City of Denton

DENTON
MUNICIPAL AIRPORT
AIRPORT
MASTER PLAN
D E N T ON AIR P OR T
D e n t o n , Te x a s
AIR P OR T MAS TER P LAN U P D ATE
Pr epa red By
Coffm a n Associ a t es
Ai r p or t Con su l t a n t s
Marc h 2003
TABLE OF CONTENTS
DEN TON AIRP ORT
D e n t o n , Te x a s
AIRP ORT MAS TER P LAN U P D ATE
Ch a p t e r On e
IN VEN TORY
IN TRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AI RP O RT SE T TIN G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loca t ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H is t or y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clim a t e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NP IAS CLASSI F ICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AI RP ORT F ACI LI TI E S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airside F a cilit ies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
La n dside F a cilit ies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F ixed Ba se An d Specia lt y Oper a t or s . . . . . . . . . . . . . . . . . . . . . . . .
ARE A AIRS P ACE AN D
AIR TRAF F IC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air sp a ce S t r u ct u r e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Term ina l Area And E nr out e Na vigat iona l Aids . . . . . . . . . . . . . . .
Air Rou t e Tr a ffic Con t r ol Cen t er (ARTCC) . . . . . . . . . . . . . . . . . . .
Loca l Air Tr a ffic Con t r ol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ar ea Air por t s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARE A L AN D U S E AN D ZONI NG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E xistin g Lan d U ses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P lan n ed La n d U ses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SOCIOE CONOMIC CH ARACTE RISTICS . . . . . . . . . . . . . . . . . . . . . . . .
P opu la t ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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1-1
1-2
1-2
1-2
1-2
1-4
1-5
1-5
1-7
1-8
. 1-9
1-10
1-10
1-12
1-12
1-12
1-14
1-14
1-15
1-16
1-16
Ch a p t e r On e ( Co n t in u e d )
E m p loym en t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
I ncom e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Ch a p t e r Tw o
AVIATION D EMAN D F OR ECAS TS
LOCAL SOCI OE CONOMIC F E ATU RE S . . . . . . . . . . . .
P opu la t ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E m p loym en t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Per Ca pita Persona l Income (PCPI) . . . . . . . . . . .
F ORE CASTI NG AP P ROACH . . . . . . . . . . . . . . . . . . . . .
NATIONAL AVIATION TREN DS . . . . . . . . . . . . . . . . . .
Genera l Avia t ion Tr ends . . . . . . . . . . . . . . . . . . . .
AIRP ORT SE RVICE ARE A . . . . . . . . . . . . . . . . . . . . . . .
Gen er a l Aviat ion Us er Su r veys An d Ser vice Ar ea
AVIATION F ORECASTS . . . . . . . . . . . . . . . . . . . . . . . . .
Ba sed Air cr a ft F or eca st s . . . . . . . . . . . . . . . . . . . .
Ba sed Air cr a ft F leet Mix P r oject ion . . . . . . . . . . .
An n u a l Op er a t ion s . . . . . . . . . . . . . . . . . . . . . . . . .
AIR TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MILITARY ACTIVITY . . . . . . . . . . . . . . . . . . . . . . . . . . .
P E AKIN G CH ARACTE RISTICS . . . . . . . . . . . . . . . . . . .
ANNUAL IN STRU ME NT AP P ROACH E S . . . . . . . . . . .
SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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2-2
2-2
2-3
2-4
2-4
2-5
2-6
2-7
2-7
2-11
2-11
2-18
2-19
2-20
2-20
2-20
2-21
2-22
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P r ocedu r es
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3-2
3-2
3-8
3-8
3-9
3-11
3-14
3-14
3-15
3-15
3-16
3-16
Ch a p t e r Th re e
AIR P OR T F ACILITY R EQU IRE MEN TS
AIRF IE LD REQU IRE MEN TS . . . . . . . . . . . . . . . . .
Air field Ca pa cit y . . . . . . . . . . . . . . . . . . . . . . .
Ru n wa y Or ien t a t ion . . . . . . . . . . . . . . . . . . . .
Air field P la n n in g Cr it er ia . . . . . . . . . . . . . . .
Cr it ica l Design Air cr a ft . . . . . . . . . . . . . . . . .
Ru n wa y Len gt h . . . . . . . . . . . . . . . . . . . . . . .
P a r a llel Ru n wa y . . . . . . . . . . . . . . . . . . . . . . .
Run way Widt h . . . . . . . . . . . . . . . . . . . . . . . .
Ru n wa y P a vem en t St r en gt h . . . . . . . . . . . . .
Ru n wa y S u m m a r y . . . . . . . . . . . . . . . . . . . . .
Ta xiwa ys . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Na viga t ion a l Aids An d In st r u m en t Appr oa ch
Ch a p t e r Th r e e (Co n t in u e d )
Airfield Safety St a nda rds . . . . . . . . .
Ligh t in g An d Ma r kin g . . . . . . . . . . .
Helipad . . . . . . . . . . . . . . . . . . . . . . .
Ot h er F a cilit ies . . . . . . . . . . . . . . . . .
LANDS IDE RE QUI RE MEN TS . . . . . . . . .
Air cr a ft S t or a ge 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 Bu ildin g
Au t om obile P a r k in g . . . . . . . . . . . . .
Air cr a ft Wa sh F a cilit y . . . . . . . . . . .
Avia t ion F u el St ora ge . . . . . . . . . . .
Au t om obile Access . . . . . . . . . . . . . .
ARF F F a cilit ies . . . . . . . . . . . . . . . . .
SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . .
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RE VIE W OF 1994 MASTE R P LAN . . . . . . . . . . .
I SS U E CON S IDE R AT IONS . . . . . . . . . . . . . . . . .
NON-DEVELOPMENT ALTERNATIVES . . . . .
No Act ion Alt er n a t ive . . . . . . . . . . . . . . . . .
S er vice F r om An ot h er Air por t . . . . . . . . . .
AI RF I E LD ALTE RN ATI VE S . . . . . . . . . . . . . . . .
Ru n wa y 17-35 Sa fet y Ar ea Det er m in a t ion
LAN DS IDE ALTE RN ATI VE S . . . . . . . . . . . . . . .
Ter m in a l Ar ea Consider a t ion s . . . . . . . . . .
La n dside Alter n a t ive 1 . . . . . . . . . . . . . . . .
La n dside Alter n a t ive 2 . . . . . . . . . . . . . . . .
SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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3-17
3-19
3-20
3-21
3-21
3-21
3-22
3-23
3-24
3-25
3-25
3-25
3-26
3-26
Ch a p t e r F o u r
ALTE R N A TIVE S
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4-2
4-3
4-5
4-5
4-6
4-7
4-7
4-15
4-15
4-17
4-17
4-18
RE COMME NDE D CON CE P T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airfield Design S t a nda rds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lan dside . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AI RP ORT LAYOU T P LAN SE T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F .A.R. Pa r t 77 Airspa ce P la n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In n er P or t ion Of The Appr oa ch Su r fa ce P la n . . . . . . . . . . . . . . . . . . . .
Ter m in a l Ar ea P la n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-1
5-2
5-6
5-7
5-7
5-9
5-9
Ch a p te r F iv e
AIR P OR T P LAN S
Ch a p t e r F i ve (Co n t in u e d )
On -Air port La n d U se P la n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
P r oper t y Ma p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
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 Term Im pr ovemen t s . . . . . . . .
Lon g Ter m I m pr ovem en 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 . . .
F IN ANCIN G OF DE VE LOP ME NT P ROGRAM
Oper a t ing Revenu es . . . . . . . . . . . . . . . . . . .
Oper a t ing E xpens es . . . . . . . . . . . . . . . . . . . .
F u t u r e Ca sh F low . . . . . . . . . . . . . . . . . . . . .
SU MMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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6-1
6-3
6-4
6-5
6-5
6-5
6-6
6-7
6-8
6-9
6-10
6-10
6-13
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. a ft er pa ge 1-2
. a ft er pa ge 1-6
. a ft er pa ge 1-8
a ft er pa ge 1-10
EXHIB ITS
1A
1B
1C
1D
LOCATION MAP . . . . . . . . . . . . . . . .
EXISTING AIRFIELD FACILITIES .
EXISTING LANDSIDE FACILITIES
AIRSP ACE MAP . . . . . . . . . . . . . . . . .
2A
2C
2D
U.S. ACTIVE GE NE RAL AVIATION
AIRCRAF T F ORECASTS . . . . . . . . .
DE NTON COUNTY RE GISTE RE D
AIRCRAF T P ROJ ECTI ONS . . . . . . .
BASE D AIRCRAF T F ORECASTS . . .
F ORE CAST SUMMARY . . . . . . . . . . .
. . . . . . . . . . . . . a ft er pa ge 2-14
. . . . . . . . . . . . . a ft er pa ge 2-16
. . . . . . . . . . . . . a ft er pa ge 2-22
3A
3B
3C
3D
AIRF IE LD CAP ACITY F ACTORS
WIND ROSE . . . . . . . . . . . . . . . . .
AIRP ORT REF E RE NCE CODES
RUNWAY SAFE TY CRITERIA . .
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2B
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. . . . . . . . . . . . . . a ft er pa ge 2-6
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. a ft er pa ge 3-2
. a ft er pa ge 3-4
a ft er pa ge 3-10
a ft er pa ge 3-18
E XH IB ITS (Co n t in u e d )
3E
3F
AIRF IE LD REQU IRE MEN TS . . . . . . . . . . . . . . . . . . . a ft er pa ge 3-22
LANDS IDE RE QUI RE MEN TS . . . . . . . . . . . . . . . . . . a ft er pa ge 3-26
4A
AL TE R N AT IVE D EVELOPMENT
CON S IDE R AT IONS . . . . . . . . . . . . . . . . . .
CU RRE N T CON DI TI ONS . . . . . . . . . . . . . .
ALTE RN ATI VE A . . . . . . . . . . . . . . . . . . . . .
ALTE RN ATI VE B . . . . . . . . . . . . . . . . . . . . .
ALTE RN ATI VE C . . . . . . . . . . . . . . . . . . . . .
LAN DS IDE ALTE RN ATI VE 1
P ARALLE L RUN WAY ARC B-II DE SIGN
TE RMI NAL ALTE RN ATI VE S . . . . . . . . . . .
LAN DS IDE ALTE RN ATI VE 2
P ARALLE L RUN WAY ARC D-II DE SIGN
4B
4C
4D
4E
4F
4G
4H
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. a ft er pa ge 4-4
. a ft er pa ge 4-8
a ft er pa ge 4-12
a ft er pa ge 4-14
a ft er pa ge 4-14
. . . . . . . . a ft er pa ge 4-18
. . . . . . . . a ft er pa ge 4-18
. . . . . . . . a ft er pa ge 4-18
5A
RE COMME NDE D CON CE P T . . . . . . . . . . . . . . .
AIRPORT LAY OUT PLAN S
COVE R S H E E T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AI RP ORT DATA S H E E T . . . . . . . . . . . . . . . . . . . . . . . . .
AI RP O RT LAYOU T DRAWI NG . . . . . . . . . . . . . . . . . . . .
P ART 77 AIRS P ACE D RAWI NG . . . . . . . . . . . . . . . . . . .
AP P ROACH S URF ACE P ROF ILE RUN WAY 17L I . . .
APP ROACH SURFACE PROFILE RUNWAY 17L II . . .
AP P ROACH S URF ACE P ROF ILE RUN WAY 35R
RUN WAY 17L-35R P ROF ILE . . . . . . . . . . . . . . . . . . . .
