ion of t h e wes t side fligh t line cou ld be developed for Tha ngar s. Th is la you t cou ld pr ovide for a p pr oxim a t ely 120 in divid u a l st ora ge un its.

LAN D S ID E S U MMARY Redbir d Air port ha s over 500 acres of pr oper t y a va ila ble for developm en t . Avia t ion dem a n d pr oject ed over t h e lon g t er m a n d u lt im a t e pla n n in g effor t s will r equ ir e a ppr oxim a t ely h a lf of t h is pr oper t y. Ba la n ced a via t ion fa cilit y growth a s wa s p res en t ed on Exh ibit 4D will aid th e airport in providing a first

cla ss a via t ion fa cilit y wh ich will ben efit bot h a ir por t u s er s a n d t h e s u rr ou n d in g com m u n it y. Th e r em a in in g p rop er t y, n ot necessar ily needed for a viat ion u se, ca n a id in econ om ic gr owt h a n d r es u rgen ce of t h e Redbird Air por t . The Redbir d Air por t ca n t a k e on t h e r ole of t h e econ om ic en gin e of t h e Red bir d a r ea a s a n a via t ion a n d in du st r ia l/ com m er cia l gat ewa y t o t h e com m u n it y.

pu blic, a n d cit y officia ls a fin a l Ma st er P la n concept ca n be form ed. Th e r es u lt a n t pla n will r epr esen t a n a irside fa cilit y t h a t fu lfills sa fet y a n d design st a nda rds a nd a lan dside com plex t h a t can be developed as dema nd dicta tes. Th e pr oposed developm en t pla n for t h e a irport m u st r epr esen t a m ea n s by wh ich t h e a ir por t ca n gr ow in a ba lan ced m a n n er , bot h on t h e a irside a s well a s t he la ndside, to a ccom m oda t e forecast dem a nd. In a ddition, it m ust provide (a s a ll good developm en t pla n s should) for flexibilit y in t h e pla n t o m eet a ct ivit y gr owt h beyon d t h e lon g t erm plan nin g period. Th e r em a in in g ch a pt er s will be dedica t ed t o refin in g t h e basic concept in t o a fin a l pla n wit h r ecom m en d a t ion s t o en su r e pr oper im plem en t a t ion a n d t im in g for a dem a n d-ba sed pr ogr a m .

S U MMAR Y
Th e p rocess u t ilized in a ss essin g t h e a irside a n d la n dside developm en t a lt er n a t ives in volved a det a iled an alysis of sh or t a n d lon g t er m r equ ir em en t s a s well as fut u r e growth poten t ia l. Cu r r en t a ir por t design st a nda rds were consider ed a t ea ch st a ge of developm en t . Upon review of th is rep or t by t h e P la n n in g Advis ory Com m it t ee, t h e

4-19

Chapter Five AIRPORT PLANS

A T

I R P O R T

L A N S

he airport master planning process for Redbird Airport has evolved through several analytic efforts in the previous chapters intended to analyze future aviation demand, establish airside and landside facility needs, and evaluate options for the future development of the airside and landside facilities. The planning process, thus far, has included the presentation of two phase reports which included four draft working papers (representing the first four chapters of the Master Plan) to the Planning Advisory Committee (PAC) and the public, which have provided feedback to the consultant. Having reviewed the suggestions of the PAC members and area citizens, the development alternatives have now been refined into a single recommended master plan concept. The purpose of this chapter is to describe in narrative and graphic form, the recommended direction for the future use and development of Redbird Airport.

DALLAS, TEXAS

AIRPORT

RECOMMENDED MASTER PLAN CONCEPT

The recommended master plan concept provides for anticipated facility needs over the next twenty years as well as the airports ability to accommodate aviation demand for the southern portion of Dallas area well beyond this period. Additionally, the recommended master plan concept includes provisions to ensure the long term viability and self-sufficiency of the airport by maximizing developable properties at the airport for aviation and non-aviation related development. The recommended concept is depicted on Exhibit 5A.

MASTER

PLAN

5-1

AIRF IELD D ES IGN S TAN D AR D S Th e F AA a n d TxDOT-Avia t ion Division h a s est a blish ed d esign cr it er ia t o define t h e ph ys ica l dim en sion s of r u n wa ys a n d t a xiwa ys an d th e ima gina ry su r fa ces su r r ou n d in g t h em wh ich p rot ect t h e sa fe oper a t ion of a ir cr a ft a t t h e a ir por t . These design st a n da r ds a lso define t h e sep a r a t ion cr it er ia for t h e pla cem en t of l a n d si d e fa cilit ie s . As d is cu s s e d pr eviou sly in Ch a p t er Th r ee, F AA design criter ia is a fu n ct ion of t h e cr it ica l design a ir cr a ft s - th e most d em a n d in g a ir cr a ft or fa m ily of a ir cr a ft wh ich will con d u ct 250 or m or e op er a t ion s (t a ke-offs a n d la n din gs) per yea r a t t h e a ir por t - win gspa n a n d a p pr oa ch s peed , a n d in some cases, t h e r u n wa y a ppr oa ch visibilit y minim um s. Th e F eder a l Avia t ion Adm in ist r a t ion (F AA) h a s es t a blis h ed t h e Air por t Refer en ce Code (ARC) t o r elat e t h ese factors t o airfield design sta nda rds. Redbir d Air por t is presen t ly u sed by a wide r a n ge of gen er a l a via t ion a ir cr a ft . Th ese in clu de s in gle a n d m u lt i-en gin e a ir cr a ft wit h in ARCs A-I a n d B-I a n d la r ger t u r bop rop a n d t u r bojet a ir cr a ft u p t o ARC D-II. An a lysis condu ct ed in Ch a pt er Th r ee con clu d ed t h a t t h e a ir por t s cu r r en t cr it ica l a ir cr a ft is compr ised of t h e Is r a eli West win d (ARC C-I) a n d t h e Beech King Air (ARC B-II). Wh ile t h e a irport cu r r en t ly receives limit ed u se by ot h er t u r bojet in Appr oa ch Cat egories C a n d D a n d ADG I an d II, t heir pr esent use of t he a irport does n ot m eet t h e 250 a n n u a l op er a t ion s t hr eshold est a blished t o con sider t h ese a s t h e crit ica l design a ir cr a ft . Th er efor e, t h e cu r r en t cr it ica l design a ir cr a ft a t Red bir d Air por t a r e with in ARC C-II. 5-2

Th e Ma st er P la n a n t icipa t es t h a t t u r bojet a ir cr a ft u se, p a r t icu la r ly business jet a ircra ft u se, would increa se in t h e fu t u r e con s is t en t wit h F AA for eca st s con t a in ed in t h e a n n u a l a vi a t i on for e ca s t s p u b l i ca t i on . Th er efor e, t h is Ma st er P la n h a s a ssu m ed th at business jet a ir cr a ft cou ld becom e t h e cr it ica l d es ign a ir cr a ft for t h e a ir por t in t h e fu t u r e a n d h a s iden t ified a fa cilit y developm en t pr ogr a m for Red bir d Air por t t o a dju st t o th ese cr it ica l a ir cr a ft . To sa fely a ccom m oda t e bu sin ess jet a ir cr a ft a t Redbir d Air por t in t h e fu t u r e, Ru n wa y 13-31 is ultima t ely pla nn ed to con for m t o ARC D-II design sta nda rds. Ru n wa y 1 7 -3 5 s h ou l d b e p l a n n e d t o a ccom m oda t e cr os swin d con d it ion s a n d for a secon da r y ru n wa y when Ru n wa y 13-31 is closed for m a in t en a n ce or a n y ot h er r ea s on . Ru n wa y 17-35 is bein g plan ned for ARC B-II. Th e design of t a xiwa y a n d a pr on a r ea s s h ou l d con s i d e r t h e w i n g s p a n r equ ir em en t s of t h e m os t dem a n d in g a ir cr a ft t o oper a t e wit h in t h e sp ecific a r ea . Th e t r a n s ien t a p r on a rea s, a ir cr a ft ma inten an ce an d repa ir ar eas, a n d pa r a llel a n d conn ectin g t a xiwa ys s er vin g bot h r un ways a re plan ned t o a ccom m oda t e a ir cr a ft wit h in a ir pla n e design group (ADG) II. T-h a n ga r a r ea s a r e pla n n ed t o a ccom m oda t e a ir cr a ft wit h in ADG I. Ta ble 5A su m m a r izes t h e des ign st a n da r ds u sed in t h e design of bot h s h or t a n d lon g ter m fa cilit ies a t Redbir d Air por t .

AIRF IELD Th e r ecom m en ded m a st er plan concept in clu des a n ext en sion of both r u n wa ys. Ru n wa y 13-31, t h e a ir port s pr im a r y

99MP12-5A-2/19/01

LEDBETTER BLVD.

LEGEND
Existing Airport Property Line Building Restriction Line (BRL)

HAMPTON RD.

Existing Runway Protection Zone Ultimate Runway Protection Zone Ultimate Pavement/Roads FBO Parcel Ultimate Buildings

LOVEBIRD LN.

REDBIRD LANE

MA

RV

IN

D.

LO

VE

FR

EE

WA

Y(

U.

S.
REDBIRD CENTER

HIG
WEST MORELAND

HW

AY

67

NORTH

1000

2000

SCALE IN FEET

Exhibit 5A RECOMMENDED CONCEPT

r u n wa y, n eeds t o be exten ded t o m eet oper a t ion a l r equ ir em en t s of exist in g a ir cr a ft . Cr osswin d Ru n wa y 17-35 h a s been plann ed to be extended so t h a t t h e a ir por t cou ld a ccom m oda t e t h e m a jor it y

of t r a ffic if Ru n wa y 13-31 is closed . It is very likely th a t Ru n wa y 13-31 will be closed for sh or t p er iod s in t h e fu t u r e for m a in t en a n ce or for e m e r ge n cy situa tions.

TABLE 5A Airfield P lann ing D es ign S tand ards (Ultimate ) Re db ird Airpo rt Ru n w ay 13-31 D E S IG N S T AN D A R D S Airp or t Refer en ce Code (ARC) Runw ays Len gt h (ft .) Widt h (ft .) P a vem en t St r en gt h (lbs.) Sin gle Wheel (SWL) Du a l Wh eel (DWL) Sh ould er Widt h (ft .) Ru n wa y Safety Ar ea Width (feet ) Len gt h Beyon d Ru n wa y E n d (ft.) Object F r ee Ar ea Widt h (ft .) Len gt h Beyon d Ru n wa y E n d (ft.) Obs t a cle F r ee Zon e Widt h (ft .) Len gt h Beyon d Ru n wa y E n d (ft.) Ta x i w a y s Widt h (ft .) OF A (ft .) Cen t er lin e t o Fixed or Movable O bject (ft .) R u n w a y Ce n t e r l in e t o : P a r a llel Ta xiwa y Cen t er lin e (ft .) Air cr a ft P a r kin g Ar ea (ft .) Bu ildin g Res t r iction Lin e (ft .) 20 ft . H eigh t Clea r a n ce 33 ft . H eigh t Clea r a n ce R u nw a y P ro te c ti on Zo n e s In n er Widt h (ft .) Ou t er Widt h (ft .) Len gt h (ft .) Approach Slope Ru n wa y 13 500 1,010 1,700 34:1 D-II 7,001 150 60,000 75,000 20 500 1,000 800 1,000 400 200 40 131 66 300 500 640 745 Ru n wa y 31 1,000 1,510 1,700 50:1 B-II 4,991 100 30,000 N/A 10 150 300 500 300 400 200 40 131 66 300 200 390 495 Ru n wa y 17-35 500 700 1,000 20:1 Ru n w ay 17-35

5-3

Accor din g to opera tiona l stat istics for t h e Is r a eli West win d, a r u n wa y len gt h of 7,300 feet is requ ired for 96 degrees F a h r en h eit . Th is lengt h wou ld a lso be a dequ a t e t o m eet th e dema nds of ot h er business jet s cu r r en t ly op er a t in g or forecast t o ut ilize t h e a ir por t . Alt h ou gh 7,300 feet is n eeded , t h is len gt h is n ot a t t a ina ble given t h e a ir por t s bou n d a r y rest rictions. Th e recom m ended concept dep ict s a 550-foot pa vem en t ext en sion t o t h e n or t h . Th is ext en sion is t h e m a xim u m ext ent possible wh ich will fu lly m eet F AA s a fet y s t a n da r d s. Th e p reviou s ch a pt er pu t for t h t h e a lt er n a t ive of exten din g 650 feet n or t h . F u r t h er exa m in a t ion u t ilizin g su r vey in for m a t ion in dica t ed t h a t only a 550foot ext en sion is p ossible k eep in g t h e object fr ee a r ea (OF A) wit h in a ir por t boun dar ies. E xt en sion t o t h e sout h is n ot possible. In fa ct , t h e sou t h en d of t h e r u n wa y does not conform to FAA sta nda rds for r u n wa y sa fet y a r ea (RSA). FAA cr it er ia ca l l for t h e R S A t o e x t e n d u n in t er r u pt ed 1,000 feet beyon d ea ch r u n wa y en d. The sou t h RSA is in t er r u pt ed by a fence a n d a n a ccess r oa dwa y. This ina dequacy was n ot ed r ecent ly by a TxDOT ins pect or . The ins pect or dir ect ed t h e a ir port t o r ectify t h e sit u a t ion a s soon a s possible. F or t h is r ea s on , t h e recom m ended concept dep ict s a 520-foot d is pla cem en t of t h e lan ding th resh old. As det a iled in t h e p reviou s ch a p t er , t h e displa cem en t effect s t a k e-offs t o t h e sou t h a n d la n din gs in both directions. In simple ter ms, F AA cr iter ia s t ipu lat es t h a t adequa te RSA a lwa ys be a va ila ble in front of th e aircra ft. Thu s, as a n a ir cr a ft a p pr oa ch es a r u n wa y, a d equ a t e RSA is requ ir ed in fr on t of t h e r u n wa y 5-4

en d t o pr ot ect aga inst a s h or t la n d in g a n d beyon d t h e r u n wa y end t o a ccom m oda t e a ir cr a ft t h a t ext en d t h eir m ovemen t beyond t he ru nwa y end. F or t a ke-off, only th e RSA beyond t h e fa r en d of t h e r u n wa y is requ ir ed . Disp la cin g Ru n wa y 31 by 520 feet , will r ed u ce la n din g len gt h in bot h dir ect ion s a n d t a ke-offs t o t h e sou t h t o 5,931 feet u n der exist in g con dit ions. Ta k e-offs t o t he n ort h would be un a ffect ed. Th e r equ ir ed displa cem en t of t h e s ou t h er n la n din g t h r esh old will h a ve sign ifica n t im pa ct s on t h e u lt im a t e pot en t ia l of t h e a irpor t . Wit h ou t a n ext en sion n or t h , th e r u n wa y would provide less t h a n 6,000 feet for la n din gs in both directions a nd for t a k e-offs t o t h e s ou t h . Ta k e-off d is t a n ce in a sout h er ly flow is cr itica l du e t o h igher t em per a t u r es a ssociat ed wit h sout h er ly winds. H igh er t em per a t u r es r equ ir e t u r bin e a ircra ft t o u t ilize more of t h e r u n wa y. To ensu r e t h e a irport ca n pr ovide at least exist in g levels of ser vice, t h e r u n wa y h a s been pla n n ed t o be ext en ded 550 feet t o t h e n or t h . It is p la n n ed t h a t u n t il d em a n d d ict a t es t h e r u n wa y ext en sion will be u sea ble for t a ke-offs t o t h e s ou t h on ly. Th e n or t h en d la n din g t h r esh old will r em a in in it s cu r r en t loca t ion . In oth er wor ds, t h e r u n wa y pa vemen t is pla n n ed t o be exten ded 550 feet t o t h e n or t h west , wh ile t h e la n din g t h r esh old will be displaced t o it s exist in g loca t ion . Th is will en su r e t h a t t ake-offs in bot h direction s will pr ovide at least exist in g len gt h s a ft er t h e Run wa y 31 la n din g t h r esh old is displa ced 520 feet . At s u ch t im e t h a t dem a n d d ict a t es , t h e displa cem en t of t h e Ru n wa y 13 t h r esh old cou ld be r em oved a n d t h e full