AP P ROACH S URF ACE P ROF ILE S RU NWAY 17R-35L
RUN WAY 17R-35L P ROF ILE . . . . . . . . . . . . . . . . . . . .
IN NE R P ORTION OF RUN WAY 17L AP P ROACH
S U RF ACE D RAWIN G . . . . . . . . . . . . . . . . . . . . . . . . . .
IN NE R P ORTION OF RUN WAY 35R AP P ROACH
S U RF ACE D RAWIN G . . . . . . . . . . . . . . . . . . . . . . . . . .
IN NE R P ORTION S OF RUN WAYS 17R-35L
AP P R OACH S U RF ACE DRAWI NG . . . . . . . . . . . . . . .
T E RMIN AL ARE A DRAWING . . . . . . . . . . . . . . . . . . . .
AIRP ORT LAND U SE MAP . . . . . . . . . . . . . . . . . . . . . . .
AIRP ORT P ROP E RTY MAP . . . . . . . . . . . . . . . . . . . . . .
6A
6B
6C
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a ft er
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
pa ge
5-10
5-10
5-10
5-10
5-10
5-10
. . . . a ft er pa ge 5-10
. . . . a ft er pa ge 5-10
. . . . a ft er pa ge 5-10
. . . . a ft er pa ge 5-10
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a ft er
a ft er
a ft er
a ft er
pa ge
pa ge
pa ge
pa ge
5-10
5-10
5-10
5-10
CAP ITAL IMP ROVE ME NT P ROGRAM . . . . . . . . . . . . a ft er pa ge 6-2
SH ORT TE RM DE VE LOP ME NT P ROGRAM . . . . . . . a ft er pa ge 6-4
IN TE RME DIATE & LON G TE RM
DE VE LOP ME NT P ROGRAMS . . . . . . . . . . . . . . . . . . a ft er pa ge 6-6
Ap p e n d i x A
EN VIR ON MEN TAL EVALU ATION
Ap p e n d i x B
E CON OMIC B E N E F IT AN ALYS IS
Ap p e n d i x C
S U P P OR T D OCU ME N TS
Ap p e n d i x D
GLOS S ARY AND ABB R EVIATION S
Chapter One
INVENTORY
Chapter One
INVENTORY
The inventory of existing conditions
at Denton Airport provides an overview
of the airport, its facilities, its role
in regional and national aviation
systems, and the relationship to development which has occurred around the
airport over the years. The information
outlined in this chapter will supply a
foundation from which to forecast future
facility needs.
The update of the master plan required
the collection and evaluation of information relating to the airport and
surrounding area, including the
following:
County, surrounding counties, the
Dallas
Primary
Metropolitan
Statistical Area (PMSA), the State of
Texas, and the United States.
• Population and socioeconomic information which provides an indication
of the market and possible future
development in Denton County and
the surrounding areas.
• Airport setting, including locale,
history, climate, jurisdiction, other
area airports, and previous studies.
• Physical inventories and descriptions
of facilities and services now provided by the airport.
• An overview of existing plans, studies, and trends to determine their
potential influence on the development of the airport master plan.
• Background information pertaining
to the City of Denton, Denton
1-1
Down t own Den t on is ju st 22 m iles fr om
Da lla s/F or t Wor t h In t er n a t ion a l Air port
(DF W), which is th e second bu siest
pa ssen ger a ir por t in t h e world . Th e Cit y
of Denton is also ser ved by Ka n sa s Cit y
Sout her n a nd U nion P acific ra il lines.
An a ccu r a t e a n d com plet e in ven t or y is
essen t ia l t o t h e su ccess of a m a st er
pla n . Th is infor m a t ion wa s obt a ined
t h r ou gh on -sit e in vest iga t ion s of t h e
a ir por t a n d in t er views wit h a ir por t
m a n a g e m e n t , a i r p or t t e n a n t s ,
r epr esen t a t ives of va r ious gover n m en t
a gencies, a n d r egion a l econ om ic
a gencies. In for m at ion wa s a lso obt a ined
fr om a va ila ble s t u dies con cer n in g t h e
airport including the pr evious Airp ort
Mas te r P la n (1994).
HISTORY
In Sept em ber 1943, th e City of Den t on
pu r ch a sed 550 a cr es of la n d on th e west
side of t h e city for t h e con s t r u ct ion of
Den t on Airport .
The a irport wa s
com p l e t e d i n 1 9 4 7 , occu p y i n g
a ppr oxim a t ely 523 a cr es wit h a sin gle
con cr et e r u n wa y, 4,150 feet in len gt h
a nd 150 feet in width .
AIR P O R T S ET T IN G
Th e following na rr a t ive describes the
set t in g of t h e Den t on Air por t wit h
r ega r d t o loca le, h is t or y, clim a t e, a n d
ot h e r p h y s i c a l a n d g e ogr a p h ic
cha ra cter istics.
Du r in g Wor ld Wa r II, t h e a ir por t wa s
u sed for con sider a ble t r a in in g a ct ivit y
by t h e N or t h Texa s St a t e College flying
sch ool. Th e a ir por t was a lso host t o on e
of only s even glid er sch ools in t h e
Un ited Sta tes.
LOCATION
Th e City of Den t on, Texas is situ a t ed
a ppr oxim a t ely 30 miles nor t h of t h e
Da lla s/F or t Wor t h Met r oplex, a lon g t h e
I-35 cor r idor . (Refer t o Ex h ib it 1A.)
On e of th e fast est growing cities in
Am er ica , Den t on is h om e t o t wo m a jor
un iversities: t h e U n iver sit y of N or t h
Texa s a n d Texa s Woma n ’s U n iver sit y.
Sin ce its init ial con st r u ct ion , Dent on
Air p or t h a s u n d e r g on e s e ve r a l
modificat ions. Ta ble 1A provides a
h is t or y of feder a l, st a t e, a n d city-fu n ded
a irport developm ent projects since 1972.
CLIMATE
Den t on Air por t is own ed a n d oper a t ed
by t he City of Dent on a nd lies en t ir ely
wit h in t h e city lim it s. Th e a ir por t is
on ly fou r m iles fr om t h e cen t r a l
business distr ict a nd 15 minu tes n ort h
of t h e Texas Mot or Speedwa y. Loca t ed
just west of I-35, t h e airport is also
ser ved by U.S. H ighwa y 380.
Wea t h er con dit ion s m u st be con sider ed
in t h e pla n n ing a n d developm en t of a n
a ir por t , a s da ily a ir cr a ft op er a t ion s a r e
effect ed by it. Temper a t u r e is an
im p or t a n t fa ct or in det er m in in g
r u n wa y len gt h r equ ir em en t s, a n d win d
dir ect ion a nd speed a r e u sed t o
1-2
01MP02-1A-2/26/03
Sherman
Gainesville
34
Carter
De
n
59
148
51
ton
289
50
L. Ray
Roberts
101
L. Bridgeport
L.
Lewisville
35
E
Gr
ap
e
vin
114
75
eL
ake
GrapeNorth
Richland vine
Haltom City Hills
Euless
51
Mineral Wells
Weatherford
Fort Worth
NORTH
Lake Fork
Res.
Dallas
80
20
Kaufman
287
Cranbury
171
35
W
Athens
Lake
Whitney
174
77
35
E
22
ROCK
HILL
RD
Palestine
84
RHOADS
RD
377
NEW HOPE RD
ROCK HILL RD
ARVIN HILL RD
DR. GRIFFIN
RD
426
K
MOSLEY RD
377
EE
MILL CREEK RD
35E
377
RYAN RD
ROBINSON RD
720
ROCKRUS
RD
SHADY SHORES RD
NOWLIN RD
JOHN
PAINE RD
HICKORY HILL RD
EDWARDS
RD
2181
35W
BRUSH CREEK
JOHNSON LN
RD
RD
UB
CL
RY
T
UN
CO
LLOYD
RD
288
HICKORY
CREEK RD
HARD
RD
35E
77
2181
LAKESHORE
CORBIN RD
77
424
POTTER SHOP RD
NAYLOR
RD
VER
WILD CAT RD
RI
TR
IN
ITY
75
Mexia
COLLINS RD
COP
155
84
TRINITY RD
380
DENTON
STRADER RD
OLD JUSTIN RD
FARRIS RD
77
KINGS
ROW
MAYHILL RD
2164
DR
288
ALLRED RD
ROBSON RD
171
HARTLEE FIELD RD
SH
ER
MA
N
LOVERS LN
MASCH BRANCH RD
JOHN PAINE RD
UNDERWOOD RD
H. LIVELY RD
ELM BOTTOM CIR
R C REEK
SWISHER
RD
C. WOLFE RD
H. LIVELY RD
SPRINGSIDE
RD
FLORANCE RD
ROBINSON RD
BLAIR RD
DENTON
MUNICIPAL
AIRPORT
1515
2449
EA
428
W. UNIVERISTY DR
TOM COLE RD
SKILES
SEABORN
RD
35
CORBIN
RD
RD
CAT
CHINN
RD
BONNIE BRAE RD
BARTHOLD
RD
HOPKINS RD
EGAN RD
NAIL RD
RADECKE RD
MITCHELL RD
156
C R E EK
CR
JIM CHRISTAL RD
T.N.
TIM DONALD RD
AM
GANZER RD
MASCH
BRANCH
RD
Richland
Cr. Res.
R
PE
GEORGE OWENS RD
RADEC
KE RD
MILLER RD
E
OLD STONY RD
BO22B
CL
CR
GREGG
RD
1173
19
31
14
L
MI
ORY
ICK
BREEZY RD
2450
Navarre
Lake
22
6
MILAM RD
OAK
GROVE LN
144
81
Hillsbor
HAWK EYE RD
31
Palestine
175
Squaw
Creek Lake
6
EK
19
67
377
220
BORTH
RD
HOPKINS
RD
20
Cedar
Res.
Ennis
H
243
45
64
281
Stephenville
ine
Dancanville
174
108
Sab
Terrell
171
NOT TO SCALE
19
Lake
Tawakoni
34
Mesquite
Arlington
20
69
30
Garland
Irving
Hurst Grand Prairie
Brazos
Greenville
66
Lake
Lavon
Plano
Carrollton Richardson
199
19
154
224
DENTON
380
Cooper Lake
24
Commerce
LAKE DALLAS
OLD ALTON RD
1880
LEGEND
Interstate Highways
U.S. Highway
State Highway
Farm to Markety Road
Exhibit 1A
LOCATION MAP
TABLE 1A
AIP G ran t His tory
D e n ton Airpo rt
Ye a r
P r o je c t D e s c ri p ti o n
1972
1974
Air p or t Ma s t er P la n .
I n s t a l l V AS I .
1975
Federal
Sta te
City
$ 6 ,1 3 3
0
0
$ 3 ,4 5 0
0
0
I n s t a l l V AS I - 2 on b ot h e n d s of R u n w a y 1 7 -3 5 .
$ 1 8 ,6 7 9
0
0
1975
L a n d Acq u is it ion .
$ 1 2 ,0 0 0
0
0
1976
L a n d Acq u is it ion .
$ 2 1 0 ,0 0 0
0
0
1976
J oin t w it h F A A 7 6-0 3 P r oje ct .
$ 2 0 ,0 0 0
0
0
1977
R e l oca t e r oa d , in cl u d i n g i n ci d e n t a l d r a i n a g e a n d
fe n ci n g ; C le a r i n g ; A d j u s t , m a r k , a n d l i g h t p o w e r l in e .
$ 1 2 0 ,0 0 0
0
0
1977
P h a s e I : E xt e n d R W (4 1 5 0 ' x 1 5 0 ' t o 5 0 0 0 ' x 1 5 0 '),
in clu d in g glid e s lope gr a d in g; E xt en d TW ; In st a ll RW
l ig h t i n g , l ig h t e d w i n d c on e , a n d s e g m e n t e d ci r c le ;
R e loca t e N VA S I -2 a n d con v e r t t o VA S I -4 ; R W a n d T W
m ar kings.
$ 5 3 ,6 5 0
0
0
1978
J oin t w it h F A A 7 8-0 5 P r oje ct .
$ 2 5 ,0 0 0
0
1978
P h a s e I I : E xt e n d R W (4 1 5 0 ' x 1 5 0 ' t o 5 0 0 0 ' x 1 5 0 '),
in c lu d in g g lid e s lop e g r a d i n g ; C on s t r u ct a n d m a r k T W
ex t en s ion ; In s t a ll R W ligh t in g, lig h t ed w in d con e, a n d
s e g m e n t e d c ir c le ; M a r k i n g ; R e l oca t e V A S I -2 a n d
con v e r t t o VA S I -4 .
0
$ 2 8 9 ,6 5 0
0
0
1979
O v e r l a y R W ( a p p r ox . 5 0 0 0 ' x 1 5 0 ') a n d a s s oci a t e d T W ' s ;
Ma r k in g .
$ 6 5 1 ,2 0 0
0
0
1984
C on s t r u ct a p r o n ; C on s t r u ct a n d m a r k con n e ct in g T W ;
I m p r ov e d r a i n a g e a t n or t h e n d ; I n s t a l l t w o l ig h t e d
s u p p lem en t a l w in d con es .
$ 4 6 8 ,5 0 0
0
0
1985
Air p or t M a s t e r P la n U p d a t e a n d E I A R ep or t .
$ 3 4 ,6 9 1
0
0
1986
C on s t r u ct a n d m a r k T -h a n g e r , T W 's H , I, a n d J ;
C on s t r u ct h old in g a p r on R W 1 7; C on s t r u ct a n d m a r k
h e lip a d a n d con n e ct in g T W .
$ 2 2 6 ,4 5 0
0
0
1992
1992
1992
1994
Acq u ir e la n d for n or t h a n d s ou t h R P Z (5 .7 a c).
C o n d u ct M a s t er P lan S t u d y .
O ve r la y R W 1 7 -3 5 ; R e h a b ili t a t e T W 's a n d a p r on .
R e m ove ob s t r u ct ion s ; E xt e n d R u n w a y (1 ,0 0 0 '),
T a x iw a y , a n d R u n w a y L ig h t in g ; I m p r ov e R u n w a y
S a fet y A r e a ; In s t a ll l oca liz e r ; a n d Acq u ir e la n d for
a p p r oa c h e s .
I m p r ov e s a fe t y a r e a s R W 1 7 - 3 5 ; C l ea r t r e e s ;
R eg r a d e/I m p r ove d r a in a ge s ys t em ; Re a lig n a p p r oa ch
lig h t s ; In s t a ll fe n ce a lon g t e r m in a l a p r on .
I n s t a l l t w o e le ct r on i c s e cu r i t y g a t e s .
$ 1 1 3 ,7 6 0
$ 1 3 5 ,0 0 0
$ 1 ,1 7 5 ,0 0 0
$ 1 ,4 7 5 ,0 0 0
0
0
0
0
0
0
0
$ 1 6 3 ,8 9 0
$ 1 ,3 1 6 ,6 1 3
0
$ 1 4 6 ,2 9 0
1997
1998
To ta l F u n d in g
S ou r ce: Tex a s Air p or t S ys t em P la n .
1-3
0
$ 1 0 ,0 5 5
$ 1 0 ,0 5 5
$ 4 ,8 5 1 ,3 2 6
$ 3 8 ,5 0 5
$ 1 5 6 ,3 4 5
m on t h s t o a h igh of 76 o F in t h e su m m er
m on t hs. Th e a ver a ge pr ecipita t ion in
t h e Da llas/Fort Wor t h a r ea is 2.80
inches a m on t h . A la r ge p a r t of t h e
a n n u a l pr ecipita t ion r esu lt s fr om
t h u n d er st or m a ct ivit y, wit h occa sion a l
h ea vy r a in fa ll over br ief per iods of t ime.
Th u n der st or m s occu r t h r ou gh ou t t h e
year , bu t a r e m os t fr equ en t d u r in g t h e
s pr in g m on t h s. Ta b le 1 B s h ows t h e
wea t h er su m m a r y for t h e Da lla s/F or t
Wor t h a rea .
d et er m in e optimum r u n wa y or ien t a t ion.
Th e n eed for n a viga t ion a l a ids a n d
light in g is det er m ined by t h e per cen t a ge of t im e t h a t visibilit y is impa ired
d u e t o clou d covera ge or ot h er
con dit ion s.
Th e Da lla s/For t Wor t h clim a t e is
ch a r a ct er ized a s h u m id su bt r opica l
con dit ion s, wit h h ot s u m m er s a n d m ild
wint ers.
Th e a ver a ge t em p er a t u r e
r a n ges fr om a low of 54 o F in t h e wint er
TABLE 1B
We a t h e r S u m m a r y
M o n th
Av e r a g e H ig h
Av e r a g e Lo w
A v e ra g e P r e c ip i t a t i o n
J anuary
o
54 F
o
32 F
1.8 0 in .
F e br u a r y
58o F
36o F
2.2 0 in .
M a r ch
o
67 F
o
45 F
2.8 0 in .
Ap r il
76o F
54o F
3.5 0 in .
May
o
82 F
o
62 F
4.9 0 in .
June
o
91 F
o
70 F
3.0 0 in .
J u ly
96o F
74o F
2.3 0 in .
o
96 F
o
73 F
2.2 0 in .
Sep tem ber
o
87 F
o
66 F
3.4 0 in .
October
78o F
55o F
3.5 0 in .
N ov e m b e r
o
66 F
o
45 F
2.3 0 in .
Decem ber
57o F
36o F
1.8 0 in .
o
o
2 .8 0 i n .
Augu st
O n e -Ye a r Av e r a g e
76 F
54 F
S ou r ce: Th e W ea t h er C h a n n el (w w w .w ea t h e r .com ), 2 0 0 0 .
h a ve a n a ver a ge of 181 ba s ed a ir cr a ft
a nd, t oget h er , a ccou n t for 32 per cen t of
t h e n a t ion ’s gen er a l a via t ion fleet . All
of t h e a ir por t s t h a t a r e design a t ed a s
r elievers by t h e F AA a r e in clu ded in t h e
NP IAS. Den t on Air por t h a s a r eliever
st a t u s ba sed u pon a level of 225 ba sed
a ir cr a ft a n d a n a vera ge of 503
op er a t ion s p er da y, a ccor din g t o t h e
Air por t Ma st er Recor d, effective J u ly
12, 2001.
N P IAS C LAS S IFIC AT IO N
Den t on Air port is classified in t h e
F eder a l Avia t ion Ad m in i-s t r a t ion ’s
(F AA) N a ti o n a l P la n o f In t e g ra te d
Airp ort S y s t e m s (N P I AS ) a s a
r eliever a irport . Reliever a irpor t s a r e
designa t ed by th e F AA t o relieve
con gest ion a t la r ge com m er cia l ser vice
a ir por t s a nd t o provide a ddit ion a l
gener a l a via t ion a ccess t o t h e overa ll
com m u n it y. Th e 334 r eliever a ir por t s
1-4
AIRP O R T FACILIT IES
AIRSIDE FACILITIES
Th is sect ion pr esen t s a descr ipt ion of
t h e exist in g fa cilit ies a t Den t on Air por t
a n d is divided in t o t h e following t wo
ca t egor ies:
Airside fa cilit ies, a s depict ed on
Exh ibit 1B , a r e th ose wh ich a r e n eeded
for t h e s a fe a n d efficien t m ovem en t of
a ir cr a ft including run ways, ta xiways,
a ir por t ligh t in g, a n d na vigat iona l aids.
Th e t ypes a n d levels of a via t ion a ct ivit y
ca pa ble of oper a t in g a t a n a ir por t is
d ep en d en t on t he a irside facilities.
Table 1C su m m a r izes th e airs ide
fa cilit y d a t a for Den t on Air por t .
!
!
Airside F a cilit ies
La n dside F a cilit ies
TABLE 1C
Airside Fa cilities D ata
D e n ton Airpo rt
R u n w a y 1 7 -3 5
5 ,9 9 9
150
Asp h a lt
G ood
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 M a t er ia l
S u r fa ce C on d it ion
R u n w a y L oa d B ea r in g S t r en gt h (lbs .)
S i n g le W h e e l L oa d in g (S W L )
D u a l W h e e l L oa d in g (D W L )
R u n wa y Ma r k in g s
7 0 ,0 0 0
1 0 0 ,0 0 0
P r ecis ion I n s t r u m en t
R u n wa y L ig h t in g
Ta xiw a y L igh t in g
MIRL
P a r t ia l M I T L
Ap p r oa ch A id s
Ap p r oa ch S lop e I n d ica t or
Ap pr oa ch L ig h t in g
V AS I - 4 L (1 7 ), V AS I - 2 L (3 5 )
MALSR (17)
Vis u a l Aid s
R ot a t in g B ea con
L ig h t e d W in d con e
S eg m en t ed C ir cle
N a viga t ion a l Aid s
ILS (17)
GPS
VO R /D M E
N DB (17)
G P S - G l ob a l P o s it i on i n g S y s t e m
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
M A L S R -M e d i u m I n t e n s i t y Ap p r oa c h L i gh t in g w i t h R A I L
M IR L-M ed iu m In t en sit y R u n w a y L igh t in g
N D B -N on d ir ect ion a l R a dio B ea con
R AI L - R u n w a y A lig n m en t I n d icat o r L igh ts
R E I L - R u n w a y E n d I d en tificat ion L ig h ts
VA S I -Vis u a l Ap p r oa ch S lop e I n d ica t or
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
S ou r ce s : Air p or t F a cili t y D ir e ct or y; S ou t h C e n t r a l U .S . (J u ly 1 2 , 2 0 0 1 ).
1-5
da r kn ess a nd/or per iods of poor
visibilit y.
Th e n u m er ou s ligh t in g
system s, ca t egor ized by fun ction, a r e
described as follows:
Runw ays
Den t on Air port is ser ved by a sin gle
a sph a lt r u n wa y. Sit u a t ed a t 642 feet
m ea n sea level (MSL), Ru n wa y 17-35 is
or ient ed in a n or t h /sou t h m a n n er a n d is
5,999 feet lon g a n d 15 0 feet wide. Th is
r u n wa y is st r en gth -r a t ed a t 70,000
poun ds sin gle wh eel gear loa din g (SWL)
a n d 100,000 poun ds du a l wh eel gea r
loa din g (DWL ). R un w a y 1 7 is
design a t ed a s a ca lm win d r u n wa y.
Id e n t i fi c a t io n Li g h t i n g : Th e loca t ion
of th e airport at night is u n iver sa lly
in dica t ed by a r ot a t in g bea con ,
displa yin g a lter n a t ing flas h es of green
a n d white lights. Th e r ot a t in g bea con a t
Den t on Airport is loca t ed just n or t h ea st
of t h e t er m in a l building on t he ea st side
of t h e r u n wa y.