550 feet of r u n wa y cou ld be ut ilized for la n din gs in bot h dir ect ion s a s well for t a ke-offs t o t h e n or t h . Recla im in g t h e t hr eshold, h owever, will com e a ft er fu r t h er st u dy a t a la t er da t e. Cr osswin d Ru n wa y 17-35 is cur r en t ly 3,800 feet lon g. Wind a n a lysis for t h e a r ea indicat es th a t Ru n wa y 17-35 a ct u a lly pr ovides bet t er win d cover a ge t h a n Ru n wa y 1 3-31 a n d wou ld bett er ser ve t h e a irport a s t h e pr im a r y r u n wa y. Ru n wa y 13-31, however, wa s bu ilt a n d developed a s t h e pr im a r y r u n wa y du e t o lon ger len gt h ca pa bilit y. Ru n wa y 13-31 p r ovides good cover a ge for t h e la r ger a ir cr a ft , bu t Ru n wa y 1735 is bet t er su it ed for sm a ller t o m ed iu m s ized a ir cr a ft . Th e r ecom m en ded con cept in cludes a 1,0 00-foot sou t h er ly ext en s ion of Ru n wa y 17-35. Th is ext en sion will b e t t e r s i t u a t e t h e a i r p or t t o a ccom m oda t e sm a ll t o m edium sized a ir cr a ft du r in g cr osswin d con dit ion s a n d for lar ger a ir cr a ft d u r in g s ever e crosswinds or wh en Ru n wa y 13-31 is closed. Th e r esu lt a n t 4,800 feet of oper a t ion a l lengt h will pr ovide th e a ir por t wit h a du a l ru n wa y system ca pa ble of a ccom m od a t in g m ost a ir cr a ft un der a ll conditions. Ru n wa y 13-31 a n d Cr osswin d Ru n wa y 17-35 a r e cu r r en t ly 150 feet wid e. F AA a n d TxDOT cr it er ia ca ll for t h e r u n wa y t o be 100 feet wide for ARC C/D-II an d ARC B-II r u n wa ys wit h lower t h a n on e m ile visibility. The r ecom m en ded con cept con sider s lea vin g t h e exist in g port ion of Ru n wa y 13-31 a t 150 feet wide a n d exten din g th e r u n wa y at 150 feet a s well. Alth ough st a nda rds in dica t e a n a r r ower wid t h , t h e cost s a ssociat ed wit h n a rr owin g t h e r u n wa y 5-5

would likely ou t weigh m a in t a in in g t h e exist ing pa vemen t . Con sider a t ion wa s given t o n a r r owin g t h e r u n wa y t o 75 feet (F AA st a n da r d), h owever, t h is would lim it t h e u t ilit y of t h e r u n wa y. Lea ving Run wa y 17-35 will bett er ser ve m ediu m a n d la r ge a ir cr a ft d u rin g p er iod s wh en t h e pr im a r y r u n wa y is clos ed . Th u s, Ru n wa y 17-35 h a s been pla n n ed u lt im a t ely t o be 100 feet wide (includin g t h e 1,200 pla n n ed ext en sion ). Bot h r u n wa y exten sion s will r equ ire t h e Cit y t o obt a in p rop er t y eit h er a s a via t ion ea sem en t or in fee. F AA a n d TxDOT pr efer fee sim ple a cqu isit ion of pr oper t ies in t h e RP Z, bu t a viga t ion ea sem en t s a r e a ccept a ble. Aviga t ion ea sem en t s give t h e Cit y t h e r igh t s of cer t a in a ir sp a ce over a given pr oper t y. Th e h eigh t is det er m in ed in su ch a m a n n er t h a t a p pr oa ch a n d depa r t u r es will n ot be obs t r u ct ed by t h e er ect ion of a n obst r u ct ion . Th e m a st er pla n con cept con sider s a cqu irin g eas em en t s du e t o t h e exist in g loca t ion of h om es t o t h e north west a n d a pa r k t o t h e s ou t h of Ru n wa y 17-35. Ea sem en t s will be ea sier t o obt a in a s t h ey will n ot r equ ir e t h e r elocat ion of an y local residents. E a sem en t s will only n eed t o be a cqu ired t o t h e n ort h wes t if th e full len gt h of t h e pr oposed r u n wa y is u t ilized. Th is will occu r a ft er dem a nd a nd fut ur e stu dy dict a t e. Bot h r u n wa ys a r e ser ved wit h pa r a llel, en t r a n ce/exit , an d conn ecting ta xiways. Th e r ecom m en ded pla n in clu des t h e con st r u ct ion of a ddit iona l t a xiwa ys. Bot h pa r a llel t a xiwa ys (Ta xiwa y C for Ru n wa y 13-31 a n d Ta xiwa y P for Ru n wa y 17-35) a r e pla n n ed t o be ext en ded t o t h e p rop os ed en d s of t h e ru nwa ys.

Ta xiway C, wh ich does n ot cu r r en t ly exten d t h e full lengt h of Ru n wa y 13-31, h a s been pla n n ed t o be exten ded sout h fr om it s in t er section wit h Runwa y 17-35 t o Ta xiwa y N . Th is a ddit ion t o Ta xiway C will a id in a ir field ca p a cit y a n d provide t wo-wa y cir cu la t ion in t h e s ou t h er n p or t ion of t h e t er m in a l a r ea t o bet t er a ccom m oda t e poten t ia l F BO a ct ivit y. An a lysis in t h e p reviou s ch a p t er s in dica t ed t h a t pla n s sh ou ld con sider u p gr a d in g a ppr oa ch ca pa bilit ies to bot h r u n ways. Ru n wa y 31 is cu r r en t ly ser ved by a n in s t r u ment landing syst em (ILS) pr ovidin g th r ee qu a r t er s of a m ile visibilit y a n d 200-foot cloud ceilin gs. Th is a ppr oa ch will n eed t o be ch a n ged d u e t o t h e displa cem en t of t h e Ru n wa y 31 t hr eshold. The F AA will need to r eloca t e t h e ILS glideslope a n t en n a a n d will n eed t o r e-cer t ify t h e a ppr oa ch . Consider a t ion wa s given t o lower in g t h e Ru n wa y 31 ILS a ppr oa ch m in im u m s t o Ca t egor y I (on e h a lf m ile visibilit y a n d 2 0 0 -foot clou d ceilin gs). Thi s con s id er a t ion , a lt h ou gh pla usible, is n ot in th e best in t er es t of t h e a ir por t for t wo rea sons. F ir st , in order t o obt a in CAT I minim um s, pa r a llel Ta xiwa y C would n eed t o be r eloca t ed 100 feet ea st t o m a in t a in 400-foot r u n wa y cen t er lin e t o t a xiway cen t er lin e per F AA des ign cr it er ia . Th e cost a ssocia t ed wit h r em ovin g existing Ta xiway C a n d con st r u ct in g a n ew t a xiwa y would ou t weigh t h e ben efit of lower in g t h e a ppr oa ch m inim u m s by on e qu a r t er of a m ile. Secon d, in or der t o r edu ce t h e m in im u m s t o CAT I, a m ediu m in t en sit y a p pr oa ch ligh t in g syst em wit h r u n wa y a lign m en t light s (MALSR) would n eed t o be in st a lled, r epla cin g t h e LDIN syst em . The MALSR ext ends 5-6

2,400 feet beyon d t h e t h r esh old. Th is would pla ce t h e ligh t la n e in a r esiden t ia l a r ea t o t h e sou t h ea st . F or th ese rea sons, plan s for lower in g t h e Ru n wa y 31 ILS a ppr oa ch t o CAT I m inimu m s were a ban doned. I n it ia l a n a lys is a ls o con s id er ed u p gr a d in g Ru n wa y 13 t o a n I LS or GP S CAT I a ppr oa ch . U pgr a d in g t h e Ru n wa y 13 a ppr oa ch would r equ ir e t h e im plem en t a t ion of a la r ger pr ot ection zon e, t h u s, r equ ir in g a dd it ion a l pr oper t y (eith er fee or ea s em en t ) in t h e r esiden t ia l a r ea t o t h e n ort h west . Du e t o p ot en t ia l con flict s wit h DF W a n d Da lla s Love F ield, pla n s for a ppr oa ch u pgra des t o bot h Ru n wa y 13 an d 17 wer e a ba n don ed. Run wa y 35 cou ld poten t ia lly be ser ved by a lower t h a n on e m ile a p pr oa ch . Th is wou ld requ ire, h owever , t h e pla cem en t of a n a ppr oa ch ligh t in g s ys t em in a p a r k s ou t h of t h e a ir por t . F or t h is r ea son , a n u pgr a de t o t h e Ru n wa y 35 appr oach was n ot included in t he r ecom m ended concept . Air field ligh t in g r ecom m en da t ion s in clude in st a llin g ligh t ed a ir field dir ect ion sign s, h old sign s a n d dist a n cet o-go signs on t he a irfield. Mediu m in t en sit y t a xiwa y light in g (MITL) is r ecom m en ded wit h n ew t a xiway con st r u ct ion a nd light ed signs pr ovidin g pilot s wit h dir ect ion a l in for m a t ion h a ve been plan ned. Th e r ecom m en d ed con cep t in clu des sign ifica n t impr ovem ent s in lan dside developm en t . Th e r ecom m en ded pla n dep ict s t h e con st r u ct ion of a n ew a ir por t t er m in a l building. The buildin g depict ed on t h e pla n pr ovides 20,000 s qu a r e feet of spa ce. Th is bu ildin g m a y n ot init ially be built t h is size, but t h e pla n h a s con sider ed t h e u lt im a t e

developm en t pot en t ia l of t h is loca t ion . Th e size of t h e bu ildin g will be u ltim a t ely d ep en d en t u p on fu n d in g a va ila bilit y (t o be discu ssed in t h e n ext ch a p t er ). I t is pla n n ed t h at a n ew a ir por t t r a ffic con t r ol t ower (ATCT) will be bu ilt a t op t h e t er m in a l bu ildin g a s exists cur ren tly. By doing this, sign ifica n t cost sa vings cou ld be a ch ieved. In or der t o con s t r u ct t h e n ew t er m in a l fa cilit y as plan ned, the a irport access r oa d an d terminal parkin g lot would n eed t o be m odified. Th e r ecom m en ded pla n in clu des m odifying t h e a ccess r oa d a n d con s t r u ct in g a ddit ion a l a u t om obile p a r kin g t o t h e n or t h ea s t . Movin g t h e t er m in a l t o t h e ea st will p rovide a ddit ion a l a ir cr a ft p a r kin g a p r on a d ja cen t t h e t er m in a l bu ild in g t o bet t er s u i t e l a r g e a i r cr a ft p a r k i n g requirem ent s. Th e recom m ended concept inclu des t h e developm en t of a n ew F BO in t h e sout her nm ost por t ion of t h e t er m in a l a r ea . Th is fa cility wou ld be pr ovided a dequ a t e a ir cr a ft a pron a nd would be a ccessible via Ch a llenger a n d Ma r iner Roads. Ot h er pla n n ed developm en t s in t h e exist ing t er m ina l ar ea inclu de t h e con st r u ct ion of execu t ive h a n ga r s im m edia t ely s ou t h a n d ea s t of t h e sout her nm ost T-ha ngar s. Th e m ost significa n t lan dside pla n n ed imp r ovemen t inclu des t h e developm en t of t h e west side of t h e a ir por t for gener a l a via t ion fa cilit ies. Wit h in t h e scope of t h is pla n , t h e exist in g t er m in a l a r ea will becom e lim it ed in pr ovidin g h a n ga r an d FBO spaces. The west side of t h e a ir por t h a s a n a bu n da n ce of spa ce t o develop. The r ecom m en ded concept inclu des t h e con s t r u ct ion of a pa r a llel 5-7

t a xiway on t h e west side of Ru n wa y 1331 a n d 17-35, a n a ir cr a ft p a r kin g a p r on , a s well a s con ven t iona l, execu t ive a n d T-ha ngar s. I n or der for t h is a r ea t o be developed, a u t om obile access r oa d a n d in fr a st r u ct u r e imp r ovemen t s will be n ecessa r y. I t is pla n n ed t h a t t h e Cit y will p r ov id e in fr a s t r u ct u r e a n d a irfield/lan dside pa vemen t imp r ovem en t s a n d t h e pr ivat e sect or will const ru ct h an gar facilities.