Th e a ir port is a lso equ ipped wit h a
ligh t ed windcone in com bin a t ion wit h a
segmen t ed circle, loca t ed on t h e ea st
side of t h e r u n wa y. Th ese a r e u sed t o
provide t h e pilot wit h a visu a l
in dica t ion of t h e wind s peed a n d
dir ect ion , a n d oth er ba sic infor m a t ion
a bou t t h e a ir por t ’s t r a ffic p a t t er n .
Ta x i w a y s
Th er e a r e cur r en t ly six t a xiwa ys
s er vin g Den t on Air por t . Th e m a in
t a xiwa y is a sem i-pa r a llel t a xiway, 50
feet in widt h , which con n ect s t h e t wo
r u n wa y en ds t o t h e t er m in a l a r ea .
Th er e ar e six con n ect ing t a xiway st u bs
wh ich con n ect t h e r u n wa y t o t h e sem ipa r a llel t a xiwa y, ea ch h a vin g a wid t h of
50 feet .
R u n w a y a n d T a x iw a y Li g h t i n g :
Ru n wa y a n d t a xiwa y ligh t in g u t ilize
ligh t fixtu r es pla ced n ea r t h e pa vemen t
edge t o define t h e la t er a l lim it s of t h e
r u n wa y or t a xiway. Soph ist ica t ed
light in g syst em s a r e essen t ia l for sa fe
op er a t ion s du r ing n ight a n d/or t imes of
low visibilit y t o en s u re s a fe a n d
efficient a ccess t o a n d fr om t h e r u n wa y
a n d a ir cr a ft pa r k in g a r ea s. At Den t on
Air por t , Medium In t en sit y Run wa y
Ligh t s (MIRL) a re pr ovided on Ru n wa y
17-35. Th e MIRL syst em is sch edu led
t o be r epla ced in t h e n ea r fu t u r e. On ly
t h e n or t h er n m os t a n d s ou t h er n m ost
p or t ion s of Ta xiway A a r e equ ipped
wit h MITL. Th e r em a in der of t h e
t a xiway syst em is equ ipped wit h
cen t er lin e r eflect or s.
P a v e m e n t Ma r k in g s
Th e precision m ar kings on Ru n wa y 1735 ident ify th e designa t ion , cen t er line,
t hr eshold, t ou ch down point , touch down
zon e, side st r ip es , a n d a ir cr a ft h old in g
positions. Ta xiwa y a n d a pr on t a xila n e
cen t er lin e m a r k in gs a r e pr ovided t o
assist a ircra ft in u sin g th ese a ir por t
sur faces.
Airfield Lightin g
Ligh t in g syst em s a r e u sed t o exten d t h e
usefulness of a n a ir por t in t o periods of
1-6
01MP02-1B-2/26/03
800
1600
SCALE IN FEET
JOHN CARRELL DR.
ROTATING
BEACON
SPARTAN DR.
LN.
CA
N
O
RD. AER
CH
N
A
R
HB
ASC
AIRPORT
PROPERT
Y LINE
.
IRD DR
WARB
DR.
WESTCOURT RD.
SABRE
0
FM 1515 AIRPORT RD.
NORTH
SKYLANE
M
VASI-4
MALSR
MAINTENANCE
SHED
LIGHTED WINDCONE
WITH SEGMENTED CIRCLE
RUNWAY 17-35 5,999' x 150'
LOCALIZER
VASI-2
ILS
ASOS
AIRPORT PROPERTY LINE
Exhibit 1B
EXISTING AIRFIELD FACILITIES
Term ina l Buildin g
P ilo t -Co n tro lle d Li g h t i n 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) wh ich a llows pilots t o
increa se t h e in t en sit y of va r iou s a ir field
ligh t in g s ys t em s fr om t h e a ir cr a ft wit h
t h e u s e of t h e a ir cr a ft ’s t r a n sm it t er .
Den t on Air por t ’s t er m in a l bu ild in g sit s
on t h e ea st sid e of t h e r u n wa y a t
m idfield. Th e t er m in a l bu ild in g,
con st r u ct ed in 1964, is a ppr oxim a t ely
1,300 s qu a r e feet in s ize. It is cur r en t ly
u sed by t h e a ir por t st a ff for office spa ce
a n d con fer en ce r oom fa cilit ies. Pla n s a re
also in pr ogress to eith er expan d t he
exist in g t er m in a l or bu ild a n en t ir ely
n ew t er m ina l of 3,500 to 4,500 squ a r e
feet .
Ap p ro a c h Ligh ti n g :
At Den t on
Air por t , Ru n wa y 17-35 is equipped wit h
a Visu a l Appr oa ch Slope I ndica t or
(VASI) syst em . These light s in dica t e t h e
pilot ’s a n gle of a ppr oa ch a n d t ell
wh et h er t h e pilot is a bove, below, or on
t h e design ed descen t pa t h t o t h e
r u n wa y. Th e a ir port is equ ipped wit h a
fou r ligh t VAS I syst em on t h e a ppr oa ch
en d of Ru n wa y 17 a n d a t wo ligh t VASI
syst em on t h e a p pr oa ch en d of Ru n wa y
35.
Airc raft Apron Are a
Th e a ir por t m a in t a in s a ir cr a ft a p r on
a r ea s in t h r ee sepa r a t e loca t ion s a lon g
t h e t a xiwa y for a ir cr a ft p a r kin g a n d
cir cu la t ion . Th e m a in a pr on , loca t ed
just west of th e term ina l building, is a
sem i-circle, a ppr oxima t ely 1,000 feet by
240 feet in size. Loca t ed ju st sou t h of
t h e m a in a p r on , a n F BO a p r on a r ea
occu pies a ppr oxima t ely 700 feet by 200
feet . Th e t h ir d a pr on a r ea , ju st n or t h of
t h e m a in a p r on , occu pies a n a r ea
a ppr oxim a t ely 400 feet by 120 feet .
Addit ion a l a ir cr a ft pa r k in g a n d
m ovemen t a r ea s a r e loca t ed n ext t o t h e
F BOs.
Ru n wa y 17 is equ ipped wit h a Mediu m
I nt en sit y Appr oa ch Ligh t in g S yst em
wit h Ru n wa y Align m en t In dica t or
Ligh t s (MALSR). This system pr ovides
visua l gu ida n ce t o la n din g a ir cr a ft by
r a d ia t in g light bea m s in a dir ect ion a l
p a t t er n by which t he pilot a ligns th e
a ir cr a ft wit h t h e ext en ded cen t er lin e of
t h e r u n wa y.
LANDS IDE FACILITIES
Aircraft Han gar Fac ilities
Lan dside fa cilities are t he groun d-ba sed
fa cilit ies t h a t p r ovid e s u ppor t t o t h e
oper a t ion of a ir cr a ft . Th ey a r e essen t ia l
t o t h e a ir cr a ft a n d pilot /p a ss en ger
h a n d lin g fun ct ions a nd in clu d e t h e
t er m in a l bu ildin g, a ir cr a ft st ora ge
ar eas, ma inten an ce ha ngar s, a ir cr a ft
p a r kin g apr on, an d fueling facilities.
Th e existing lan dside facilities ar e
d ep ict ed on Ex h ib it 1C.
H a n ga r fa cilit ies a t Den t on Airport
con sist of T-h a n ga r s, a s well a s
con ven t ion a l a n d execut ive ha ngar s.
Th er e a r e a n u m ber of h a n gar s loca t ed
a t t h e n or t h en d of t h e a ir por t , m ost of
wh ich a r e T-h a n ga r s . J u s t sou t h of t h e
t er m in a l bu ildin g ar e a ddit ion a l Tha ngar s, a long wit h con ven t ion a l
1-7
a n d is la id out in a “u ” sh a pe. Th er e a r e
a ppr oxim a t ely 20 pa r kin g spa ces, wit h
on e of t h em bein g d esign a t ed for
h a n dica pped pa r k in g. Add it ion a l
p a r kin g is pr ovided by ea ch of t h e
F BOs.
h a ngar s. At t h e fa r s ou t h en d of t h e
a ir por t , t h er e a r e s ever a l h a n ga r s
own ed by Nebrig & Associat es. These
con sist of fou r T-h a n ga r s a n d on e
execut ive ha nga r. Ha nga rs A an d B
h old 20 s in gle-en gin e a ir cr a ft ; Ha n ga r s
C a n d D h old 16 m u lt i-en gin e a ir cr a ft ;
a n d H a n ga r E h olds fou r jet a ir cr a ft .
Cu r r en t ly, H a n ga r s A a n d B a r e a t 100
p er cen t ca pa cit y, wit h sever a l a ir cr a ft
on a wa it in g list . A du plica t e set of
h a n ga r s a r e p la n n ed for develop m en t in
2003 a n d will m ir r or t h e exist in g
ha ngar s.
F IXE D B AS E AN D
S P ECIALTY OP ER ATORS
Alan R i t c h e y , In c . is a posta l
con t r a ct or loca t ed sou t h of t h e t er m in a l
bu ildin g. Alt h ou gh t h ey a r e n ew t o t h is
h a n ga r , Ala n Rit ch ey, I n c. h a s h a d t h eir
a ir cr a ft ba s ed a t Den t on Air por t for t h e
past 12 year s. Th eir aircraft consists of
a Lea r 31A a n d t wo King Air 200s. Th e
oper a t or indica t es t h a t t h ey t ypically
oper a t e t h eir a ir cr a ft t h r ee t o fou r t imes
a week, goin g a dist a n ce of a bou t 1,000
m iles.
F u e li n g F a ci li ti es
Th er e a r e six fuel ta nks loca t ed in t h r ee
fu el fa r m s a t Den t on Air port . Th e city
oper a t es two aboveground fuel ta nks
wh ich h old 12,000 ga llon s of J et A fu el
a n d 12,000 ga llon s of 100LL fu el. T wo
ot h er a bovegr ou n d fu el t a n k s a r e
pr iva t ely own ed a n d oper a t ed by N ebr ig
& Associa t es a n d a r e loca t ed a t t h e fa r
sou t h en d of t h e a ir port . With 12,000
ga llon s ea ch of J et A fu el an d 100LL,
t h is is a 24-h our self-ser ve fu el fa cilit y.
Th e t h ir d fuel far m is a n u n der gr ou n d
fa cilit y owned and operated by Nor t h
Am er ica n F ligh t Aca dem y (N AF A),
h old in g 12,000 gallon s of J et A fu el a n d
10,000 ga llon s of 100LL fuel.
In
a ddit ion t o t heir u nder groun d fa cilit y,
N AF A also own s t wo fu el t r u ck s. On e
t r u ck h olds 750 ga llon s of 100LL fu el
a n d t h e ot h er h olds 1,000 ga llon s of J et
A fu el.
H a n g a r 10 Mu s e u m is a n on pr ofit ,
t a x-exempt corpora t ion dedica t ed t o
p res er vin g a vi a t ion h ist ory. Th e
m u seu m , loca t ed on t h e sou t h en d of t h e
a ir por t , h a s n o pa id emp loyees. Th ey
oper a t e solely on a volunt eer basis,
t h r ou gh d on a t ion s on ly. Th e pu r pose of
t h e m u seu m is t o displa y, ma in t a in ,
pr eser ve, fly, a n d sh ow a n t iqu e, cla ssic,
a n d con t em por a r y cla sses of a ir cr a ft .
H u lc h e r S e r v ic e s , In c . is a fu ll ser vice
gener a l con t r a ct or for t h e r a il in d u st r y.
E st a blished in 1960, t hey provide
em er gen cy a nd sch edu led res pon se t o
t r a in der a ilm en t s. Th ey h a ve t ea m s a n d
equ ipm en t loca t ed in 48 st a t es
t h r ou gh ou t Nor t h Am er ica , wit h t h eir
cor por a t e h ea dqu a r t er s loca t ed in
Den t on , Texas. Hu lcher Services ha s
on e a ir cr a ft , a Cit a t ion S II, ha nga red a t
Au t om o bile P a rk in g
P u blic pa r kin g for Den t on Air port is
loca t ed in fr on t of t h e t er m in a l bu ild in g
1-8
01MP02-1C-2/26/03
0
400
FM 1515 AIRPORT RD.
NORTH
800
SCALE IN FEET
WESTCOURT RD.
AVIONIES
INTERNATIONAL
CORPORATE
HANGAR
SABRE
DR.
RD.
CH
N
A
R
HB
ASC
LN.
NCA
O
CORPORATE
R
BERT MAHON/STORAGE AE
HANGARS
M
.
IRD DR
WARB
TAXIWAYS
SKYLANE
NEBRIG
FUEL
FARM
CITY
FUEL
FARM
CORPORATE
HANGAR
BUSINESS AIR
CENTER STORAGE
HANGAR 10/AIRCRAFT
MUSEUM
ALAN
RITCHEY, INC.
SHADE
HANGAR
NEBRIG
T-HANGARS
T-HANGAR
PARKING LOT
NAFA FUEL
FARM
MAINTENANCE
HANGAR
NORTH AMERICAN
FLIGHT ACADEMY
HULCHER
SERVICES
NEBRIG
CORPORATE HANGAR
AIRPORT
AIR TRAFFIC
TERMINAL
BUILDING CONTROL TOWER
NEBRIG &
ASSOCIATES
BUSINESS AIR CENTER
CORPORATE
HANGARS
Exhibit 1C
EXISTING LANDSIDE FACILITIES
t h e n or t h en d of t h e a ir por t . Th ey offer
fligh t t r a in in g r a n gin g fr om pr iva t e
pilot t o m u lti-en gine, wit h pilot
fin a n cin g a va ila ble.
Th eir ba sed
a ir cr a ft fleet cons ist s m a in ly of singleen gin e P ip er a nd Cessna products.
N AF A a lso offer s a ircra ft m a int en a n ce,
a ir cr a ft r en t a l, a n d 24-h ou r fu el service,
wit h both 100LL a n d J et A fu el.
Den t on Air port . Th eir h a n ga r is loca t ed
a t t h e n or t h en d of t h e a ir por t .
J e t Asso cia t e s is a n a ircra ft br oker
wh ich pr ovides air cr a ft sa les, lea sin g,
a n d fra ction a l own er sh ip. Loca t ed sou t h
of t h e t er m in a l bu ildin g, t h ey specia lize
in th e sale of tu rbine aircraft, such a s
t h e Cita t ion V, th e Kin g Air 200, a n d
t h e Ga la xy. J et Associa t es t ypically h a s
t wo t o t h r ee a ir cr a ft in t h eir h a n ga r a t
Den t on Airpor t , bu t ca n ea sily loca t e
ot h er a ir cr a ft a n d t r a n spor t t h em t o
Den t on .
Te x s t a r Ch a rte r is a F .A.R. P a r t 135
ch a r t er oper a t or based in Den t on ,
Texas. F oun ded in 1994, th e com pa ny
oper a t es s ch ed u led a n d on -dem a n d
fligh t s 24 h ou r s a da y for Un ited P a r cel
Ser vice, a n d ot h er s, to th e Un it ed
St a t es a n d Mexico.
B u s i n e s s Air Ma n a g e m e n t (B AM),
wh ich bega n oper a t in g ea r lier t h is year ,
is a division of J et Ass ocia t es. Th ey a r e
loca t ed in th e sam e building as J et
Associat es. BAM is a F eder a l Avia t ion
Regu la t ion (F .A.R.) P a r t 135 oper a t or
offer in g ch a r t er ser vices .
Th ey
or igina t e ou t of Den t on Air por t ,
opera ting th ree King Air 200s.
AR EA AIR S P ACE AN D
AIR T R AFFIC CO N T R O L
Th e F AA Act of 1958 es t a blis h ed t h e
F AA as t h e r espon sible a gen cy for t h e
con t r ol a nd u se of na vigable airspa ce
wit h in t h e U n it ed St a t es . Th e F AA h a s
est a blished t h e N a t ion a l Air spa ce
Syst em (NAS) to protect per son s a n d
pr oper t y on t h e gr ou n d an d to esta blish
a s a fe e n v i r on m e n t for ci v i l,
com m er cia l, a n d m ilit a r y a via t ion . Th e
NAS is defined a s t h e com m on n et wor k
of U .S. a ir spa ce, in clu din g a ir
n a viga t ion fa cilit ies; a ir por t s a n d
la n din g a rea s; aer ona ut ical cha rt s;
ass ociat ed ru les, regulat ions a n d
procedur es; t ech n ica l in for m a t ion ; a n d
p er son n el a n d m a t er i a l . S y s t em
com pon en t s sh a r ed joint ly wit h t h e
m ilit a r y ar e also in clu ded a s pa r t of t h is
syst em .
Ne brig & As s oc ia te s is loca t ed at t h e
fa r sou t h en d of t h e a ir por t . Th ey ar e a
T e x a s -b a s e d cor p or a t e a v i a t ion
br oker a ge firm specializing in t h e sa le,
t r a de, leas e, a n d a cqu isit ion of t u r bin epowered business aircra ft. They also
provide a s sis t a n ce wit h r efu r bish m en t ,
in sta llat ions, and m odifica t ion s. N ebr ig
& Associa t es wa s fou n d ed in 1991 a n d
wa s or igina lly ba sed a t Da lla s Love
F ield. Th ey r eloca t ed t h eir offices t o
Den t on Air por t in 1997. I n a ddit ion t o
t h eir br oker a ge services, Nebrig also
h a s a set of ha ngar un its for lease a nd a
pr iva t e fu el fa cilit y wit h 24- h ou r selfser ve a ccess t o 100LL a n d J et A F u el a t
discoun ted prices.
N o r t h Am e ri ca n F li gh t Ac a de m y
(N AF A) is a fu ll ser vice F BO, loca t ed a t
1-9
ext ends u p t o 4,000 feet, where Class B
a ir spa ce begin s. Ter m in a l a n d en r ou t e
a ir t r a ffic con t r ol services a r e pr ovided
by t h e F AA t h r ou gh t h e Da lla s /F or t
Wor t h (DF W) Ter m in a l Rada r Appr oa ch
Con t r ol (TRACON ) a n d F or t Wor t h Air
Rou t e Tr a ffic Con t r ol Cen t er (ARTCC).
AIR S P ACE S T RU C TU R E
To en su r e a sa fe a n d efficient a ir spa ce
en vir on m en t for a ll aspects of a via t ion ,
t h e F AA ha s esta blished a n a irspa ce
s t r u ct u r e t h a t r egula t es a n d est a blish es
pr ocedu r es for a ir cr a ft u s in g t h e
N a t ion a l Air spa ce System . The U.S.
a ir sp a ce s t r u ct u r e p r o vi d es for
ca t egor ies of a irsp a ce a n d iden t ifies
t h em a s Cla sses A, B, C, D, E , an d G.
TE RMIN AL AR EA AN D
EN ROU TE N AVIGATIONAL AIDS
N a viga t ion a l a i d s (n a v a i d s ) a r e
elect r on ic devices t h a t t ra n sm it r a dio
fr equ en cies wh ich ca n be t r a n sla t ed by
pilot s of pr oper ly equ ipped a ir cr a ft in
or der t o pr ovide pilot s in for m a t ion on
posit ion , direct ion , a n d r a n ge. Th e
differen t types of electr on ic n a va id s a r e
discussed a s follows.
Class A a ir spa ce is h igh level con t r olled
a irsp a ce a n d in clud es a ll a ir sp a ce fr om
18,000 feet m ea n sea level (MSL) t o
F ligh t Level (F L) 600 (a ppr oxima t ely
60,000 feet MSL). Cla ss B a ir spa ce is
con t r olled a ir sp a ce su r r oun din g h igh
a ct ivit y com m er cial ser vice a irport s (i.e.
DF W Int ern at iona l Airport ). Class C
a ir s p a ce is con t r olled a i r s p a ce
s u rr ou n d in 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 a ir spa ce is con t r olled a ir spa ce
s u rr ou n d in g low a ct ivit y com m er cia l
ser vice a n d gen er a l a via t ion a ir por t s
wit h a n a ir t r a ffic con t r ol t ower .
An I n st r u m en t La n din g System (ILS) is
a n a ppr oa ch a n d la n din g aid des igned
t o iden t ify an a ppr oa ch pa t h ’s exa ct
a lign m en t . The ILS system s ar e
ins t a lled t o a llow a p pr oa ch es du r in g
periods of poor visibilit y.
Den t on
Air por t h a s on e p u blis h ed ILS a pp roa ch
t o Ru n wa y 17.
All a ir cr a ft op er a t in g wit h in Cla ss A, B,
C, a n d D a ir spa ce m u st be in con s t a n t
con t a ct wit h t h e a ir t r a ffic con t r ol
fa cilit y r esp on sible for t h e pa r t icu la r
a irsp a ce. Class E a irsp a ce is con t r olled
a ir s p a ce t h a t e n com p a s s e s a ll
ins t r u m en t a p pr oa ch p roced u res a n d
low alt itude federa l airways. On ly
a ir cr a ft con du ct in g in st r u m en t fligh t s
a r e r equ ir ed t o be in con t a ct wit h a ir
t r a ffic cont rol when opera ting in Class
E a irs pa ce. Cla ss G a ir spa ce is
u n con t r olled air spa ce.
ILS syst em s provide th ree fun ctions: 1)
guida n ce, pr ovided ver t ica lly by a glide
slope bea con a n d h orizont 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 a n a pproach
ligh t ing syst em .
Th e loca lizer (LOC) a n t en n a for
a ppr oa ch es is loca t ed beyon d t h e fa r
en d of a r u n wa y equ ipped with a n ILS
a p pr oa ch . Th e loca lizer a n t en n a for
Ru n wa y 17 is sit u a t ed on t h e exten ded
cen t er lin e, sou t h of t h e Run wa y 35
t hr eshold. Th e a n t en n a em it s ver y h igh
As in dica t ed on Ex h ib it 1D , Den t on
Air por t is loca t ed un d er Class E
a irsp a ce, wh ich begin s a t 700 feet . Th is
1-10
Grayson
V
17
-1
61
01MP02-1D-4/18/03
Gainesville NDB
VR
11
40
V 114
Sherman
3
V6
Gainesville
46
11
VR
Grindstone Mtn
NDB
VR
16
3
Bowie
Sudden Stop
Freedom
45
11
VR
V 16-278
Hayesport
Lane
Ironhead
DENTON
MUNICIPAL
AIRPORT
Decatur
Aero Country
Deussen
Hidden Valley
Clark
Lakeview
Kittyhawk
Mc Kinney
Propwash
Northwest
Air Park-Dallas
Ft. Worth Alliance
Copeland
Addison
Hillcrest
Kezer
Hicks
Dallas-Ft. Worth Intl.
Mufin NDB
Saginaw
Ft. Worth Meacham Intl.
Nas Ft. Worth Jrb/Carswell
Cowboy
VOR-DME
Dallas Love
Dallas-Ft. Worth Intl.