AIR P OR T LAYOU T P LAN S ET P er F AA an d TxDOT requirem ent s, a n officia l Air por t La you t P la n (ALP ) h a s been developed for Redbir d Air por t a n d ca n be fou n d a t t h e en d of t h is ch a p t er . Th e ALP dr a win g gr a ph ica lly pr esen t s t h e exist in g a n d u lt im a t e a ir por t la you t . Th e ALP is u sed , in pa r t by t h e F AA, t o det er m in e fu n din g edibilit y for fut ur e developmen t pr ojects. Th e ALP wa s prepa red on a com pu t er a ided d ra ft in g system for fut ur e ease of u se. Th e com pu t er ized pla n set pr ovides det a iled in for m a t ion of exist in g a n d fu t u r e fa cilit y la you t on m u lt ip le la yer s t h a t per m it s t h e u s er t o focu s in on a n y section of t h e a ir port a t a des ir a ble scale. The plan can be used a s base in for m a t ion for design, an d ca n be ea sily u pda t ed in t h e fu t u r e t o r eflect n ew developmen t a n d m or e det a il con cer n in g exist in g condit ions a s m a de ava ilable th rough design su rveys. A n u m ber of r ela t ed dr a win gs, wh ich dep ict t h e u lt im a t e a ir sp a ce a n d la ndside developm ent , will be included wit h t h e ALP on ce t h e dr a ft m a st er pla n con cep t det a iled in t h is ch a p t er is fina lized. Th e following pr ovides a br ief

discu ssion of t h e a ddit ion a l dr a win gs t o be inclu ded wit h t h e ALP : Te r m i n a l a re a p la n - Th e t er m in a l a r ea pla n pr ovides grea t er det a il con cer n in g lan dside imp r ovemen t s a n d a t a la r ger sca le t h a n t h e on t h e ALP . An ea st t erm ina l area plan a nd west t erm ina l ar ea pla n will be prepa red. Airp ort Ai rs p ac e P la n - Th e Air por t Air spa ce P la n is a gr a p h ic d ep ict ion of F eder a l Avia t ion Regu la t ion s (F AR) P a r t 77, Object s Affect in g Na viga ble Airsp a ce, r egula t or y cr iter ion . The Air por t Air spa ce P la n is in t en ded t o a id loca l a u t h or it ies in det er m in in g if pr oposed developmen t could presen t a h a za r d t o t h e a ir por t a n d obs t r u ct t h e a ppr oa ch pa t h t o a r u n wa y en d. Th is pla n sh ou ld be coor din a t ed wit h loca l lan d use plan ner s. In n e r P o r ti o n o f t h e Ap p ro a c h S u r fa c e P la n s - Th e I n n er P or t ion of t h e Ap pr oa ch S u r fa ce P lan is a sca led d ra win g of t h e r u n wa y pr ot ect ion zon e (RP Z), r u nwa y safety ar ea (RSA), obst a cle fr ee zon e (OF Z), a n d object fr ee a r ea (OF A) for ea ch r u nwa y en d. A pla n a n d pr ofile view of ea ch RP Z is pr ovided t o fa ci l i t a t e i d e n t i fica t i on of obs t r u ct ion s th at lie with in th ese sa fet y ar eas. Det a iled obst r u ct ion a n d facilit y da t a is pr ovided to iden t ify p la n n ed imp r ovemen t s a n d t h e d is pos it ion of obst r u ct ion s (a s a ppr opr iat e). Airp ort La nd Us e P la n - Th e Air por t La n d Use P la n is a gr a ph ic dep ict ion of t h e lan d use recomm enda tions. When

developm en t is pr oposed it sh ould be directed t o t h e a ppr opr ia t e lan d use a r ea d ep ict ed on t h is pla n . P r ope r t y Ma p - Th e P r oper t y Ma p pr ovides in for m a t ion on t h e a cqu isit ion a n d iden t ifica t ion of a ll la n d t r a ct s u n der t h e con t r ol of t h e a ir por t .

S U MMAR Y
Th e r ecom m ended m a st er pa n concept h a s been developed in cooper a t ion wit h t h e P AC, loca l r esid en t s a n d t h e Cit y a n d is design ed t o a ssist t h e Avia t ion Dep a r tm en t in m a kin g decision s r ela t ive t o fu t u r e developm en t a n d growth a t Redbir d Airp or t . Th e pla n pr ovides for developmen t t o sat isfy expect ed a ir por t n eeds over t he n ext t went y year s a nd well beyond. F lexibilit y will be a key t o fu t u r e developm en t s in ce a ct ivit y m a y n ot occu r exactly as for eca st . The pla n h a s con sider ed dem a n ds t h a t cou ld be pla ced u pon t h e a irport even beyond t he t wen t y year plann ing period to ensu re t h a t th e facility is cap a ble of a ccom m od a t in g a v a r i e t y of cir cu m s t a n ce s . Th e r ecom m ende d m a st er plan concept provides th e Avia t ion Depart men t with options t o p u rs u e in m a r k et in g t h e a sset s of t h e a ir por t for com m u n ity developm en t . F ollowin g t h e gener a l r ecom m en da t ion s of t h e pla n , t h e a ir por t ca n m a in t a in it s lon g t er m viability a n d con t inu e t o provide a ir t r a nsport at ion ser vices to t h e r egion .

5-8

Chapter Six FINANCIAL PLAN

FINANCIAL PLAN T

he analyses conducted in previous chapters evaluated airport development needs based upon forecast activity changes and operational efficiency. However, the most important element of the master planning process is the application of basic economic, financial and management rationale to each development item so that the feasibility of implementation can be assured. The purpose of this chapter, therefore, is to provide financial management information and tools which will help make the master plan achievable and successful. The presentation of the financial plan and its feasibility has been organized into three sections. First, the airport development schedule is presented in narrative and graphic form. Secondly, capital improvement funding sources on the federal, state, and local levels are identified and discussed. Finally, the chapter presents a cash flow analysis which analyzes the financial feasibility of the recommended capital improvement program (CIP).

DALLAS, TEXAS

AIRPORT

AIRPORT DEVELOPMENT SCHEDULES AND COST SUMMARIES

Once the specific needs and improvements for the airport have been established, the next step is to determine a realistic schedule and costs for implementing the plan. This section examines the overall cost of development and presents a development schedule. The recommended improvements are grouped and divided into three planning horizons of short term, intermediate term, and long term. Table 6A summarizes the key activity milestones for each planning horizon.

MASTER

PLAN

6-1

Th e sh or t t er m pla n n in g h or izon s covers items of highes t pr ior it y a s well a s item s t ha t should be deve loped as t h e a ir por t a p pr oa ch es t h e s h or t t er m a ct ivit y m ilest on es. P r ior it y it em s include im pr ovem en t s r ela t ed t o pa vemen t a n d h a n gar m a int en a n ce.
TABLE 6A P lan n in g H oriz on Miles ton e Su m m ary Re db ird Airp ort

Also included ar e impr ovemen ts t o fa cilit ies t h a t a r e ina dequ a t e for p res en t d em a n d . Beca u se of t h eir pr iorit y, t h ose it em s will n eed t o be in cor por a t ed int o City a n d TxDOT pr ogra m m in g.

1999 O p e r a t ion s I t in e r a n t Ai r T a x i G e n e r a l Av ia t ion M ilit a r y T ot a l I t in e r a n t L oca l G e n e r a l Av ia t ion M ilit a r y T ot a l L oca l T ot a l G en er a l A v ia t ion O p er a t ion s B a s e d Air cr a ft S in gle E n gin e M u lt i-e n g in e T u r bop r op J et R ot or T ot a l B a s e d Air cr a ft Tot a l AIAs

Sh ort Te rm

Inte rm e dia te Te rm

Lo n g Te rm

16 3 4 ,6 9 5 193 3 4 ,9 0 4 7 2 ,6 7 1 220 7 2 ,8 9 1 1 0 7 ,7 9 5

200 3 8 ,6 0 0 200 3 9 ,0 0 0 7 8 ,4 0 0 200 7 8 ,6 0 0 1 1 7 ,6 0 0

200 4 2 ,3 0 0 200 4 2 ,7 0 0 8 6 ,0 0 0 200 8 6 ,2 0 0 1 2 8 ,9 0 0

200 5 0 ,3 0 0 200 5 0 ,7 0 0 1 0 2 ,0 0 0 200 1 0 2 ,2 0 0 1 5 2 ,9 0 0

133 31 2 1 5 172 940

137 32 4 2 5 180 1 ,0 5 0

141 33 6 4 6 190 1 ,1 5 0

147 36 13 8 6 210 1 ,3 7 0

When sh ort t er m h orizon a ct ivit y levels a r e r ea ch ed, it will be t im e t o progra m for t h e in t er m edia t e ter m based u pon t h e n ext a ct ivit y milestones. Sim ila r ly, wh en t h e int er m edia t e t er m m ilestones a r e r ea ch ed, it will be t im e t o pr ogra m for t h e lon g ter m a ct ivit y milest on es. Du e t o t h e con cept u a l na t u r e of a m a st er pla n , im plem en t a t ion of ca pit a l pr oject s sh ou ld occu r on ly a ft er fu r t h er r efin em en t of th eir design a nd costs 6-2

t h r ou gh a r ch it ect u r a l a n d en gin eer in g an alyses. Th e cos t es t im a t es wer e increa sed by 30 percent in order t o a llow for en gineer in g a n d ot h er con t ingen cies t h a t m a y be exper ienced on t h e pr oject . Ca pit a l cost s in t h is ch a pt er sh ould be viewed only a s est ima t es su bject t o fu r t h er r efin em en t du r in g design . Nevert heless, th ese estima tes a r e con sider ed su fficien t ly a ccu r a t e for

p er for m in g t h e feasibilit y a n a lyses in t h is ch a pt er . Cost est im a t es for ea ch developm en t pr oject list ed in t h e ca pit a l imp r ovemen t pr ogr a m a r e pr esen t ed in cur ren t (2001) dollar s.

u t ilized for RSA ca lcu la t ion s for a ir cr a ft la n din gs a n d t a k e-offs t o t h e s ou t h . Displa cin g t h e r u n wa y will r equ ir e r eloca t in g t h e in st r u m en t la n din g syst em (ILS) glideslope a n t en n a a n d p u t t in g a t leas t on e, p roba bly t wo of t h e lead -in light s (LDIN ) in t h e pa vemen t . P r eviou s a n a lys is in d ica t ed t h a t t h e a ir p or t sh ou ld plan for u p t o 7,300 feet of r u n wa y t o a ccom m oda t e cu r r en t a n d fu t u r e a ir cr a ft r equ ir em en t s. Alth ough t h is lengt h wou ld be idea l, exist in g con st r a in t s lim it pot en t ia l ext en sion s on ly t o t h e n or t h . The r ecom m en ded con cept in clu des ext en din g Ru n wa y 1331 550 feet n or t h for t a ke-offs only in t h e s h ort ter m. This extension is th e ma ximum a m ou n t possible wh ich wou ld keep t h e RSA a n d object fr ee a r ea (OF A) wit h in a ir por t boun ds. Th is pr oject inclu des ext en din g th e r u n wa y (fu ll 150-foot wid t h ) 550 feet n or t h , r eloca t in g t h e loca lizer a n t en n a , a n d ext en din g p a r a llel Ta xiwa y C t o t h e n ew r u n wa y en d. Th is ext en sion will a llow Ru n wa y 13-31 t o pr ovide 6,481 feet for t a k e-offs t o t h e s ou t h . Th e la r gest cost it em in t h e first five year pr ogr a m in clu des con st r u ct ion of a n ew a irport t er m ina l buildin g a n d ATCT. Th e recom m ended concept inclu des con st r u ct ing a 20,000 squ a r e foot building east of t h e cu r r en t fa cilit y in t h e a u t om obile pa r kin g lot . It is pla n n ed t h a t t h e n ew t er m in a l bu ilding/ATCT will be bu ilt wit h ou t lim it in g t h e u sefuln ess of t h e exist in g fa cilit y. Con st r u ct in g t h e t er m in a l bu ildin g a s pla n n ed will requ ir e m od ifyin g t h e exis t in g a cces s r oa d a n d con st r u ct in g a dd it ion a l au t om obile pa r kin g. Th e r em a inin g project s in clude cons t r u ct in g/exten din g t h e t er m in a l a pr on t o t h e n ew t er m in a l 6-3

S HOR T TER M IMP ROVEMEN TS The T e xa s D epa r t m en t of Tr a n spor t a t ion (TxDOT) - Avia t ion Division is t h e s ou r ce of fed er a l a n d st a t e gr a n t fu n d in g a va ila ble t o Da lla s. Du e t o t he sizable num ber of a irport s a n d limit ed fu n ds a vaila ble, TxDOTs bu dget in g a n d gr a n t pr ocess t ypically w i l l p r ov i d e a n a i r p o r t w i t h in t er m it t en t fu n din g a ssist a n ce. Th is is t o sa y th a t TxDOT ma y provide a gr a n t in t h e year 2001-2,bu t m a y n ot be ca pa ble of pr ovidin g a ddit ion a l a s sis t a n ce for severa l yea r s t h er ea ft er . F or t his r eason, developm en t pr oject s for t he sh ort t erm (consider ed th e first five yea r s) h a ve been pla n n ed a ccor din g t o pr ior ity n eeds. Con solida t in g a n d gr ou pin g pr oject s in t o on e p la n n in g period, in lieu of year -by-yea r pr oject p la n n in g, will a llow th e Cit y a n d TxDOT t o a ddr ess im m edia t e n eeds a t t h e airport. Also, as funding for t hese pr oject s is r equ est ed, t h e pot en t ia l exists for m a n y of t h ese pr oject s t o be fun ded in one year s gran t pr ocess. Most of t h e pr oject s pla n n ed for t he s h or t t er m d ea l wit h Ru n wa y 13-31 a n d t h e a ir por t t er m in a l bu ildin g/a ir por t t r a ffic con t r ol tower (ATCT). Of p rim a r y import a n ce is t he n eed to displa ce Ru n wa y 31 520 feet n or t h . As pr eviou sly m ent ioned, Ru n wa y 31 does n ot p rovid e a d equ a t e r u n wa y sa fet y a r ea (RSA) beyon d t h e pa vem ent end. Disp la cin g t h e Ru n wa y 31 la ndin g t h r esh old a llows t h e 520 feet t o be

bu ildin g a n d in st a llat ion of ligh t ed a ir field gu idan ce/instr uctiona l signs. Short term im p ro ve m e n ts pre s e n te d o n Ex h ib i t 6 A a re e s t i m a t e d a t $4 .5 8 m i l li o n .

IN T ER ME D IATE /LON G TE R M IMP ROVEMEN TS Th e I n t er m ed ia t e/Lon g Ter m H or izon en com pa sses developm ent relat ed to imp r ovemen t s n eces sa r y t o a id m eet in g pr oject ed increa ses in a via t ion d em a n d a n d pa vemen t m a int en a n ce. Pla n n ed developm en t p roject s will u lt im a t ely p r od u ce a n a ir p or t ca pa ble of a ccom m od a t in g a ll of t h e a via t ion a ct ivit y a n d r equ ir em en t s a n t icipa t ed for t h e pla n n in g per iod. Ex h ib it 6A illustr a t es pla n n ed im pr ovem en t s for t his period. Th e key a irside developm en t item s a n t icipa t ed a r e pr oject s r ela t ed t o ext en din g Ru n wa y 17-35 1,190 feet a n d r econ s t r u ct in g airside pavement s. Th e ext en sion of Ru n wa y 17-35 t o 4,991 feet will pr ovide th e a ir port wit h a su it a ble secon d a r y r u n wa y t o a ccom m od a t e t h e m a jor it y of a ircra ft when t he pr im a r y r u n wa y is clos ed. A la r ge por t ion , n ea r ly on e m illion dolla r s of t h is pr oject is d ed ica t ed t o t h e em ba n km en t n eces sa r y t o ext en d t h e r u n wa y. Th e a r ea sou t h of Ru n wa y 17-35 is con sider a bly lower t h a n t h e p la n n ed r u n wa y en d. The pla n con sider ed a ll F AA cr it er ia for m a xim u m a llowa ble gradient s. With in t h e scope of t h is pla n , it is lik ely t h a t a ll a irside pa vem en t s will n eed t o be r econst ru ct ed. Ex h ib it 6A det a ils p l a n s for r e con s t r u ct i n g t h e s e pavement s. 6-4

Ot h er a ir field pr oject s in clu d e t h e con st r u ct ion of a ddit iona l t a xiwa ys. To a id in oper a t iona l m ovemen t efficien cy, t h e r e com m e nde d pla n incl u d es ext en din g pa r a llel Taxiwa y C th e full len gt h of Ru n wa y 13-31. Th is will p rovide t wo-wa y cir cu la t ion in t h e s ou t h er n p or t ion of t h e t er m ina l ar ea wh ich will be n eeded on ce a n ew F BO is loca t ed in t h e a r ea . U t ilizing t h e en t ire Ru n wa y 13-31 ext en sion for a ll oper a t ion s will r equ ir e t h e a cqu isit ion of a viga t ion ea sem en t s over pr oper t ies to th e n or t h west, most bein g r esiden t ia l a n d some com m er cia l/ in du st r ia l. In or der t o develop t h e west side for a via t ion facilities, a west side pa r a llel t a xiway a n d a u t om obile a ccess r oa d is n eeded. Th e p la n a ls o in clu d es t h e con st r u ct ion of n ew ent r a n ce/exit t a xiwa ys on t h e wes t sid e a n d t h e con s t r u ct ion of a t a xiwa y lea din g fr om t h e west side t er m in a l t o t h e s ou t h en d of Ru n wa y 13-31. The plan a lso include t h e d evelop m en t of a n a u t om obile r oa d lea din g fr om Red bir d La n e t o t h e pla n n ed west side t er m in a l a r ea . As p re s e n te d o n E x h i b i t 6A, t h e t o t a l c o s t o f In t e r m e d ia t e /Lon g Te rm i m p r o v e m e n t s i s e s t i m a te d a t $ 15 .3 7 m i l li o n .

CAP ITAL IMP R O VEMENT S FU N D IN G

F in a n cin g ca pit a l improvemen ts a t t h e a ir por t will n ot r ely exclu sively u pon t h e fina n cial r esou r ces of t h e a ir por t fu n d of t h e Cit y of Da lla s. Ca pit a l imp r ovemen t s fu n din g is a va ila ble t h r ou gh va r iou s gr a n t -in -a id pr ogr a m s

99MP12-1A-2/16/01

Project
5
LEDBETTER BLVD.

Total Cost

TxDOT Share Local Share

SHORT TERM PROGRAM

1

Displace Runway 31 520 Feet Extend Runway 13-31 550 Feet North Construct Terminal Building/ATCT Modify Terminal Access Road/Parking Construct Terminal Apron Install Lighted Airfield Signage

$350,000 1,050,000 2,650,000 250,000 235,000 50,000 $4,585,000

$315,000 945,000 1,000,000 225,000 211,500 45,000 $2,741,500

$35,000 105,000 1,650,000 25,000 23,500 5,000 $1,843,500

2 3
HAMPTON RD.

4 5 6

7 8 7 9 7 3 10 6 4 11 3 5 4
WEST MORELAND REDBIRD CENTER
LOVEBIRD LN.

SHORT TERM TOTAL

11

INTERMEDIATE AND LONG TERM PROGRAM

1 2 3 4 5 6 7
AY

Extend Taxiway C Extend Runway 17-35 1,000 Feet South Construct West Parallel Taxiway Construct West Terminal Roads Acquire Avigation Easements for Runway 13-31 RPZs Reconstruct Runway 13-31 Reconstruct Taxiways B, E, D, and N Reconstruct Taxiways C and O Reconstruct Taxiway F Reconstruct Runway 17-35 Reconstruct Taxiways K, P, and S

$390,000 2,110,000 1,250,000 735,000 225,000 6,350,000 350,000 1,090,000 190,000 1,570,000 1,110,000 $15,370,000 $19,955,000

$351,000 1,899,000 1,125,000 661,500 202,500 5,715,000 315,000 981,000 171,000 1,413,000 999,000 $13,833,000 $16,574,500

$39,000 211,000 125,000 73,500 22,500 635,000 35,000 109,000 19,000 157,000 111,000 $1,537,000 $3,380,500

1 1 11 1 3
MA RV S.

HW

67

8 9 10 11

7 8

FR

EE

WA

Y(

U.

11

HIG

) LO VE

INTERMEDIATE AND LONG TERM PROGRAM TOTAL PROGRAM COSTS

IN

D.

LEGEND
REDBIRD LANE
Existing Airport Property Line Building Restriction Line (BRL)
NORTH

Existing Runway Protection Zone Short Term Planning Horizon Improvements Intermediate/Long Term Horizon Improvements
SCALE IN FEET 0 1000 2000

Exhibit 6A DEVELOPMENT STAGING

on t h e St a t e a n d F eder a l levels. Th e followin g discu ssion ou t lines t h e key sou r ces for ca pit a l impr ovemen t fu n d in g.

F ED ER AL GRAN TS Th r ou gh F eder a l legisla t ion over t h e year s, va r ious gr a n t s-in-a id p r ogra m s h a ve been est a blish ed t o d evelop a n d m a in t a in a syst em of pu blic air por t s t h r ou gh ou t t h e U n it ed St a t es . Th e pur pose of t h is sys t em a n d it s feder a lly ba sed fu n din g is t o m a in t a in n a t ion a l d e fe n s e a n d p r om ot e in t er st a t e com m er ce. The most r ecen t legisla t ion wa s en a ct ed in ea r ly 2000, a n d is en t itled t h e We n de ll H . F o rd Av i a t io n In v e s tm e n t an d R e form Ac t fo r t h e 21 s t Ce n tu ry or AIR-21. Th e n ew fou r yea r bill cover s F AA fis ca l year s 2000, 2001, 2002, a n d 20 03. Th is is br ea k t hr ou gh legisla t ion becau se it a u t h or izes fu n din g levels s ign ifica n t ly h igher t h a n ever befor e. Air por t imp r ovemen t pr ogr a m fu n d in g is a u t h or ized a t $2.475 billion in 2000, $3.2 billion in 2001, $3.3 billion in 2002, a n d $3.4 billion in 2003. Th e s ou r ce for AI R-21 fu n d s is t h e Avia t ion Tr u st F u n d. Th e Avia t ion Tru st F u n d wa s est a blished in 1970 t o pr ovide fu n din g for a via t ion ca pit a l i n v e s t m e n t p r og r a m s ( a v i a t i on developm en t , fa cilit ies a n d equ ipm en t , a n d resea rch a nd developm en t ). The Tru st F u n d a lso fin a n ces t h e oper a t ion of th e FAA. It is fun ded by user fees, t a xes on a ir lin e t icket s, a via t ion fu el, an d various a ircra ft pa rt s.

F u n ds a r e dist r ibut ed ea ch year by t h e F AA from a ppropriat ions by Congress. A p or t ion of t h e a n n u a l dist r ibu t ion is t o p rim a r y com m er cia l service airport s, ba sed upon en planem ent levels. Un der AIR-21 t h e d is t r ibu t ion for fiscal yea r 2000 is a m inim u m of $650,000 t o ea ch com m er cia l service airport . In t he r em a in in g year s of AIR-21, however, t h e m in im u m en t it lem en t ca n increa se t o $1.0 million a n n u a lly. This h igher fu n d in g is dep en d en t u p on Congress a p pr op ria t in g t h e a m ou n t s a u t h or ized by AI R-21 ea ch yea r . New t o t h is Bill is t h e in clu sion of gen er a l a via t ion en t it lem en t fu n ds. E a ch gen er a l a via t ion a irport is n ow eligible t o r eceive u p t o $150,000 a n n u a lly in en t it lem en t fu n ds dep en d in g u p on t h e a ir por t s a ct ivit y. Bein g a gener a l a via t ion r eliever a ir port , Redbir d will be eligible for t h e fu ll $150,000. Th e r e m a i n i n g AI P f u n d s a r e dis t r ibu t ed by t h e F AA ba s ed u pon t h e pr ior it y of t h e pr oject for wh ich t h ey h a ve r equ est ed F eder a l a ssist a n ce th rough discret iona ry apport ionm ent s.

S TATE F U N D IN G P ROGR AM Th e St a t e of Texa s pa r t icipa t es in t h e feder a l St a t e Block Gr a n t pr ogr a m . U n der t h e St a t e Block Gr a n t P r ogr a m , t h e F AA a n n u a lly dist r ibut es gener a l a via t ion St a t e a p por t ion m en t a n d d is cr et ion a r y fun ds t o TxDOT. The S ta t e t h en dist r ibut es gr a n t s t o st a t e airports. I n com plian ce with TxDOTs legisla t ive m a n d a t e t h a t it a p ply for , r eceive, a n d disburse F edera l fun ds for gener a l aviat ion a irport s, TxDOT a ct s

6-5

a s t h e a gen t of t h e loca l a ir por t s pon s or . Alt h ough t h ese gr a n t s a r e dist r ibu t ed by TxDOT, t h ey con t a in a ll Feder a l obliga t ion s. Th e St a t e of Texas a lso dist r ibut es fu n din g t o gen er a l a via t ion a ir por t s fr om th e Highwa y Tru st F un d. These fun ds a r e a ppr opr iat ed ea ch year by t h e S ta t e Legisla t ur e. Once dist ribut ed, th ese gr a n t s con t a in S t a t e obliga t ion s only. Th e est a blis h m en t of a ca pit a l imp r ovemen t p rogr a m (CI P ) for t h e St a t e en t a ils firs t iden t ifyin g t he n eed, t h en es t a blis h in g a r a n k in g, or pr ior it y syst em . Iden t ifyin g a ll St a t e a ir por t pr oject n eeds a llows t h e TxDOT to esta blish a bien n ia l pr ogra m a n d bu dget for developm en t costs. The most r e ce n t T xD O T C I P , A v i a t i o n Im p ro ve m e n t P ro gr am 2001-2003 , a ssu m ed t h a t a ppr oxima t ely $32 m illion a n n u a l Fed er a l AIP a n d $17 m illion St a t e fun ds would be a vaila ble. T h e T x D O T B i e n n i a l p r ogr a m est a blishes a pr oject pr ior ity syst em ba sed u pon t h e following objectives (in or der of imp or t a n ce):

E a ch a ir por t pr oject for Redbir d Air por t mu st be ident ified a nd pr ogra m m ed in t o t h e St a t e CIP a n d com pet e with ot h er a ir por t pr oject s in t h e St a t e for F eder a l an d Sta te fun ds. In Texa s, a ir por t developm en t pr oject s t h a t m eet t h e TxDOTs discret ion a r y fun ds eligibility r equ irem en t s r eceive 90 per cen t fu n din g fr om t h e AI P St a t e Block Gr a n t pr ogra m . E ligible project s in clu de airfield an d apr on facilities. H owever , reven u e gen er a t in g imp r ovem en t s such a s fuel facilities, ut ilities, a n d h an gars a re not eligible for AIP fu n d in g. TxDOT h a s a lso est a blished a pr ogr a m t o h elp a ir por t s m a in t a in , a n d in som e cir cu m st a n ces fu n d n ew a ir por t pa vem en t s an d miscellan eous pr ojects. Th e Rou t in e Air por t Ma in t en a n ce P r ogr a m (RAMP) is a n a n n u a l fu n d in g s ou r ce to airport s. Wit h RAMP , TxDOT will provide a 50 p er cen t fu n din g m a t ch for pr oject s u p t o $40,000. Th e pr ogr a m wa s in it ia lly d esign ed t o h elp a ir por t s m a in t a in a i r s i d e a n d l a n d s i d e pavement s, bu t h a s r ecen t ly been expa n ded t o in clu de con st r u ct ion of n ew fa cilit ies. E xa m ples of n ew facilit y con st r u ct ion p roject s fu n da ble un der RAMP in clu de: con s t r u ct in g a n a ir por t a ccess r oa d, pa ving t h e a ir port pu blic pa r kin g lot , inst a llin g secu r it y fen cin g, r ep la cin g rota ting beacon, etc. These fun ds a r e a va ila ble t o gen er a l a via t ion a ir por t s on a n a n nu a l ba sis. As ind ica t ed in t h e CIP , sever a l it em s h a ve been included for fu n din g eligibilit y u n der RAMP . Newer progra m s included in TxDOT fu n d in g mecha nism in clu des t er m in a l

! ! ! ! ! ! !

en h a n ce sa fet y pr eser ve exist ing fa cilit ies bring a irport up t o st a nda rds u pgra de fa cilit ies t o a id a ir por t in pr ovid in g for la r ger a ir cr a ft wit h longer st a ge len gt h s im pr ove a ir port ca pa cit y n ew a ir port con st r u ct ion t o provide n ew a ccess t o a pr eviou sly un ser ved a r ea n ew a ir por t s t o pr ovide capa cit y r elief t o exist in g a ir por t s

6-6

bu ildin g a n d ATCT fu n din g. TxDOT h a s fu n d ed t er m i n a l b u i l d i n g con st r u ct ion on a 50-50 ba sis u p t o a $400,000 t ot a l project cost . TxDOT ha s r ecent ly con sider ed u p gr a d in g t h e t ot a l cost a llowa n ce on a ca se by ca se basis. TxDOT a lso will be fun din g t h e con st r u ct ion of ATCT, likely on e t o t wo per year . The a m ou n t of fu n din g a va ila ble is yet t o be det er m ined. Th e ATCT is cu r r en t ly oper a t ed u n der con t r a ct wh ich is fu lly fu n ded by t h e F AA. Th is pla n con sid er s F AA will con t in u e t o pr ovide fu n din g of t ower opera tions.

in clu de ins t a llin g a MALS on Ru n wa y 31. Sh ou ld t h e Airwa y Fa cilit ies Division of t h e F AA in s t a ll t h is n a viga t ion a l a id a t t h e a irport , th ey would be oper a t ed a n d m a in t a in ed by t h e F AA a t n o expen se t o t h e a ir por t .

LOCAL SH ARE F U N D IN G Th e ba la n ce of pr oject cost s, a ft er con sider a t ion h a s been given t o t h e va r iou s gra n t s a vaila ble, m u st be fu n ded t h r ou gh a irport resour ces. Usu a lly, t h is is a ccomp lish ed t h r ough t h e u s e of a ir por t ea r n in gs a n d reserves, t o t h e ext en t possible, wit h t h e r em a in in g cos t s fin a n ced t h r ou gh obliga t ion bond in g m echa n ism s. Th e a ir port oper a t es on a selfs u st a in in g ba sis fr om t h e collect ion of va r iou s r a t es a n d ch a r ges fr om gen er a l a via t ion r evenu e sou rces. These r evenu es a r e con t a in ed wit h in t h e Da lla s Avia t ion Depa r t m en t s oper a t in g fun d, with n o gener a l t a x fun ds u t ilized t o m a in t a in or im p rove eit h er Da lla s Love F ield or Redbir d Air por t . Th er e a r e, h owever , r es t r ict ion s on t h e use of r even u es collect ed by t h e a ir por t . All receipts, exclu din g bon d proceeds or r elat ed gr a n t s a n d in t er es t , a r e ir r evoca bly pledged t o t h e pu n ct u a l p a ym en t of op er a t in g a n d m a in t en a n ce expenses, p a ym en t of debt ser vice for a s lon g a s b onds r em a in out st a n din g, or t o a d dit ion s or im pr ovem en t s t o a ir por t facilities. Table 6B pr esen t s h ist or ica l expens es a n d r even u es for t h e Redbir d Air por t .