VORTAC
Ranger
VOR-DME
Mesquite
NDB
Millennium
Dallas
Parker
Mesquite
LEGEND
Airport with other than hard-surfaced
runways
Compass Rose
Class B Airspace
Airport with hard-surfaced runways
1,500' to 8,069' in length
Class C Airspace
Airports with hard-surfaced runways
greater than 8,069' or some multiple
runways less than 8,069'
Class D Airspace
VOR
Victor Airways
VORTAC
Military Training Routes
Source: Dallas-Ft. Worth Sectional
Chart, US Department of
Commerce, National
Oceanic and Atmospheric
Administration
Class E Airspace
Non-Directional Radiobeacon (NDB)
VOR-DME
Exhibit 1D
AIRSPACE MAP
is ser ved by the GAI NESVI LLE NDB,
wh ich is loca t ed dir ect ly n or t h of
Ru n wa y 17-35.
fr equ en cy (VH F ) s ign a ls t h a t pr ovid e
t h e pilot wit h cou r se devia t ion left or
r igh t of t h e r u n wa y cen t er lin e a n d t h e
degr ee of devia t ion .
Ex h ibit 1 D depict s t h e loca t ion of
severa l ot h er n ea r by N DBs a s iden t ified
below:
Th e ver y h igh fr equ en cy om n idir ect ion a l r a n ge (VOR), in gen er a l,
pr ovides azimut h r eadings to pilots of
p r op e r l y e q u i p p e d a i r cr a ft b y
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 ection
in for m a t ion t o t h e p ilot . I n a dd it 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
com m on ly com bined t o for m a
VORTAC. A VORTAC provides dista nce
a n d dir ection in for m a t ion t o civil a n d
m ilit a r y pilot s. The VOR syst em is
described as follows.
Redbird (RBD) . . . . . . . . . . . . 287 Mh z
Gr in dst on e Moun t a in
(GMZ) . . . . . . . . . . . . . . . . . . 356 Mh z
Cedar Hill (CDI) . . . . . . . . . . 353 Mh z
A Global P osit ion in g Syst em (GP S) is
a n a ddit 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 ir por t . Alt h ou gh
in it ia lly deve loped for m ilit a r y
n a viga t ion a r oun d t h e world, GP S h a s
been in cr ea sin gly used in civilian
a ir cr a ft . GPS u ses s a 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
electr on ic signa ls which pr oper ly
equ ipped a ir cr a ft u s e t o d et er m in e
a lt itu de, speed, 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 por 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 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 flyin g t o or fr om Den t on Air por t .
Ar ea VOR facilit ies t h a t a r e a va ila ble
for n a viga t ion a l pu r poses in t h e vicin it y
of t h e Dent on Airport a r e:
Ra n ger VORTAC (F UZ) . .
Ma verick VOR/DME (TTT)
Cowboy VOR/DME (CVE ) .
Bowie VORTAC (UKW) . .
.
.
.
.
.
.
.
.
.
.
.
.
Th e F AA is cur r en t ly u n der wa y wit h a
pr ogr a m t o gr a du a lly r epla ce a ll
t r a dit ion a l enr out e na vigat iona l aids
wit h GP S over t h e n ext decade. Th e
d e v i s e d p h a s e -ou t s ch ed u l e for
t r a dit ion a l na vigat iona l aids includes:
NDBs bet ween 2000 a n d 2005; a n d
VORs bet ween 20 05 a n d 2010.
Cu r r en t ly, Dent on Airport is served by
a GP S a ppr oa ch t o Ru n wa y 17-35.
115.70
113.10
116.20
112.40
Exh ibit 1 D depicts t he locat ion of th ese
VOR fa cilit ies in r elat ion t o Den t on
Air por t .
A Non dir ect ion a l Ra dio Bea con (NDB)
t r a n sm it s r a dio sign a ls t o wh ich pilot s
of pr oper ly equ ipped 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 n d t h en “h om e” or t r a ck
t o or fr om t h e s t a t ion . Den t on Air por t
Th e Air port is a lso equ ipped wit h a n
a u t om a t ed su r fa ce obser ving syst em
(ASOS) wh ich ca n be fou n d on t h e
fr equ en cy 119.325. Th e AS OS repor t s
cu r r en t a ir por t wea t h er con dit ion s
1-11
t im e, no cont rol services ar e provided,
h owever , pilots ca n br oa dcast t h eir
in t en t ion s a n d posit ion on t h e com m on
t r a ffic a dvisor y fr equ en cy (CTAF ). In
t h e Spr in g of 2003, t h e ATCT will
p rovide visu a l gu ida n ce a n d con t r ol
services.
in clu din g a lt im et er set t in g, win d da t a ,
t em per a t u r e, dew poin t , den sit y
a ltit u de, visibilit y, an d clou d/ceilin g
d a t a , a s we ll a s pr ecipit a t ion
iden t ifica t ion a n d in t en sit y.
AIR R OU TE TR AFF IC
CONTR OL CEN TER (ARTCC)
ARE A AIRP ORTS
Th e F AA h a s est a blish ed 21 a ir r ou t e
t r a ffic con t r ol cen t er s (ARTCC) in t h e
con t in en t a l U n it ed St a t es t o con t r ol
a ir cr a ft op er a t in g u n der in s t r u m en t
fligh t r u les (IF R) with in con t r olled
a ir spa ce an d while in t he enr out e pha se
of fligh t . An ARTCC a ssign s specific
r ou t es a n d a lt it u d es a lon g fed er a l
a ir wa ys t o m a in t a in sep a r a t ion a n d
or der ly a ir t r a ffic flow. Center s use
ra dio com m u n ica t ion a n d lon g r a n ge
r a d a r w it h a u t om a t i c t r a ck in g
ca pa bility to provide en r ou t e a ir t r a ffic
services. Typically, th e ARTCC splits it s
a irspa ce into sectors an d assigns a
con t r oller or t ea m of con t r oller s t o ea ch
s ect or . As a n a ir cr a ft t r a vels t h r ou gh
t h e ARTCC, t h ey a r e “h a n ded off” t o
a n ot h er con t r oller . Ea ch sect or guides
t h e aircraft u sin g discr et e r a dio
fr equ en cies .
Th er e a r e a n u m ber of a ir por t s of
va r iou s sizes, ca pa cit ies, a n d fu n ct ion s
wit h in t h e vicinit y of t h e Dent on
Air por t a s d ep ict ed on Ex h ib it 1D .
Gen er a lly, a ir por t s wh ich h a ve a n y
sign ifica n t in flu en ce t o a n a ir por t
sim ila r t o Den t on Air por t lie wit h in
a ppr oxim a t ely a 30- n a u t ica l m ile (n m )
r a n ge. Th e a ir port s, described in t h e
followin g section s, a r e t h ose wit h in
a ppr oxim a t ely 30 n m of Den t on Air por t ,
or a r e im por t a n t t o t h e a ir sp a ce a n d
con t r ol en vir on m en t of t h e a r ea . Th e
fol l ow i n g d e s cr i p t i on s i n cl u d e
in for m a t ion r ega r din g a ss ocia t ed cit y,
dis t a n ce fr om Den t on Air por t , lon gest
r u n wa y, a n n u a l oper a t ion s, a n d t h e
n u m ber of ba sed a ir cr a ft .
D a l la s /F o r t Wo r th I n t e rn a t i o n a l
Ai rp o r t (D F W)
Associa t ed Cit y: Da lla s/F or t Wor t h
Dista nce Fr om DTO: 20nm SSE
Lon gest Ru n wa y: 13,401 feet
An n u a l Opera t ion s: 917,774
Ba sed Aircra ft : 88
Da lla s/F ort Wor t h I nter n a t ion a l Air port
is equipped with seven con cr et e
ru nwa ys, wit h the lon ges t r u n wa y bein g
13,401 feet lon g. DF W is a n
in t er n a t ion a l a ir por t wit h cu st om s
la n din g r igh t s, a n d offer s full ser vice
J et A a n d 100LL fu el sa les, a n d ca r go
ser vice.
LOCAL AIR TRAF F IC CON TROL
F or t Wor t h ARTCC is r espon sible for
en r ou t e con t r ol of a ll a ir cr a ft op er a t in g
u n der IF R a n d pa r t icipa t in g VF R
a ir cr a ft a r r ivin g a n d dep a r t in g t h e
Da llas/Fort Wor t h Metr oplex ar ea .
Airp o rt Tra ffic Co n tro l To w e r
An a irport t r a ffic con t r ol tower (ATCT)
is cu r r en t ly bein g con st r u ct ed. At t h is
1-12
D a lla s Lo v e F ie ld (D AL)
Associa t ed Cit y: Da lla s
Dista nce Fr om DTO: 27.4nm SE
Lon gest Ru n wa y: 8,800 feet
An n u a l Opera t ion s: 259,109
Ba sed Aircra ft : 478
Da lla s Love F ield offer s fu ll ser vice
wit h bot h J et A a n d 100LL fu el sales,
fligh t instr u ct ion , air cr a ft m a int en a n ce,
a vion ics, a ir cr a ft ch a r t er , ren ta l, sales,
a n d also offer s t ie-down a n d h a n ga r in g
services. Th e a ir por t is equ ipped wit h
t wo concrete r un ways a nd one a sph a lt
r u n wa y. The longest r un way is an
8,800-foot con cr et e r u n wa y in good
con dit ion .
sa les, a n d t ie-d own a n d h a n ga r in g
services.
Fo rt Wo r th Al li a n c e Ai rp o r t (AF W)
Associa t ed Cit y: F or t Wor t h
Dista nce Fr om DTO: 14.2nm SSW
Lon gest Ru n wa y: 9,600 feet
An n u a l Opera t ion s: 68,963
Ba sed Aircra ft : 20
F or t Wor t h Allia n ce Airpor t h a s t wo
ru nwa ys. Ru n wa y 16-34R is con cr et e
wit h 9,600 feet a n d Ru n wa y 16R-34L is
con cr et e wit h 8,220 feet ; both a r e in
good con dit ion . Th e a ir port offer s full
ser vice with bot h J et A a n d 100LL fu el
sales, fligh t in st r u ct ion , a ir cr a ft
m a in t en a n ce a n d a vion ics, a ir cr a ft
ch a r t er , ca r go ser vices, an d t ie-down
an d ha ngar ing services.
Gain e sv ille Mu n ic ip al Airpo rt
(GLE)
Associa t ed Cit y: Ga in esville
Dist a n ce F r om DTO: 27n m N
Lon gest Ru n wa y: 5,000 feet
An n u a l Opera t ion s: 17,200
Ba sed Aircra ft : 59
Ga in esville Mun icipa l Airport h a s t wo
a sph a lt r u n wa ys in good con dit ion , wit h
t h e lon gest r u n wa y bein g 5,000 feet .
Th e a irport offer s fu ll service with bot h
J et A a n d 100LL fu el sa les, a ir cr a ft
m a int en a n ce, a ir cr a ft r en t a l, a n d fligh t
inst r u ct ion . Tie-down a n d h a n ga r in g
s e r v i ce s a r e a lso a va ila ble a t
Ga inesville.
Ad d i s o n Ai rp o rt (AD S )
Associa t ed Cit y: Da lla s
Dista nce Fr om DTO: 22.9nm SE
Lon gest Ru n wa y: 7,202 feet
An n u a l Opera t ion s: 160,000
Ba sed Aircra ft : 728
Ru n wa y 15-33, t h e sin gle a sph a lt
r u n wa y a t Addison Air por t , is in good
con dit ion . Th e a ir por t offer s fu ll ser vice
wit h bot h J et A an d 100LL fuel sales,
fligh t in s t r u ct ion , a ir cr a ft m a in t en a n ce
a n d a vion ics, a ir cr a ft ch a r t er , r en t a l,
In a ddit ion t o t h e pr eviou s six a ir por t s
descr ibed, t h er e a r e 15 a d dit ion a l
a ir por t s t ha t lie wit hin a ppr oxim a t ely
30 n m of Den t on Airport .
These
a ir por t s a r e lis t ed in Tab le 1D .
Mc Ki n n e y Mu n ic ip a l Air p o rt (TKI)
Associat ed City: McKinn ey
Dist a n ce F r om DTO: 30.5nm E
Lon gest Ru n wa y: 7,001 feet
An n u a l Opera t ion s: 114,511
Ba sed Aircra ft : 144
McKin n ey Mu n icip a l Air p or t is
equ ipped wit h a sin gle a sph a lt r u n wa y
(17-35) in good con dit ion . F u ll ser vice is
a va ila ble with bot h J et A a n d 100LL
fu el sa les , fligh t in st r u ction, a ir cr a ft
m a int en a n ce, r en t a l, a n d t ie-down a n d
ha ngar ing services.
It is also imp or t a n t t o n ot e t h e m a n y
pr iva t e a ir por t s in t h e a r ea . Wit h in a
30 n m r a nge, t h er e a r e 80 pr iva t e
airports, a n d 158 p riva t e a ir por t s
wit h in a 50 n m r a n ge. Wh en com bin in g
1-13
t h e pu blic a n d pr ivat e a irport s, th er e
a r e a t ot a l of 100 a ir por t s wit h in 30 n m
of Dent on Airport a nd 229 a irport s
with in 50 n m .
TABLE 1D
A i rp o r t D a t a fo r P u b l i c U s e A ir p o rt s n e a r D e n t o n
A i rp o r t N a m e
P a lm e r F ie ld Air p or t
I r on h e a d Air p or t
N or t h w e s t R e g ion a l
Air p or t
L a k e vi e w Air p or t
L a n e F ie ld Air p or t
F or t Wor t h Allia n ce
H i ck s Air fie ld Air p or t
D eca t u r M u n icip a l
Air p or t
D a lla s /F or t W or t h
I n t er n a t ion a l Air p or t
Air P a r k -D a lla s Air p or t
S a gin a w Air p or t
Ad d is on Air p or t
Ae r o C ou n t r y A ir p or t
H a y es por t Air p or t
F r e e d om F ie ld Air p or t
F or t Wor t h M e a ch a m
I n t er n a t ion a l Air p or t
K it t yh a w k Air p or t
S u d de n S t op Air p or t
G a i n e sv ille M u n i cip a l
Air p or t
D a lla s L ove F ie ld Air p or t
M cK in n e y M u n icip a l
Air p or t
Airpo rt
Type
GA
GA
GA
R e l a ti o n a l L o n g e s t B a s e d
An n u a l
L o c a t io n R u n w a y A ir c r a ft O p e ra t i o n s S e r v i c e s
6n m W
2 ,7 0 0
1
3 1 0 N on e
8n m N N W
2 ,5 0 0
14
4 ,2 0 0 T ie d ow n s
9n m S
3 ,5 0 0
554
1 6 6 ,0 0 0 F u ll G A
GA
GA
Re liever (GA)
GA
GA
10nm E SE
10n m N N E
14nm SSW
19nm SSW
20n m W
2 ,8 1 5
3 ,4 0 0
9 ,6 0 0
3 ,7 4 0
3 ,9 0 0
83
0
20
134
42
2 2 ,5 0 0 L im it e d G A
4 0 N on e
2 0 F u ll G A
3 0 ,9 0 0 L im it e d G A
1 1 ,4 0 0 L im it e d G A
C om m e r cia l
GA
GA
Re liever (GA)
GA
GA
GA
20nm SSE
21nm E SE
22nm SSW
23nm SE
23n m E
23n m N N E
24n m N
1 3 ,4 0 1
3 ,0 8 0
2 ,6 0 0
7 ,2 0 2
2 ,9 5 0
2 ,8 0 0
2 ,4 0 0
88
54
40
728
175
7
20
9 1 8 ,0 0 0 C om m e r cia l
6 ,3 5 0 T ie d ow n s
2 ,0 5 0 L im it e d G A
1 6 0 ,0 0 0 F u ll G A
2 0 ,0 0 0 L im it e d G A
5 0 M i n or A & P
0 N on e
Re liever (GA)
GA
GA
24nm SSW
26n m E
27n m N N E
3 ,6 7 7
2 ,1 0 0
1 ,5 5 0
336
17
4
3 3 5 ,6 0 0 F u ll G A
5 0 0 N on e
6 0 0 T ie d ow n s
27n m N
5 ,0 0 0
59
27nm SE
31n m E
8 ,8 0 0
7 ,0 0 1
478
144
GA
C om m e r cia l
Re liever (GA)
1 7 ,2 0 0 F u ll G A
C om m e r cia l
2 5 9 ,2 0 0 /F u ll G A
1 1 4 ,5 0 0 F u ll G A
S ou r ce : Air N a v (w w w .a ir n a v. com ).
EXISTING LAND US ES
AR E A L AN D U S E
AN D ZO N IN G
F or plann ing purposes, a st u dy a r ea
t h a t in clu des fou r la n d a r ea s of
im p or t a n ce t o t h e Cit y of Den t on wer e
reviewed. Th es e in clu d e t h e a r ea wit h in
t h e cu r r en t cit y lim it s, t h e a r ea t h a t is
expect ed t o becom e u r ba n ized , t h e a r ea
wit h in t h e cit y’s cu r r en t t h r ee-mile
La n d u se is im p or t a n t t o t h e exis t in g
a n d pot en t ia l needs of t h e a irp or t . By
u n der s t a n din g t h e lan d u se issu es
s u r r ou n d in g t h e a i r p or t , m or e
a ppr opr ia t e r ecom m en da t ion s ca n be
m a de for t h e fu t u r e.
1-14
ext r a t er r it or ia l ju r is dict ion (E TJ ), a n d
t h e a r ea wit h in t h e city’s fu t u r e fivem ile E TJ . The t ot a l ar ea for t his st udy
a ccou n t s for 29 per cen t of t h e 957
squ a r e m iles wit h in Den t on Coun t y.
r ep res en t les s t h a n 24 p er cen t of t h e
ind u st r ially-zon ed la n d wit h in t h e city.
Abou t 40 p er cen t of t h e la n d wit h in t h e
cit y is developed, wit h a den sit y of 3,655
people per squ a r e m ile. Sign ifica n t
t r a ct s of la n d wit h in t h e cor e a r ea of t h e
cit y a n d a t it s per ip h er y a r e n ot t h a t
developed. Th ese a r ea s will m ost likely
be developed wit h in t h e t ime fr a m e of
t h is st u dy, a n d a r ea s ou t s id e t h e
cu r r en t cit y lim it s will be a n n exed in t o
t h e cit y a n d developed p r im a r ily for
resident ial uses.
On e of t h e city’s ma in goals is to
m a in t a in a p r a ct ica l ba la n ce of la n d u se
between residen t ial a n d in du st r ial u ses,
wh ich is im p or t a n t in m a in t a in in g a
d i ve r s e e c on o m y a n d a w e l l pr opor t ion ed t a x bas e. This inclu des
r evisin g t h e zon in g a n d su bdivision
r egu la t ion s t o effect desir ed la n d u se,
in clu din g en cou r a gin g a va r iet y of
h ou s in g st yles, t ypes, an d pr ices wit h
lar ge, newly developed neigh bor h oods.
Over t h e per iod fr om 1999 t o 2020, if
growth p red ict ion s a r e a ccu r a t e, n ea r ly
50,000 a d dit ion a l h ou s in g u n it s a r e
n eeded in t h e cit y t o a ccom m oda t e
pr oject ed dema nd. This would include
27,000 sin gle-fa m ily h om es a n d 18,000
m u lt i-fa m ily u n its by th e year 2020 t o
br in g t h e r a t io of sin gle t o m u lt i-fa m ily
h ou sin g fr om 51:49 in 1998 t o 59:41 in
2020.
P LANNED LAND US ES
Residen t ia l is t h e p red om in a n t la n d u se
in Den t on. H ous in g and residen t ia l la n d
use is on e of t h e m os t im p or t a n t fa ct or s
con sider ed in a m a st er pla n . Hou sin g is
import a n t becau se it st ron gly influ en ces
t h e size of t h e popu la t ion a n d it s
ba la n ce of dem ogr a ph ic fa ct or s, su ch a s
h ou seh old size, a ge, a n d in com e. Most of
t h e r esid en t ia l developm en t is in t h e
cen t r a l port ion of t h e city. Ret a il a n d
n on r esiden t ia l developm en t is gen er a lly
loca t ed in t h e d own t own a r ea , a lon g
U.S. In t er st a t e 35, a lon g U .S. H igh wa y
380, an d a lon g Loop 288.
An ot h er goa l of ’s la n d u se pla n is t o
lim it t he a m oun t of st rip com m er cia l
developm en t a lon g t h e cit y’s a r t er ia l
st reets, collect or s, an d h ighwa ys. The
pla n is t o develop a ct ivit y cen t er s wh er e
com m er cia l u ses, profession a l offices,
a n d pu blic fa cilit ies a r e loca t ed n ea r
r esiden t ia l develop-m en t . Th er e a r e
t h r ee pr oposed a ct ivit y ce n t er s for t h e
cit y. On e wou ld be a t t h e in t er sect ion of
Loop 288 a n d In t er st a t e H ighwa y 35,
a n d wou ld be a m ixed-u se cen t er
con t a in in g office, r et a il, a n d h igh den sit y residen t ial u ses. This cent er
cou ld a lso in clu de som e r esea r ch
or t ech n ologica l us es t h a t wou ld be
com pa t ible wit h t h e a ct ivit ies a t t h e
Th e city’s lar gest indu st r ia l a r ea is
loca t ed in wes t er n -m os t Den t on , wit h
t h e Den t on Air por t a s its cent ra l focus.
Th e a ir por t is bor der ed by U.S.
In t er st a t e 35 on t h e ea s t , by t h e
pr oposed ext en sion of Loop 288 on t h e
west , an d by U.S. H igh wa y 380 on t h e
n or t h . Th e Cit y of h a s a ppr oxim a t ely
5,098 a cr es (n ea r ly eight squ a r e m iles)
of in du st r ia lly-zon ed la n d loca t ed
t h r ou gh ou t t h e cit y. Of t h ese, a bou t
1,167 a cres a r e developed, wh ich
1-15
P OP U LATION
u n iver sit ies. A secon d a ct ivit y cen t er
sou t h of t h e in t er sect ion of Loop 288
a n d In t er st a t e H igh wa y 35E cou ld
con t a in m edica lly-r ela t ed offices wit h a
m ix of support ing uses. A t h ir d a ct ivit y
cen t er on t h e sou t h side of t own wou ld
be loca t ed a t t h e cit y’s E TJ a lon g
I nt er st a t e H igh wa y 35W. Th is cen t er
would m ost likely develop after t he first
t wo a ct ivit y cen t er s a n d cou ld su p por t
gener a l office u ses.
P opu la t ion is on e of t h e m os t im p or t a n t
elemen t s t o con sider wh en pla n n in g for
fu t u r e n eeds of t h e a ir port . Th is will
pr ovide a n u n der st a n din g of t h e
econ om ic base t ha t is needed to
d et er m in e fu t u r e a ir por t requirem ent s.