F AA F ACILITIE S AN D EQU IP MEN T P ROGR AM Th e Air wa y F a cilit ies Divis ion of t h e F AA a d m in is t er s t h e n a t ion a l F a cilit ies a n d E qu ip m en t (F &E ) P r ogr a m . Th is a n n u a l p rogr a m pr ovides fu n din g for t h e in s t a lla t ion a n d ma in t en a n ce of va r i ou s n a viga t i on a l a id s a n d equ ip m en t for t h e n a t ion a l a ir spa ce syst em a n d a irport s. Un der t h e F &E pr ogr a m , fun ding is provided for F AA a ir tr affic cont rol towers, en r ou t e n a viga t ion a l a id s s u ch a s t h e VOR, a n d on -a ir por t n a viga t ion a l a ids (su ch a s P AP Is a n d a ppr oa ch ligh t in g s ys t em s). As a ct i v i t y l e v e l s a n d ot h e r developm en t wa r r a n t , t h e a ir por t m a y be cons ider ed by t h e F AA Air wa ys F a cilit ies Division for t h e in st a lla t ion a n d m a in t en a n ce of n a viga t iona l aids t h r ou gh t h e F &E pr ogr a m . Recom m en ded im pr ovem en t s in t h is m a st er pla n wh ich m a y be eligible for fu n d in g t h r ou gh t h e F &E pr ogr a m

6-7

TAB LE 6B H is to ri ca l R e ve n u e /E xp e n s e s Re db ird Airp ort F IS CAL YEAR 1990-91 1991-92 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98 1998-99 1999-00 REVENUES $441,543 $484,048 $467,533 $504,073 $467,506 $423,337 $413,766 $494,144 $461,044 $525,714 EXP ENDITURES $390,337 $287,571 $361,398 $376,195 $324,202 $432,960 $358,144 $392,640 $1,738,401 $1,050,548 N ET IN COME/(LOSS ) $51,206 $196,477 $106,135 $127,878 $143,304 ($9,623) $55,622 $101,504 ($1,277,357) ($524,834)

As eviden t fr om t h e t a ble, Red bir d Air por t t ypica lly gen er a t es m or e r evenu es t h a n expen dit u r es. It is im p or t a n t t o n ot e t h a t t h e fisca l yea r 1998-99 a n d 1999-00 losses ar e pr im a r ily du e t o h a n ga r a n d t er m in a l

bu ild in g im pr ovem en t s a s well a s gener a l beau tificat ion pr ojects. It a p pea r s t h a t t h e a ir por t is oper a t ed efficien t ly a n d will con t in u e t o gen er a t e a d e q u a t e r e v e n u e s t o offs e t expenditu res.

6-8

Appendix A GLOSSARY AND ABBREVIATIONS

Ap p e n d i x A E N VIR ON ME N TAL EVALU ATION

Ma st er Pl a n R ed b i r d Ai r p or t

An a lysis of t h e pot en t ia l environm ent al impa cts of proposed airport developmen t is an im p or t a n t com p on en t of t h e a ir port m a st er pla n pr ocess . Th e pr im a r y p u rp os e of t h e en vir on m en t a l evalu at ion is to a ssess t h e pr oposed developm en t p rogr a m for Red bir d Air por t t o iden t ify an y pot en t ia l en vir onm en t a l concer n s or r ed fla gs t o developm en t . An import a nt elemen t of t his evalua t ion wa s coordin a t ion wit h a ppropriat e feder a l, st a t e, a n d loca l agen cies to ident ify pot en t ial en viron m en t a l con cer n s wh a t sh ou ld be con sider ed p rior t o t h e d es ign a n d con st r u ct ion of n ew fa cilit ies a t t h e a ir por t . Agen cy coor din a t ion con s is t ed of a let t er r equ es t in g com m en t s a n d/or in for m a t ion r ega r d in g t h e pot en t ial en viron m en t a l effect s of pr oposed a irport developm en t over t h e n ext 20 year s. Issues of concern th at were ident ified as p a r t of t h is pr ocess a r e pr esen t ed in t h e following sect ion s. The lett er s r eceived fr om t h e var iou s a gencies a r e in clu ded a t t h e en d of t h is ch a p t er . An y m a jor im pr ovem en t s pla n n ed for Redbir d Airp or t (i.e. ru n wa y ext en sion) will r equ ir e com plia n ce wit h t h e Na t ion a l E n vir on m en t a l P olicy Act of 1969, a s a m en ded (N E P A). Complia n ce wit h NE P A is gen er a lly sat isfied by t h e pr epa r a t ion of a n E n vir on m en t a l As ses sm en t (E A) or E n vir on m en t a l I m pa ct S t a t em en t (E I S). Wh ile t h is sect ion of t h e Ma st er P la n is n ot st r u ct u r ed t o sa t isfy NE P A r equ ir em en t s, it is int en ded t o su pply a p r elimin a r y review of en viron m en t a l con s id er a t ion s t h a t wou ld need to be an alyzed in m ore deta il with in th e NEP A process.

A-1

P R OP OS ED D EVELOP MENT
As a r esu lt of t h e Ma st er P la n a n a lysis , a n u m ber of im pr ovem en t s h a ve been r ecom m en ded for im plem en t a t ion du r in g t h e pla n n in g per iod of t h is Ma s t er P la n . Th e Air por t La you t P la n (Ch a pt er F ive) illu st r a t es t h e pr oposed developm en t for Redbir d Air por t . Th is followin g is lis t of m a jor pr oject s r ecom m en d ed for Red bir d Air por t . Displace Run wa y 31 520 feet E xt en d Ru n wa y 13-31/P a r a llel Ta xiwa y C 550 feet n or t h Acqu ire a viga t ion ea sem en t s for Ru n wa y 13 RP Z E xt en d Ru n wa y 17-35/P a r a llel Ta xiwa y P 1,190 feet sou t h In st a ll ligh t ed a ir port dir ectiona l/guid a n ce sign s E xt en d Ta xiwa y C s ou t h Con struct new a irpor t t er m in a l bu ildin g a n d a ir por t t r a ffic con t r ol t ower (ATCT) Modify a ir por t en t r a n ce r oa d a n d a u t om obile pa r kin g lot E xp a n d t er m in a l bu ildin g a ir cr a ft pa r kin g a pr on Develop sout h F BO Con st r u ct con ven t ion a l a n d execu t ive h a n ga r s wit h a ir cr a ft pa r kin g a pr on s Const ru ct T-ha ngar s an d associat ed ta xiway access Con st r u ct a west t er m ina l roadwa y system Develop a via t ion fa cilit ies on west side of a ir por t

ENVIRO N MENTAL CON SEQU ENCES - SP ECIFIC IMP ACTS

Th is en vir on m en t a l eva lu a t ion h a s been pr epa r ed u sin g FAA Ord er 1050.1D, Policies a n d Procedu res for Considering En vironm ental Im pacts , a n d FAA Order 5050.4A, Airport E n viron m en tal H an d book a s guidelines. Severa l fa ct ors a re considered in a for m a l en vir on m en t a l docum ent , such a s an EA or E IS, wh ich a r e n ot in clu d ed in a n en vir on m en t a l evalu a t ion . These fact or s in clud e det a ils rega r din g th e pr oject loca t ion , h ist or ica l per spect ive, exist in g con dit ions a t t h e a ir por t , a n d t he pu rpose a nd n eed for t h e pr oject . Th is in for m a t ion is a va ila ble wit h in t h e Ma st er P la n docu m en t . A for m a l en vir on m en t a l docum ent a lso includes th e resolut ion of issues/impa ct s identified a s sign ifica n t du r ing t h e en viron m en t a l process. Con sequ en t ly, t h is envir on m en t a l eva lu a t ion on ly iden t ifies pot en t ial en viron m en t a l issues a n d does a ddr ess m it iga t ion or t h e r esolut ion of en viron m en t a l im pa ct s. Th e followin g s u bs ect ion s a dd res s ea ch of t h e specific im pa ct ca t egories out lin ed by FAA Order 5050.4A .

N OIS E Air cr a ft sou n d em ission s a r e oft en t h e m ost n ot icea ble en vir on m en t a l effect a n a ir por t will pr odu ce on t h e su r r ou n din g com m u n ity. If t h e sou n d is su fficient ly lou d or fr equ en t in occu r r en ce it m a y in t er fer e with var iou s a ct ivit ies or ot h er wise be con sider ed object ion a ble.

A-2

To d et er m in e t h e n oise rela t ed im pa ct s t h a t t h e pr oposed developm en t cou ld h a ve on t h e en vir on m en t sur roun ding Redbird Airport , noise exposu r e pa t t er n s wer e a n a lyzed for bot h exist in g a ir por t a ct ivit y con dit ion s a n d pr oject ed lon g t er m a ct ivit y con dit ion s.

N ois e Co n to u r D e ve lo pm e n t Th e ba sic m et h odology em ployed to define a ir cr a ft n oise levels in volves t h e u se of a m a t h em a t ica l m odel for a ir cr a ft n oise pr edica t ion. Th e Yea r ly Da y-Nigh t Aver a ge S ou n d Level (DNL) is used in t h is st u dy t o a ssess a ir cr a ft n oise. DN L is t h e m et r ic cu r r en t ly a ccepted by th e F AA, E n vir onm en t a l P r otect ion Agen cy (E P A), a n d Dep a r t m en t of H ou s in g a n d Ur ban Developmen t (HUD) as a n a ppropriat e measu re of cu m u la t ive n oise exposu r e. These t h r ee feder a l agen cies ha ve each iden t ified th e 65 DN L n oise con t ou r a s t h e t h r esh old of in com pa t ibilit y, mea n in g t h a t n oise levels below 65 DN L a r e con sider ed com pa t ible wit h u n der lying la n d u ses . Most feder a lly fu n ded a irport n oise st u dies u se DN L a s t h e pr ima r y met r ic for evalu a t ing n oise. DN L is defined as t he a vera ge A-weighted soun d level as mea su red in decibels (dB), d u rin g a 24-h ou r pe r iod. A 10 d B pen a lt y a pplies t o noise even t s occu r r in g a t n igh t (10:00 p.m . to 7:00 a .m.). DNL is a su m m a t ion m et r ic wh ich a llows object ive a n a lysis a n d ca n descr ibe noise exposu r e com pr eh en sively over a lar ge ar ea . S in ce n oise decr ea ses a t a con st a n t r a t e in a ll dir ect ion s fr om a s ou r ce, p oin t s of equ a l DN L n oise leve ls a r e r ou t in ely in dica t ed by m ea n s of a con t ou r lin e. Th e va r iou s con t ou r lines a re t hen super imposed on a m a p of t he a irport a nd its en viron s. It is im p or t a n t t o recognize th a t a line dr a wn on a m a p does n ot im ply t h a t a pa r t icu la r n oise con dit ion exist s on on e side of t h e lin e a n d n ot on t h e ot h er . DNL ca lcu la t ion s do not precisely define noise impacts. Never the less, DNL con t ou r s ca n be u sed t o: (1) h igh ligh t existing or potent ial incom pa t ibilit ies bet ween a n d a ir por t a n d a n y s u rr ou n d in g developm en t ; (2) as ses s r ela t ive exp osu r e levels; (3) as sist in t h e p repa r a t ion of a ir port en viron s la n d u se p la n s; an d (4) pr ovide gu ida n ce in t h e developm en t of la n d u se con t r ol devices, su ch a s zon in g or din a n ces, s u bdivision regulat ions a nd bu ilding codes. Th e n ois e con t ou r s for Red bir d Air por t ha ve been developed from t he In tegra ted Noise Model (I NM), Version 6.0. T he INM wa s d eveloped by t h e Tr a n sport a t ion Syst em s Center of th e U.S. Depa r t m en t of Tr a n spor t a t ion a t Ca m br id ge, Ma s sa ch u s et t s , a n d h a s been specified by t h e F AA a s on e of t h e t wo m od els a ccep t a ble for fed er a lly fu n ded noise an alysis. Th e IN M is a comp u t er m odel wh ich a ccoun t s for ea ch a ir cr a ft a long fligh t t r a cks d u rin g a n a ver a ge 24-h our per iod. These flight t ra cks a re cou pled with sepa r a t e t a bles con t a ined in t he da t a base of t he IN M which r ela t e to noise, dista nces, an d en gin e t hr ust for ea ch m a ke a nd m odel of a ircra ft t ype select ed. Com pu t er inpu t files for t h e n oise a n a lys is a ssu m ed im plem en t a t ion of t h e r ecom m en ded developm en t of t h e a ir por t a s id en t ified on t h e Air port La yout Dr a win g. A-3

Th e in p u t files con t a in op er a t ion a l d a t a , r u n wa y u t iliza t ion , a ir cr a ft fligh t t r a ck s, a n d fleet m ix a s pr oject ed in t h e pla n . Th e oper a t ion a l da t a a n d a ir cr a ft fleet m ix a r e su m m a r ized in Table A . For m or e det a iled inform at ion of th e aviat ion forecast s for Redbir d Air por t r efer t o Ch a pt er Two, Avia t ion Dem a n d F or eca st s. TABLE A Av i at io n F o re c a s t Su m m a r y Re db ird Airp ort Ty p e o f Op e r a t io n IT IN E R A N T O P E R AT IO N S Single En gine P iston Mu lt i-E n gin e P ist on Tu r bop rop Bu sin ess J et H elicopt er Tot a l I t in er a n t L OC AL OP ER AT IO N S Single En gine P iston Mu lt i-E n gin e P ist on Tot a l Loca l Tot a l Oper a t ion s 65,601 7,290 72,891 107,795 117 180 13,020 130,200 210,600 19,754 4,600 3,290 2,000 5,260 34,904 37,700 11,310 11,310 5,000 15,080 80,400 1999 Lo n g Te rm

Ot h er im p or t a n t in p u t s in t o t h e pr ogr a m include th e ru nwa y use percent ages an d per cen t a ge of day a nd n ight opera tions. Basis a s su m p t ion s u sed a s in p u t to the IN M a r e p res en t ed in Table B . Th e r u n wa y u se per cen t a ges cons ider ed t h e pr im a r y r u n wa y wa s u t ilized by t h e m a jor it y of m edium a n d la r ge air cr a ft . The u ltim a t e n oise con t ou r r eflect s a h igher u t iliza t ion of t h e cr osswin d by lar ger a ir cr a ft t h a n a s su m ed for t h e cu r r en t con t ou r a s su m in g t h e ext en sion occu r s. Th e m a jor it y of t h es e a ir cr a ft , h owever , will con t in u e t o u t ilize Ru n wa y 13-31. I t wa s a ssu m ed t h a t 60 per cen t of t h e loca l, or t ou ch -a n d-go t r a ffic u t ilized Run wa y 17-35 a n d 40 per cen t u t ilized Run wa y 13-31.

A-4

TABLE B N o i se Con tou r In p u t D ata Re db ird Airp ort R u n w a y Us e P e rc e n ta g es Ty p e o f Op e r a t io n 1999 Sin gle/Mult i-E n gin e H elicopt er Tu r bopr op, Busin ess J et Lon g Ter m Sin gle/Mult i-E n gin e H elicopt er Tu r bopr op, Busin ess J et 20% 20% 35% 25% 25% 55% 30% 30% 5% 25% 25% 5% 20% 20% 40% 25% 25% 60% 30% 30% 0% 25% 25% 0% 13 31 17 35

D a y a n d N i g h t O p e ra t i o n P e r c e n t a g e Op e r a ti o n Ty p e I t in er a n t Loca l Day 95.00% 98.00% N ig h t 5.00% 2.00%

Res ults o f the N oise Ana lysis Consider in g exist in g op er a t ion a l a ct ivit y, t h e 65 DNL n oise con t ou r en com pa sses a ppr oxim a t ely 0.3181 s qu a r e m iles, fu lly con t a in ed wit h in exist in g a ir port pr oper t y a s d ep ict ed on E xh ib it A . Consider in g pr oject ed u lt im a t e oper a t ion a l a ct ivit y, t h e 65 DNL n oise con t ou r en com pa sses a ppr oxima t ely 305 a cr es or 0.472 squa r e m iles a s d ep ict ed on Exh ibit B . Th e p rim a r y r ea s on for t h e in cr ea se is du e t o increa sed u se of t h e a irport by cor por a t e a ircra ft . The u ltim a t e 65 DNL con t ou r wou ld exten d beyon d a irport pr oper t y on ly sou t h of Ru n wa y 35.

COMP ATIB LE LAN D U S E F eder a l Avia t ion Regu la t ions (F .A.R.) P a r t 150 r ecom m en ds gu idelin es for pla n n in g la n d u se com pa t ibilit y wit h in va r iou s levels of a ir cr a ft n oise exposu r e a s su m m a r ized on Ex h i b it C . As th e na me indicat es, th ese ar e guidelines on ly; F .A.R. P a r t 150 explicitly sta tes t ha t det erm ina tions of noise compa tibility a nd r egula tion of lan d use ar e pur ely local responsibilities.

A-5

Ba sed u pon t h e r esu lt s of t h e n oise m odelin g effor t s, t h e 65 DNL n oise con t ou r is expect ed to slightly extend sout h of a ir por t pr oper t y. Cu r r en t ly, t h e a r ea s ou t h of t h e a ir por t is a public park. It is assumed tha t t his ar ea will remain a par k a nd w ill be com pa t ible. Th e pr im a r y goa l of com pa t ible la n d u se p la n n in g is t o a ch ieve a n d m a in t a in com pa t ibilit y bet ween t h e a ir por t a n d it s su r r ou n din g com m u n it y. I n h er en t in t h is goa l is th e assu ra nce t ha t t he a irport ca n m a int a in or expan d it s size an d level of op er a t ion s t o sa t isfy exist in g a n d fu t u r e a via t ion dem a n d. Th e pr ot ect ion of t h e invest m en t in a fa cilit y s u ch a s a n a ir por t is of grea t im por t a n ce. At t h e sa m e t im e, a p er son wh o lives, works, or owns p r oper t y n ea r a n a ir port sh ould be a ble t o enjoy t h e loca t ion wit h ou t in fr in gem en t by n ois e or ot h er a d ver se im p a ct s of t h e a ir por t .

S OCIAL IMP ACTS Socia l impacts kn own t o resu lt from a irport improvemen t pr ojects a re oft en a ssociat ed wit h t h e r eloca t ion of r esiden ces a n d bu sin esses or ot h er com m un ity disru ptions. P r im a r y developm en t of t h e pr oposed im pr ovem en t s a t Redbir d Airport is n ot expect ed t o r esu lt in t h e r eloca t ion or r em ova l of a r esiden ce or business. If t h e pa r a llel r u n wa y were const ru ct ed, a t lea st one r esidence would n eed to be acquired or r eloca t ed. Th e pr oposed la n d a cqu isit ion a s a pa r t of a ir por t developm en t is on ly a viga t ion a l ea sem en t . Th e a cqu isition of ea sem en t will n ot r equ ire t h e displa cem en t of r esiden t s or bu sin esses. Th e pr oposed developm en t a n d a ssocia t ed la n d a cqu isit ion a r e n ot a nt icipat ed t o divide or disr u pt a n est a blish ed com m u n it y, int er fer e wit h or der ly pla n n ed developm en t , or cr ea t e a sh ort -t er m , a ppr eciable ch a n ge in em ploym en t . FAA Or d er 5050.4A pr ovides th a t wh er e t h e r eloca t ion of a r esiden ce, bu sin ess, or fa r m la n d is in volved, th e pr ovision s of t h e U n ifor m R e loc a t i on Assi st a n c e a n d R ea l P r op er t y Acq u i si t i on P ol i ci es Ac t of 1970 (UR AR P AP A) mu st be m et . The Act r equ ir es t h a t h om e own er s a n d t en a n t s be offer ed a ss ist a n ce in fin din g a n ew h om e or n ew s it e, a n d in r eloca t ion cost s. Reloca t ion a ss ist a n ce in clu des h elp in fin din g a com pa r a ble r epla cem en t dwellin g which m eet s t h e F AAs decen t , sa fe, a n d s a n it a r y cr it er ia a nd in m oving cost s. Due t o t he developing na t ur e of t he Da lla s a rea a nd t he p res en ce of similar propert ies or h omes, it is expect ed t h a t h omeowner s a ffected by t h e im plem en t a t ion of t h e developm en t pr ogr a m would be a ble t o fin d com pa r a ble h ou sin g or la n d wit h in t h e Da lla s a r ea . F AA Or der 5050.4A a lso pr ovides t h a t if bu sin esses or fa r m oper a t ion s wou ld be r eloca t ed a s a r esu lt of a n a irport -r elat ed pr oject , URARPAP A wou ld a gain a pply. Th e Act r equ ir es t h a t t h e own er of t h e bu sin ess or fa r m oper a t ion s also be offer ed assista nce in finding a locat ion a nd r eesta blishing the business. If a n y p r oject s r equ ir e a cqu isit ion of la n d, t h e Cit y of Da lla s will n eed t o com ply wit h FAA Ad v i sor y Ci r cu l a r 150/5100-17, La n d Acq u i si t i on a n d R el oca t i on A-6

99MP12-A-12/7/00

LEDBETTER BLVD.

LEGEND
Existing Airport Property Line Existing DNL Noise Contours

HAMPTON RD.

Note: DNL - Average Day-Night Noise Level

LOVEBIRD LN.

75

REDBIRD LANE

MA

70

RV

IN

65

D.

LO

VE

FR

EE

WA

Y(

U.

S.
REDBIRD CENTER

HIG
WEST MORELAND

HW

AY

67

NORTH

1000

2000

SCALE IN FEET

Exhibit A EXISTING NOISE EXPOSURE CONTOURS

99MP12-B-12/8/00

LEDBETTER BLVD.

LEGEND
Existing Airport Property Line Building Restriction Line (BRL)

HAMPTON RD.

Existing Runway Protection Zone Ultimate Runway Protection Zone Ultimate Pavement/Roads FBO Parcel Ultimate Buildings

75 70 65

DNL Noise Contours

Note: DNL - Average Day-Night Noise Level

LOVEBIRD LN.

REDBIRD LANE

MA

RV

IN

D.

LO

VE

FR

EE

WA

Y(

U.

S.
REDBIRD CENTER

HIG
WEST MORELAND

HW

AY

67

NORTH

1000

2000

SCALE IN FEET

Exhibit B 2020 NOISE EXPOSURE CONTOURS

99MP12-C-12/8/00

LAND USE
RESIDENTIAL
Residential, other than mobile homes and transient lodgings Mobile home parks Transient lodgings

Yearly Day-Night Average Sound Level (DNL) in Decibels

Below 65 65-70
1

70-75
1

75-80

80-85

Over 85

Y Y Y

N N N

N N N
1

N N N

N N N

N N
1

PUBLIC USE
Schools Hospitals and nursing homes Churches, auditoriums, and concert halls Government services Transportation Parking

Y Y Y Y Y Y

N N N 30 Y Y
3 3

N N N N Y Y
4 4

N N N N Y
4

25 25 Y Y Y

30 30 25 Y Y
2 2

COMMERCIAL USE
Offices, business and professional Wholesale and retail-building materials, hardware and farm equipment Retail trade-general Utilities Communication

Y Y Y Y Y

Y Y Y Y Y

25 Y
2

30 Y
3

N Y
4

N N N N N

25 Y
2

30 Y
3

N Y
4

25

30

MANUFACTURING AND PRODUCTION

Manufacturing, general Photographic and optical Agriculture (except livestock) and forestry Livestock farming and breeding Mining and fishing, resource production and extraction

Y Y Y Y Y

Y Y Y Y Y
6 6

N N Y
8

25 Y Y Y
7 7

30 Y
8

N Y
8

N Y

N Y

N Y

RECREATIONAL
Outdoor sports arenas and spectator sports Outdoor music shells, amphitheaters Nature exhibits and zoos Amusements, parks, resorts, and camps Golf courses, riding stables, and water recreation

Y Y Y Y Y

N N N N 30

N N N N N

N N N N N

N Y Y Y

N N Y 25

The designations contained in this table do not constitute a Federal determination that any use of land covered by the program is acceptable under Federal, State, or local law. The responsibility for determining the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the local authorities. FAA determinations under Part 150 are not intended to substitute federally determined land uses for those determined to be appropriate by local authorities in response to locally determined needs and values in achieving noise compatible land uses. See other side for notes and key to table.

Exhibit C LAND USE COMPATIBILITY GUIDELINES

99MP12-C-12/8/00

KEY
Y (Yes) N (No) Land Use and related structures compatible without restrictions. Land Use and related structures are not compatible and should be prohibited. Noise Level Reduction (outdoor to indoor) to be achieved through incorporation of noise attenuation into the design and construction of the structure. Land Use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 dB must be incorporated into design and construction of structure.

NLR

25, 30, 35

NOTES
1 Where the community determines that residential or school uses must be allowed, measures to achieve outdoor to indoor Noise Level Reduction (NLR)of at least 25 dB and 30 dB should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide a NLR of 20 dB, thus, the reduction requirements are often stated as 5, 10, or 15 dB over standard construction and normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will not eliminate outdoor noise problems. Measures to achieve NLR of 25 dB must 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. Measures to achieve NLR of 30 dB must 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. Measures to achieve NLR of 35 dB must 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. Land use compatible provided special sound reinforcement systems are installed. Residential buildings require a NLR of 25. Residential buildings require a NLR of 30. Residential buildings not permitted.

6 7 8

Source: F.A.R. Part 150, Appendix A, Table 1.

Exhibit C (Continued) LAND USE COMPATIBILITY GUIDELINES

A ssi st a n c e for Ai r p or t Im p r ov em e n t P r og r a m A ssi st ed P r o jec ts . Th is docu m en t descr ibes t h e pr ocess n ecessa r y t o com ply wit h URARP AP A.

IN D U CED S OCIOECON OMIC IMP ACTS In du ced socioeconomic impacts addr ess th ose secon da r y im p a ct s t o s u rr ou n d in g com m u n it ies r es u lt in g fr om t h e pr oposed developm en t , in clu din g s h ift s in p a t t er n s of popu la t ion m ovemen t a n d growth , public ser vice dem a n ds, an d cha nges in bu siness a n d econ om ic a ct ivit y to th e exten t influ en ced by t h e a ir port developm en t . Accor din g t o FAA Order 5050.4A , In du ced im pa ct s will n or m a lly n ot be significa n t except wh er e t h e a r ea a lso h a s significa n t imp a ct s in ot h er ca t egor ies, especially noise, la n d u se or dir ect socia l im pa cts. Sign ifica n t sh ift s in pa t t er n s of popu la t ion m ovem en t or gr owt h or pu blic ser vice dema nds a r e n ot a n t icipa t ed a s a r esu lt of t h e pr oposed developm ent . It is expect ed, h owever , t h a t t h e pr oposed n ew a ir por t developm en t wou ld pot en t ia lly in du ce posit ive socioecon om ic impacts for t he comm un ity over a period of year s. Th e a ir port , wit h expa n ded facilities an d services would be exp ected t o a t t r a ct a ddit ion a l u ser s. It is expect ed t o en cou r a ge t ou r is m , in d u st r y, a n d t r a de a n d t o en h a n ce t h e fu t u r e gr owt h a n d expa n s ion of t h e com m u n it y's econ om ic ba se. F u t u r e socioecon om ic im pa ct s r es u lt in g fr om t h e pr oposed developm en t wou ld be expect ed t o be pr im a r ily posit ive in n a t u r e.

AIR QU ALITY Th e feder a l gover n m en t h a s es t a blish ed a set of h ea lt h -ba sed a m bien t a ir qu a lit y sta nda rds (NAAQS) for t he following six pollut an ts: ca r bon m onoxide (CO), nit r ogen dioxide (NO x ), sulphu r dioxide (SO x), ozon e, lea d, an d P M10 (pa r t icu lat e m a t t er of 10 m icr on s or sm a ller ). Cu r r en t ly, on ly a ir por t s in n on a t t a in m ent a nd m a in t en a n ce a r ea s mu st m eet t h e r equ ir em en t s of t h e Gen er a l Confor m it y Ru le pr ovided in t h e F eder a l Clea n Air Act ; a ir por t s in a t t a in m en t a r ea s a r e a ssu m ed t o con for m . Accor din g t o cor r espon den ce r eceived fr om t h e Texa s Na t u r a l Resou r ce Cons er va t ion Comm ission (TN RCC), Da lla s is in a t t a in m en t for ca r bon m on oxide (CO), nit r ogen dioxide (NO x ), sulphu r dioxide (SO x) a s design a t ed by E P A pu r su a n t t o Sect ion 107 of t h e Clea n Air Act , h owever , is n ot in a t t a in m en t for ozon e em iss ion. Accordin g t o cor r es pon d en ce r eceived fr om t h e Texa s Na t u r a l Resou r ce Con ser va t ion Comm ission (TN RCC), Da llas Coun t y is clas sified a s a severe ozone non a t t a inm en t a r ea ; t h er efor e, Gen er a l Con for m it y r u les do a pply. Beca u se t h e a irport a r ea is in n on a t t a in m en t for ozon e, a Gen er a l Con for m ity An a lysis m a y be requ ired before r eceiving federa l fun ds for pr oposed pr oject s r equ irin g NE P A a ppr oval. The TN RCC indica t ed t h a t t h ey would n eed t o r eview t h e em ission t ot a ls befor e clear in g a pr oject . A det er m in a t ion will be m a de u pon com pa r ison of t h e n o a ct ion a n d t h e pr oposed a ct ion .

A-7

Als o, t h e pr oposed developm en t pla n wou ld r esu lt in sh or t -t er m a ir em ission s r esu lt in g fr om t h e a ct u a l con st r u ct ion a ct ivit ies. Du r ing con st r u ct ion of pr oposed developm en t item s, st eps sh ou ld be ta ken t o m inim ize t h e a m ou n t of pa r t icu la t e m a t t er (du st ) gen er a t ed, in clu din g in ciden t a l em ission s cau sed by st r on g win ds, a s well a s t r a ck in g of dirt off t h e con st r u ct ion sit es by m a ch iner y an d t r u cks. P er m its m a y be r equ ired for a n cilla r y con st r u ct ion fa cilit ies su ch a s con cr et e or a sph a lt ba t ch pla n t s in volved in t h e im pr ovem en t pr oject s.

WATER QU ALITY Air por t a ct ivit ies ca n h a ve a m a jor im pa ct on wa t er qu a lit y. Th e Clea n Wa t er Act pr ovides th e au th ority to esta blish wat er qua lity sta nda rds, con t r ol disch a r ges in t o su r fa ce a n d su bsu r fa ce wa t er s, develop wa st e m a n a gemen t t r ea t m en t plans, an d issue perm its for discha rges an d for dr edged or fill ma ter ials. Const r u ct ion of t h e pr oposed improvemen ts will result in a n increa se in im per m ea ble su r fa ces a n d a r esu ltin g incr ea se in s u r fa ce r u n off fr om bot h lan dside an d a irside facilities. Th e pr oposed developm en t m igh t r esu lt in sh or t -t er m imp a ct s on wa t er qu a lit y, pa r t icu la r ly s u spen ded sedim en t s, du r in g a n d sh or t ly a ft er pr ecip it a t ion event s du r ing t h e con st r u ct ion ph a se. Recom m en da t ion s esta blished in F AA Advisor y Circula r 150/5370-10 S tan d ard s for S pecifyin g Con stru ction of Airports, Item P-156, T em porary Air and Water Pollu tion, S oil E rosion an d S iltation Con trol sh ou ld be incor por a t ed in pr oject design specifica t ion s to mitigat e poten tia l impa cts. These stan dar ds in clu d e t em p or a r y m ea su r es t o con t r ol wat er pollu t ion , s oil er osion , a n d silta t ion t h r ou gh t h e u se of fiber m a t s, gr a vel, m u lch es, slope dr a in s, a n d ot h er er osion con t r ol m et h ods. In a ccor da n ce wit h Sect ion 402(p) of t h e Clean Water Act , a N ational Pollu tion Disch arge E lim ination S ystem (N P DE S ) Gen er a l P er m it is requ ir ed fr om t h e E n vir on m en t a l P r otect ion Agen cy. NP DES r equirement s apply to indust rial facilities, in clu din g a ir por t s a n d a ll con s t r u ct ion p roject s t h a t d is t u r b five or m or e a cres of lan d. Wit h r ega r d t o con st r u ct ion a ct ivit ies, t h e Cit y of Da lla s a n d a ll a pplica ble con t r a ct or s will n eed t o com ply wit h t h e r equ irem en t s a n d pr ocedu r es of t h e NP DE S Gen er a l P er m it , in clu din g t h e pr epa r a t ion of a N otice of I n ten t a n d a S torm w ater Pollu tion Prevent ion Plan , pr ior t o t h e in it ia t ion of pr oject con st r u ct ion a ct ivit ies. Th e con s t r u ct ion p rogr a m , a s well a s sp ecific ch a r a ct er is t ics of p roject d es ign , s h ou ld in cor por a t e B est M an agem en t Practices (BMP s ) t o r ed u ce er osion , m in im ize s ed im en t a t ion , con t r ol non-storm wa t er disch a r ges, a n d pr ot ect t h e qu a lit y of su r fa ce wa t er fea t u r es pot ent ially a ffect ed. BMPs a re defined a s n on st r u ct u r a l a n d st r u ct u r a l pr a ct ices t h a t pr ovide t h e m ost efficien t a n d pr a ct ica l m ea n s of r edu cin g or pr even t in g pollu t ion of s t or m wa t er . Th e s elect ion of t h ese pr a ct ices a t Redbir d Airport sh ou ld be ba sed on t h e sit es ch a r a ct er ist ics a n d focu s on t h ose ca t egor ies of er osion fa ct or s A-8

wit h in t h e con t r a ct or 's con t r ol, inclu din g: (1) con st r u ct ion schedu lin g, (2) limit in g exposed a r ea s, (3) r u n off velocit y r edu ct ion , (4) sedim en t t r a ppin g, a n d (5) good h ou s ek eep in g pr a ct ices. In spections of t h e con st r u ct ion sit e a n d a ssocia t ed r eport in g m a y be requ ired. Th e con st r u ct ion a ct ivit ies a ssocia t ed wit h a ir port developm en t m a y r equ ir e a per m it issu ed u n der Sect ion 404 of t h e Clea n Wa t er Act . A 404 per m it wou ld be r equ ir ed for t h e disch a r ge of dr edged or fill m a t er ia l in t o t h e wa t er s of t h e Un it ed S t a t es, in clu din g a d ja cen t wet la n ds . A ju r isdict ion a l delin ea t ion (com plet ed by t h e Cor ps of En gineers) is r equ ir ed t o det er m in e if a per m it is r equ ir ed. P r ior t o a n y con st r u ct ion a ct ivit ies, t h e Cit y of Da lla s should obta in a jur isdict iona l delinea t ion of wetlan ds a n d wa t er s of t h e U.S. from t he Corps of En gineers. Spills, lea k s a n d ot h er r elea s es of h a za r d ou s su bs t a n ces in t o t h e loca l environm en t a r e oft en a con cer n a t a ir port s du e t o fu el st or a ge, fu elin g a ct ivit ies a n d m a in t en a n ce of a ir cr a ft . St or m wa t er flow ing over im per m ea ble sur fa ces m a y pick u p pet r oleum pr odu ct r esidu es a n d, if n ot con t r olled, t r a n sport t h em off sit e. Also of cru cial concern would be spills or lea ks of su bst a n ces t h a t could filt er t h r ough t h e soils an d con t a m ina t e groun dwa t er r esou r ces. As growth in a via t ion a ct ivit y occu r s, a ddit ion a l fu el st or a ge fa cilit ies will be necessar y. Fu el stora ge facilities mu st be designed, con st r u ct ed a n d m a in t a in ed in com plia n ce wit h F eder a l, St a t e a n d loca l regula tions, a n d m u st be r egist er ed with TNRCC. Thes e r egula t ion s in clud e sta nda r ds for u n der gr ou n d st or a ge t a n k con st r u ct ion m a t er ia ls, t h e in st a lla t ion of leak or spill det ect ion devices, an d r egula t ion s for st or m wa t er disch a r ge. Th e a ir por t cu r r en t ly h a s on e a bove gr ou n d a n d on e below gr ou n d fu el st ora ge facilit y. Th e u n der groun d st or a ge fa cilit ies which h a ve been t est ed. The t est s in dica t e n o con t a m in a t ion . A wa st ewa t er per m it m a y be r equ ir ed for t h e pr oposed a ir cr a ft wa sh fa cilit y. Addit iona lly, pr e-t r ea t m en t of t h e wa st e wa t er fr om t h e wa sh fa cilit y ma y be requ ired pr ior t o disch a r ge.

D EP ARTME N T OF TR AN S P OR TATION ACT, S ECTION 4(F ) LAN D S P a r a gra ph 47e, FAA Order 5050.4A pr ovides t h e following. (7)(a) "S ection 4(f) provid es th at t h e S ecretary sh all not approve any program or project w h ich requ ires th e u se of an y pu blicly-ow n ed lan d from a pu blic park , recreation area, or w ild life an d w aterfow l refu ge of n ationa l, state or local sign ifican ce, or an y lan d from an h istoric site of national, state or local sign ifican ce as d eterm in ed by th e officials h avin g jurisd iction th ereof u n less th ere is n o fea sible a n d p ru d en t alt ern a tiv e t o t h e use of such lan d an d su ch program in clud es all possible plan n in g to m in im ize harm ." A-9

(7)(b) "...Wh en th ere is n o ph ysical tak in g but th ere is th e possibility of u se of or ad verse impacts to S ection 4(f) land, the FAA m ust d eterm ine if the activity associated w it h th e proposal conflicts with or is com patible w ith th e norm al activity associated w ith th is lan d . T h e proposed action is com pat ible if it w ou ld n ot affect the norm al activity or aesth etic valu e of a pu blic park, recreation area, refu ge, or h istoric site. Wh en so con stru ed , th e action w ou ld n ot con stitu te u se an d w ould n ot, th erefore, in voke S ection 4(f) of th e DOT Act." Th e on ly proposed a irpor t developm en t wh ich cou ld im pa ct Sect ion 4(f) pr oper t ies is t h e s ou t h er ly exten sion of Ru n wa y 17-35. The pla n n ed exten sion wou ld place th e r u n wa y protection zone (RPZ) with in Bolder Pa rk. Du e t o t h e lower eleva t ion of t h is pr oper t y, t h e pla n does n ot ca ll for a cqu irin g an y of t h e pa r ks la n d. Th e a r ea u n der n ea t h t h e RP Z a n d t h e m a jor it y of t h e pa r k is h ea vily wooded a n d is n ot con du cive to att ra cting a congregat ion of people. Also, th e ultima te n oise exposur e con t ou r s depict ed on E xhibit B indica t e th a t t he 65 DNL would ext en d t o t h e p a r k. Th is will n eed t o be addressed in t h e en vir on m en t a l a ssessm en t for t h e r u n wa y ext en sion .

HIS TOR IC, AR CH ITE CTU RAL, ARCH AEOLOGICAL AND CULTURAL RESOURCES Th e Texa s St a t e H ist or ic Pr eser va t ion Officer (SH P O) wa s con t a ct ed r ega r din g t h e pot en t ia l pr esen ce of cu ltu r a l resour ces with in t h e a r ea of t h e pr oposed developm en t . In t h eir r espon se, th e SH P O st a t ed "Ou r files sh ow th a t t h er e h a ve been n o cu lt u r a l r esou r ces su r veys in t h e Redbir d a ir port vicin it y. We do not feel t h a t con s t r u ct ion in pr eviou sly developed a r ea s of t h e a ir por t is likely t o a ffect h ist or ic pr oper t ies. We ca n n ot com m en t on n ew con s t r u ct ion in p reviou s ly u n d evelop ed a r ea s u n t il m or e det a iled loca t ion infor m a t ion ca n be out lin ed on a 7.5' t opogra ph ic sh eet . On ce pla n s becom e specific a n d a r e r ea died , th e Cit y sh ou ld con t a ct SH P O wit h specific pla n s.

BIOTIC COMMUNITIES AND THREATENED AN D EN D AN GE RED S P ECIE S OF F LOR A AN D F AU N A As par t of th is eva lu a t ion , t h e U.S . Depa r t m en t of t h e In t er ior , F ish a n d Wildlife Ser vice (U SF WS) a n d t h e Texa s P a r k s a n d Wildlife Depa r t m en t wer e con t a ct ed t o request in for m a t ion r ega r din g pot en t ia l im pa ct s t o t h r ea t en ed or en da n gered species, species of specia l con cer n , or h a bit a t a r ea s of con cer n . In t h eir r es pon s e, t h e US F WS noted t wo (3) feder a lly-listed t h r ea t en ed or en da n gered species with in Da llas Coun t y. US F WS indica t ed t h a t it is u n likely t h a t t h ese species will be a dver sely imp a ct ed by pr oposed developm en t a t t h e a ir por t . Texa s P a r ks a n d Wildlife Depa r t m en t in dica t ed t h a t pr oposed a ct ivit y in dica t es m in im a l im pa ct t o fish a n d wildlife, but does not include occur ren ces of enda ngered, th rea ten ed, or oth erwise ra re species. A-10

P r ior t o a ny developm ent , a biologica l sur vey ma y be needed to eva lu a t e t h e t yp es of n a t ive veget a t ion t o be dist u r bed by t h e pr oposed developm en t a n d t o det er m in e whet her a ny impa ct s t o t he a bove referen ced species would be an t icipat ed.

COASTAL MAN AGEMEN T P ROGRAM AND COASTAL BAR RIER S Th e pr oposed developm en t of Redbir d Air por t is n ot loca t ed wit h in t h e ju r isdict ion of a St a t e Coa st a l Man a gemen t P r ogra m . The Coa st a l Zon e Ba r r ier r esou r ces syst em con sist s of u n developed coa st a l ba r r ier s a lon g t h e Atla n t ic a nd Gu lf Coast s. These r esou r ces a r e well ou t side of t h e sph er e of in flu en ce of t h e a ir por t a n d it s vicinit y, a n d do n ot a pply t o t h e pr oposed developm en t . This wa s con firm ed by t h e Texa s Gen er a l La n d Office, wh ich in dica t ed th at th e City of Dallas is not in th e Texas Coast al Ma n a gem en t P r ogr a m (CMP ) bou n d a r y.

WILD AN D S C E N IC R IVE R S Th e pr oposed developm en t of Redbird Air por t is n ot loca t ed wit h in t h e vicin it y of a designa t ed wild a n d scen ic r iver . No imp a ct s t o wild an d scen ic r iver s is a n t icipa t ed a s a r esu lt of t h e pr oposed a irport developm en t .

WATE R S OF TH E U .S ., IN CLU D IN G WE TLAN D S P r ior to any developmen t a ctivities, th e City of Dallas sh ould request a ju r isdict ion a l delin ea t ion fr om t h e U.S. Ar m y Cor ps of E n gineer s for t h e developm en t a r ea in clu din g t h e fu t u r e pr oposed a ir por t pr oper t y. Th is d elin ea t ion would iden t ify an y wa t er s of t h e U.S., in clu din g wet la n ds a n d in t er m it t en t st r ea m s, u n der jur isdict ion of t h is a gen cy. If th e pr oposed con st r u ct ion cou ld dir ect ly or in dir ect ly a ffect a n y wa t er s of th e U .S., t h e p roject m igh t r equ ir e a U.S. Ar m y Cor ps of E n gineer s per m it p er S ect ion 404 of t h e Clean Water Act . On -sit e in vest iga t ion in dicat ed t h e loca t ion of poten t ia l wet la n ds der ived fr om a ir por t dr a ina ge. The USF WS indicat ed th at review of th e Oak Cliff, Texas N a t ion a l Wet lan ds In vent or y ma p in dica t es severa l t r ibu t a r ies of Cr ow Cr eek , th eir a ssociat ed r ipa r ia n corr idors, a n d a fa irly hea vily wooded u p la n d a r ea t o t h e n or t h of t h e cu r r en t a ir por t foot prin t . The U SF WS recom m ends t ha t t he pr oposed a ir por t pr oject s be designed t o a void imp a ct ing t h e Crow Creek t r ibut a r ies, ripa r ian a r ea s, an d for est ed uplan ds. If impa ct becom es u n a voida ble, F eder a l policy provides t h a t t h ese losses be m it iga t ed t o r est or e lost h a bit a t va lu es of equ a l or gr ea t er va lu e t o fis h a n d wildlife resour ces.

A-11

F LOOD P LAINS Th e TN RCC wa s con t a ct ed r ega r din g floodpla in. The following wa s TN RCCs r espon se: It h a s been det er m in ed fr om a r eview of t h e in for m a t ion pr ovided t h a t a n Applica t ion for TN RCC Ap pr ova l of F lood pla in Develop m en t P r oject n eed n ot be filed wit h TN RCC. Ou r r ecor ds sh ow t h a t t he com m u n it y is a pa r t icipa n t in t h e N a t ion a l F lood In su r a n ce P r ogr a m a n d a s su ch h a s a F lood H a za r d P r even t ion Or din a n ce/Cou r t Or der . Accor din gly, ca r e sh ou ld be t a ken t o en su r e t h a t t h e pr oposed con st r u ct ion t a kes in t o a ccou n t t h e possible F lood H a za r d Area s wit h in t h e com m u n it ys floodpla in s. P lea se n ot ify t h e com m u n it y floodpla in a dm in ist r a t or t o en su r e t h a t a ll con st r u ct ion is in com plia n ce wit h t h e com m u n it ys F lood H a za r d P r even t ion Or din a n ce/Cou r t Or der .

F AR MLAN D Accor din g t o corr espon den ce r eceived fr om t h e U n it ed S ta t es Depa r t m en t of Agr icu lt u r e,..s u bject sit es wh ich r eceive a F a r m la n d Con ver sion Im pa ct Ra t in g t ot a l scor e of less th an 160 points a r e exempt fr om t h e r equ ir em en t s of t h e F a r m la n d P r ot ection Policy Act (FPP A). Sites with less th an 160 points a r e r ecogn ized a s fa r m la n d com m it t ed t o or a lr ea dy in u r ba n developm en t . P r oposed developm en t will n ot r equ ir e a cqu isit ion of far m la n d.

ENERGY SUP P LY AND NATURAL RESOURCES N o con cer n r ega r d in g exist in g en er gy pr odu ct ion fa cilit ies or k n own en er gy r es ou r ce su pplies wa s exp r essed by t h e a gen cies for t his proposed developm en t . A sligh t increa se in ener gy dema nd will lik ely occu r a s a r esu lt of t h e pr oposed pr oject . Addit ion a l electr icit y will be n eeded for t h e pr oposed r u n wa y an d t a xiway exten sions, n ew/r eloca t ed n a viga t ion ligh t s, t h e t er m in a l bu ildin g, h a n ga r s a n d pa r kin g a r ea s. In a ddit ion t o t h is elect r ic dem a n d, expen dit u res of ma npower , fuel, electr icity, chem icals, wa t er a n d ot h er for m s of en er gy will be n ecessa r y to con st r u ct t h e impr ovemen t s a n d to provide for m ain ten an ce an d opera tion of th e facilities.

LIGHT E MISS ION S Th e pr oposed ligh t in g im pr ovem en t s for t h e a irport include t h e inst a llat ion of ligh t ed a ir por t gu ida n ce a n d d ir ectiona l sign s, a n d m ediu m in t en sit y r u n wa y a n d t a xiwa y light in g on t h e p la n n ed ext en s ion s of bot h ru nwa ys and pa ra llel ta xiways. It is a lso a n t icipa t ed th at out door light ing would be insta lled with in t he aut omobile par kin g ar eas, a ir cr a ft p a r kin g a p r on a n d sur roun ding all ter mina l an d FBO buildings an d ha ngar s. Beca use of t he dista nce from t he a irfield to light -sen sit ive la n d uses, impa ct s a ssocia t ed wit h a n y n ew ligh t em ission s a r e n ot exp ect ed t o be sign ifica n t .

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S OLID WASTE Sligh t in cr ea ses in t h e gen er a t ion of s olid wa s t e a r e a n t icip a t ed a s a r es u lt of t h e pr oposed developm en t a n d overa ll growt h in a via t ion a ct ivit y. Beca u se la n dfills ca n a t t r a ct bir ds for feedin g, t h e locat ion of lan dfills near airports is n ot d esir ed. Norm a lly, la n dfills a r e discou r a ged wit h in a five m iles of a r u n wa y en d or with in 10,000-foot r a d iu s of jet a irport s a n d a 5,000-foot r a diu s of n on -jet a irport s. Ther e a r e n o la n dfills loca t ed wit h in a five m ile r a diu s of t h e a ir por t .

CON S TRU CTION IMP ACTS Const r u ct ion a ct ivit ies h a ve t h e pot en t ia l t o cr ea t e t em por a r y en vir on m en t a l im pa ct s a t a n a ir port . Th ese im pa ct s p r im a r ily r ela t e t o noise r esu lt in g fr om h ea vy con st r u ct ion equ ipm en t , fu git ive du st em ission s r esu lt in g fr om const ru ction a ctivities, a n d pot en t ial im pa ct s on wa t er qu a lity fr om r u n off a n d soil erosion fr om exposed sur faces. A t em pora r y in cr ea se in pa r t icu la t e em ission s a n d fugit ive du st m a y r esu lt fr om con st r u ct ion a ct ivit ies. The u se of t em por a r y dirt a ccess r oa ds would increa se t h e gen er a t ion of pa rticula tes. Dust cont rol measu res, such a s wat ering exposed soil ar eas, will n eed t o be im plem en t ed t o m in im ize t h is loca lized im pa ct . An y n ecessa r y clea r in g a n d gr u bbin g of con st r u ct ion a r ea s sh ou ld be con du ct ed in s ect ion s or sequ en ced t o m in im ize t h e a m ou n t of exp os ed soil a t a n y on e t im e. All veh icu la r t r a ffic s h ou ld be r est r ict ed t o t h e con st r u ct ion site an d esta blished roadwa ys. Th e pr ovisions con t a in ed in FAA Ad visory Circu lar 150/ 5370-10, S tan d ard s for S pecifyin g Con stru ction of Airports, T em porary A ir an d Water Pollu tion, S oil E rosion , a n d S iltation Con trol sh ould be in cor por a t ed in t o all pr oject sp ecifica t ions. Du r in g con s t r u ct ion , t em pora r y dik es, ba sin s, a n d dit ch es s h ou ld be u t ilized t o con t r ol soil er osion a nd sedimen t a t ion a nd prevent degr a da t ion of off-a irport su r fa ce wa t er qu a lit y. Aft er con s t r u ct ion is com p let e, s lop es a n d d en u d ed a r ea s sh ou ld be r eseeded t o a id in th e vegeta tion pr ocess.

C O N C LU S IO N
Based on t he r eview of corr esponden ce provided by var ious federa l, st a t e an d loca l a gencies, poten tia l environm ent al issues an d con s id er a t ion s a n t icip a t ed a s a r es u lt of t h e developm en t a n d oper a t ion of Redbir d Air por t h a ve been iden t ified. As a r esu lt of t h e NE P A pr ocess , mit iga t ion m ea su r es m a y be r ecom m en ded t o lim it t h e pot en t ia l im pa ct s r elat ed t o a n u m ber of t h ese r esou r ces in clu din g wa t er qu a lit y, wa t er s of t h e U.S., a r ch a eologica l a n d cu lt u r a l r es ou r ces, a nd biotic com m u n it ies a nd thr ea t en ed a n d en da n gered s pecies of flor a a n d fa u n a . P lea s e n ot e t h a t a s m or e specific in for m a t ion is gat her ed th rough a form al E A process, additiona l issues ma y arise.

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Appendix B GLOSSARY AND ABBREVIATIONS

Appendix B GLOSSARY

Included in the following pages are a number of terms with appropriate definitions to assist the reader in understanding the technical language included in this document. Air carrier: an operator which: (1) performs at least five round trips per week between two or more points and publish flight schedules which specify the times, days of the week and places between which such flights are performed; or (2) transport mail by air pursuant to a current contract with the U.S. Postal Service. Certified in accordance with Federal Aviation Regulation (FAR) Parts 121 and 127. Air taxi: An air carrier certificated in accordance with FAR Part 135 and authorized to provide, on demand, public transportation of persons and property by aircraft. Generally operates small aircraft for hire for specific trips. Air traffic control tower (ATCT): a central operations facility in the terminal air traffic control system, consisting of a tower, including an associated IFR room if radar equipped, using air/ground communications and/or radar, visual signaling, and other devices to provide safe and expeditious movement of terminal air traffic. Air route traffic control center (ARTCC): a facility established to provide air traffic control service to aircraft operating on an IFR flight plan within controlled airspace and principally during the enroute phase of flight. Airport Elevation: the highest point on an airports usable runway expressed in feet about mean sea level (MSL). Approach lighting system (ALS): an airport lighting facility which provides visual guidance to landing aircraft by radiating light beams by which the pilot aligns the aircraft with the extended centerline of the runway on his final approach and landing. Azimuth: horizontal direction or bearing; usually measured from the reference point of 0 degrees clockwise through 360 degrees. Base leg: a flight path at right angles to the landing runway off its approach end. The base leg normally extends from the downwind leg to the intersection of the extended runway centerline. Compass locator (LOM): a low power low/medium frequency radio-beacon installed in conjunction with the instrument landing system at one or two of the marker sites.

B-1

Displaced threshold: a threshold that is located at a point on the runway other than the designated beginning of the runway. Distance measuring equipment (DME): equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid. DNL: day-night noise level. The daily average noise metric in which that noise occurring between 10:00 p.m. and 7:00 a.m. is penalized by 10 times. Downwind leg: a flight path parallel to the landing runway in the direction opposite to landing. Duration: length of time, in seconds, a noise event such as an aircraft flyover is experienced. (May refer to the length of time a noise event exceeds a specified threshold level.) Enplaned passengers: the total number of revenue passengers boarding aircraft, including originating, stop-over, and transfer passengers, in scheduled and non-scheduled services. Fixed base operator (FBO): a provider of service to users of an airport. Such services include, but are not limited to, fueling, hangaring, flight training, repair and maintenance. General aviation: that portion of civil aviation which encompasses all facets of aviation except air carriers holding a certificate of convenience and necessity, and large aircraft commercial operators. Glide slope: electrical equipment that emits signals which provide vertical guidance by reference to airborne instruments during instrument approaches such as an ILS, or visual ground aids, such as VASI, which provide vertical guidance for a VFR approach or for the visual portion of an instrument approach and landing. Global positioning system (GPS): a navigational technology based on a constellation of satellites orbiting approximately 11,000 miles above the surface of the earth. Ground effect: the excess attenuation attributed to absorption or reflection of noise by man-made or natural features on the ground surface. Instrument approach: a series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing, or to a point from which a landing may be made visually. It is prescribed and approved for a specific airport by competent authority.

B-2

Instrument flight rules (IFR): rules governing the procedures for conducting instrument flight. Also a term used by pilots and controllers to indicate type of flight plan. Instrument landing system (ILS): a precision instrument approach system which normally consists of the following electronic components and visual aids: localizer, glide slope, outer marker, middle marker, and approach lights. Localizer (LOC): providing horizontal guidance to the runway centerline for aircraft during approach and landing by radiating a directional pattern of radio waves modulated by two signals which, when received with equal intensity, are displayed by compatible airborne equipment as an on-course indication, and when received in unequal intensity are displayed as an off-course indication. Localizer type directional aid (LDA): a facility of comparable utility and accuracy to a localizer, but is not part of a complete ILS and is not aligned with the runway. Medium intensity approach light system with runway alignment lights (MALSR): a 2,400-foot medium intensity approach lighting system (ALS) with runway alignment indicator lights (RAILs). It is an economy ALS system approved for Category I (200foot cloud ceilings and one-half mile visibility) approaches. Microwave landing system (MLS): an instrument approach and landing system that provides precision guidance in azimuth, elevation, and distance measurement. Missed approach: an instrument approach not completed by landing. This may be due to visual contact not established at authorized minimums or instructions from air traffic control, or other reasons. Non-directional beacon (NDB): a radio beacon transmitting non-directional signals that a pilot of an aircraft equipped with direction finding equipment can determine his/her bearing to or from the radio beacon and home on or track to or from the station. When the radio beacon is installed in conjunction with the instrument landing system market, it is normally called a compass locator. Nonprecision approach procedure: a standard instrument approach procedure in which no electronic glide slope is provided, such as VOR, TACAN, NDB, or LOC. Operation: a take-off or a landing. Outer marker (OM): an ILS navigation facility in the terminal area navigation system located four to seven miles from the runway edge on the extended centerline indicating to the pilot, that he/she is passing over the facility and can begin final approach.

B-3

Precision approach path indicator (PAPI): an airport lighting facility in the terminal area navigation system used primarily under VFR conditions. The PAPI provides visual decent guidance to aircraft on approach to landing through a single row of two to four lights, radiating a high intensity red or white beam to indicate whether the pilot is above or below the required approach path to the runway. The PAPI has an effective visual range of 5 miles during the day and 20 miles at night. Precision approach procedure: a standard instrument approach procedure in which an electronic glide slope is provided, such as ILS. Precision instrument runway: a runway having a existing instrument landing system (ILS). Reliever airport: an airport to serve general aviation aircraft which might otherwise use a congested air-carrier served airport. Runway end identification lights (REIL): an airport lighting facility in the terminal area navigational system consisting of one flashing white high intensity light installed at each approach end corner of a runway and directed toward the approach zone, which enables the pilot to identify the threshold of a usable runway. Runway Protection Zone (RPZ): an area off the runway end to enhance the protection of people and property on the ground. Runway Safety Area (RSA): a defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. Runway Threshold: the beginning of that portion of the runway available for landing. In some instances, the landing threshold may be displaced. Threshold Elevation: the elevation of the runway threshold, expressed in feet above mean sea level (MSL). Touch-and-Go Operations: aircraft executing simulated approaches or low passes at the airport. Touchdown Zone: the first 3,000 feet of runway beginning at the threshold. Vector: a heading issued to an aircraft to provide navigational guidance by radar. Victor airway: a control area or portion thereof established in the form of a corridor, the centerline of which is defined by radio navigational aids.

B-4

Visual approach: an approach wherein an aircraft on an IFR flight plan, operating in VFR conditions under the control of an air traffic facility and having an air traffic control authorization, may proceed to the airport of destination in VFR conditions. Visual approach slope indicator (VASI): an airport lighting facility in the terminal area navigation system used primarily under VFR conditions. It provides vertical visual guidance to aircraft during approach and landing, by radiating a pattern of high intensity red and white focused light beams which indicate to the pilot that he/she is above, on, or below the glide path. Visual flight rules (VFR): rules that govern the procedures for conducting flight under visual conditions. The term VFR is also used in the United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate type of flight plan. VOR/Very high frequency omnidirectional range station: a ground-based electronic navigation aid transmitting very high frequency navigation signals, 360 degrees in azimuth, oriented from magnetic north. Used as the basis for navigation in the national airspace system. The VOR periodically identifies itself by Morse Code and may have an additional voice identification feature. VORTAC/VHF Omnidirectional range/tactical air navigation: a navigation aid providing VOR azimuth, TACAN azimuth, and TACAN distance-measuring equipment (DME) at one site.

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ABBREVIATIONS

AGL: ALS: ARTCC: ATCT: DME: DNL: DW:

above ground level approach lighting system air route traffic control center air traffic control tower distance measuring equipment day-night noise level runway weight bearing capacity for aircraft with dual-wheel type landing gear runway weight bearing capacity for aircraft with dual-tandem type landing gear Federal Aviation Administration Federal Aviation Regulation fixed base operator global positioning system glide slope instrument flight rules (FAR Part 91) instrument landing system compass locator at middle marker ILS localizer compass locator at outer marker medium intensity approach lighting system with runway alignment lights

DTW:

FAA: FAR: FBO: GPS: GS: IFR: ILS: LMM: LOC: LOM: MALSR:

B-6

MLS: MM: MSL: NAVAID: NDB: OM: PAPI: SEL: SW:

microwave landing system middle marker mean sea level navigational aid non-directional beacon outer marker precision approach path indicator sound exposure level runway weight bearing capacity for aircraft with single-wheel type landing gear terminal radar approach control visual approach slope indicator visual flight rules (FAR Part 91) very high frequency very high frequency omnidirectional range (see VOR and TACAN)

TRACON: VASI: VFR: VHF: VOR: VORTAC:

B-7

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