C on s i d e r a t i on a n d a n a l y s is of
popu la t ion figu r es in clu d e Den t on ,
Collin , Cooke, a n d Da lla s cou n t ies; t h e
cities of Den t on , Cop pell, a n d F or t
Wor t h ; t h e Da lla s P MS A; a n d t h e S ta t e
of Texa s. H ist or ica l popu la t ion da t a
pr esen t ed in Table 1E wa s obt a ined
fr om Th e Co m ple te Ec on o m ic an d
De mo graph ic D a ta S o u rc e (CE D D S
2001) by Woods a n d P oole E con om ics,
I n c. a n d T h e T e x a s Wa t e r
D e v e lo p m e n t B o a rd (2002).
Ar ea s im m edia t ely a dja cen t t o t h e
a ir por t wou ld be res er ved for in du st r ia l
uses, wh ich a r e ver y com pa t ible wit h
a ir por t s du e t o noise restr ictions. These
cou ld include ligh t ma nu factur ing uses,
dist r ibu t ion cent ers, or ot h er in du st r ia l
u ses t h a t a r e com pa t ible wit h t h e city’s
en vir on m en t a l qu a lit y policies. E xist in g
floodpla in s in t h is a r ea cou ld pr ovide a
very effect ive visu a l bu ffer bet ween
indust rial u ses an d sur roun ding area s.
As in dica t ed on t h e t a ble, t h e
popu la t ion for Den t on Cou n t y 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 5.41 per cen t , fr om 143,126 to
432,976 bet ween 1980 a n d 2000, just
beh in d Collin Coun t y, wh ich h a d a n
a n n u a l growth r a t e of 6.0 percen t
du r ing t h e sa m e t ime. Th e gr owt h r a t e
of Den t on Cou n t y ou t pa ced t h a t of t h e
S ta t e of Texas by 3.57 percent a nd t he
Da lla s P MSA by 2.85 per cen t over t h e
sam e 20 year s.
S O CIO EC O N O MIC
C H A R A C T E R IS T IC S
A va r iet y of h ist or ica l a n d forecast
socioecon om ic da t a , rela t ed t o t h e a r ea ,
wa s collect ed for u se in va r iou s
elemen t s of t h is m a st er pla n . 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 s t in g 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
r elat ed t o t h e popu lat ion ba se, econ om ic
st 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 su st a in a st r on g econ om ic
ba se over a n exten ded per iod of t ime.
In a ddit ion , new popula t ion est ima t es
fr om th e U.S. Cen su s Bu r ea u r eveal
t h er e were 159,000 n ew r esid en t s in
n or t h Texas in Decem ber 2000. Th is
ma rks t h e fift h con secu t ive year t h e 16cou n t y n ort h Texa s r egion h a s a dded
100,000 or m ore r esiden ts. E igh t y-fou r
p er cen t of t h is growt h t ook pla ce in t h e
fou r -cou n t y a r ea of Da lla s, Ta r r a n t ,
Collin , a n d Den t on .
1-16
TABLE 1E
H i s to r ic a l P o p u l a t i o n S t a t i s ti c s
AREA
C o u n ty P o p u la ti o n s
D en t on C ou n t y
C olli n C ou n t y
C ook e Cou n t y
D a lla s C ou n t y
C ity P o p u la tio n s
D en t on
C opp ell
F or t W or t h
D a l la s P M S A
P op u la t ion
S t a te P o p u l a ti o n
T ex a s
S o u r ce :
1980
1985
1990
1995
2000
Ann u al Grow th
Ra te
( 1 9 8 0 -2 0 0 0 )
1 4 3 ,1 2 6
1 4 4 ,5 7 6
2 7 ,6 5 6
1 ,5 5 6 ,3 9 0
2 1 1 ,1 1 0
2 0 4 ,2 1 9
2 9 ,4 0 0
1 ,7 6 0 ,8 0 4
2 7 3 ,5 2 5
2 6 4 ,0 3 6
3 0 ,7 7 7
1 ,8 5 2 ,8 1 0
3 3 3 ,1 1 0
3 4 7 ,8 1 8
3 1 ,6 8 2
1 ,9 6 1 ,0 1 1
4 3 2 ,9 7 6
4 9 1 ,6 7 5
3 6 ,3 6 3
2 ,2 1 8 ,8 9 9
5 .4 1 %
6 .0 0 %
1 .3 1 %
1 .7 0 %
N /A
N /A
N /A
N /A
N /A
N /A
6 6 ,2 7 0
1 6 ,8 8 1
4 4 7 ,6 1 9
7 3 ,6 4 6
2 4 ,4 1 5
4 7 0 ,8 8 0
8 0 ,5 3 7
3 5 ,9 5 8
5 3 4 ,6 9 4
0 .9 3 %
3 .6 7 %
0 .8 5 %
2 ,0 6 9 ,7 7 6
2 ,4 3 2 ,8 5 1
2 ,6 8 9 ,8 9 0
2 ,9 5 8 ,8 3 4
3 ,5 1 9 ,1 7 6
2 .5 6 %
1 4 ,2 2 9 ,1 9 1 1 6 ,2 7 2 ,7 8 8 1 6 ,9 8 6 ,5 1 0 1 8 ,6 7 9 ,5 9 7 2 0 ,8 5 1 ,8 2 0
1 .8 4 %
C E D D S , W ood s a n d P ool e (2 0 0 1 ); T e x a s W a t e r D e v e lop m e n t B oa r d (2 0 0 2 ),U .S . C e n s u s
B u r ea u
sh owed t h e m os t sign ifica n t gr owt h ,
wit h an an nu al increa se of 9.74 percen t ,
wh ile t h e fa r m in g s ect or sh owed t h e
least significa n t growth , wit h a n a n nu a l
increa se of on ly 0.21 per cen t . As a
wh ole, t ot a l em ploym en t in Den t on
Cou n t y experien ced a 6.23 p er cen t
a n n u a l in cr ea se, going from 26,388 in
1970 t o 161,591 in 2000.
E MP L OYME N T
An a lysis of a com m u n it y’s em ploymen t
base ca n be va lu a ble in d et er m in in g t h e
over a ll well-bein g of t h a t com m u n it y.
Ava 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 em ployers a ll
pla y a n im p or t a n t r ole in t h e m a k e-u p
a n d well-being of t h e com m u n it y. Table
1F pr ovides a h ist or ica l view of
em ploymen t by in du st r y for Den t on
Cou n t y between 1970 a n d 2000.
Ci t y o f D e n t o n
Den t on is pr ou d t o boa st over 30
com p a n ies a n d ins t itu t ion s wh o em ploy
100 or m or e people, eigh t of t h em
r ep res en t in g eith er cor por a t e or
r egion a l h ea dqu a r t er s. Th e a va ila ble
wor k for ce living in Den t on is 57,200 a s
of Decem ber 2000. Addit ion a lly, Den t on
is for t u n a t e en ou gh t o dr a w wor ker s
fr om t h e Da lla s a n d F or t Wor t h /
Ar lin gt on Metr opolit a n St a t ist ica l
Ar ea s (MS As) r epr esen t in g 2.9 m illion
people, a s well a s n or t h t o s ou t h er n
Ok la h om a .
Th e r et a il t r a d e in d u st r y a n d t h e
ser vices in du st r y em ploy a pproxim a t ely
78,000 people in Den t on Coun t y,
r ep res en t in g 48.1% of t ot a l em ploym en t . Bet ween 1970 a n d 2000, th ey
increa sed a n n u a lly a t 7.06 an d 8.57
per cen t , r espect ively. Th e ser vices
in d u st r y a ccou n t ed for a ppr oxim a t ely
43,000 n ew jobs over t h e 30 yea r s, wh ile
t h e r et a il t r a de indu st ry a ccoun t ed for
n ea r ly 35,000 new jobs over t he sa me
period. Th e wh oles a le t r a de sect or
1-17
TABLE 1F
E m p l o y m e n t by S e c t o r
D e n ton Cou n ty
1970
F a r m E m p loy m e n t
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 o r t , & P u b l ic U t i l it i e s
W h ole sa l e T r a d e
R e t a il T r a d e
F in a n ce , I n s . & R ea l E s t a t e
S e r v i ce s
F e d e r a l C i vi li a n G o v e r n m e n t
F e d er a l M ilit a r y G ov e r n m e n t
S t a t e a n d L o ca l G ov e r n m e n t
T ot a l E m p l oy m e n t (T h ou s a n d s )
2 .1 8 3
0 .2 1 0
0 .0 9 2
1 .2 8 9
3 .6 4 0
0 .7 9 0
0 .4 7 7
4 .4 5 2
1 .6 6 3
3 .6 7 1
0 .2 8 2
0 .3 6 8
7 .2 7 1
2 6 .3 8 8
1980
1 .9 0 5
0 .3 2 7
0 .3 3 0
3 .1 9 5
7 .7 0 6
1 .6 2 2
1 .8 9 7
9 .2 1 3
3 .6 7 6
8 .7 5 7
0 .3 5 6
0 .4 3 6
1 1 .8 8 3
5 1 .3 0 3
1990
2 .0 2 5
1 .2 7 2
0 .9 2 4
5 .1 4 8
1 2 .5 3 1
2 .9 1 0
3 .5 6 6
1 9 .4 3 2
5 .7 4 5
2 7 .6 3 3
0 .7 4 3
1 .0 1 8
1 6 .4 0 8
9 9 .3 5 5
2000
2 .3 2 6
2 .9 9 4
0 .8 3 6
1 1 .4 2 5
1 8 .2 7 3
6 .2 0 6
7 .7 4 8
3 4 .4 5 9
1 0 .0 2 6
4 3 .3 0 7
1 .4 0 6
1 .0 2 8
2 1 .5 5 7
1 6 1 .5 9 1
An n u a l %
In c r e a s e
1 9 7 0 -2 0 0 0
0 .2 1 %
9 .2 6 %
7 .6 3 %
7 .5 4 %
5 .5 3 %
7 .1 1 %
9 .7 4 %
7 .0 6 %
6 .1 7 %
8 .5 7 %
5 .5 0 %
3 .4 8 %
3 .6 9 %
6 .2 3 %
% o f T o ta l
E m p lo y m e n t
Ye a r 2 0 0 0
1 .4 4 %
1 .8 5 %
0 .5 2 %
7 .0 7 %
1 1 .3 1 %
3 .8 4 %
4 .7 9 %
2 1 .3 2 %
6 .2 0 %
2 6 .8 0 %
0 .8 7 %
0 .6 4 %
1 3 .3 4 %
1 0 0 .0 0 %
S o u r ce : C E D D S , W ood s a n d P ool e (2 0 0 1 )
Th e t op em p loyer s in t h e Cit y of Den t on
a r e s h own in Table 1G. Th e t h r ee
highest employment sect ors in clude
ed u ca t ion a l fa cilit ies , t h e cit y a n d
cou n t y govern m en t , an d t r a de ser vices.
IN COME
Table 1H com pa r es t h e per ca pit a
per son a l in com e (P CP I ) a dju st ed t o 1996
dollar s for Den t on Coun t y, Collin
Cou n t y, t h e Da lla s P MSA, t h e St a t e of
Texas, a n d t h e U n it ed St a t es bet ween
1985 an d 2000. As illustr a t ed by t h e
t a ble, t h e Dent on Cou n t y PCP I st a r t ed
in 1985 wit h a $2,500 h igh er per ca pit a
in com e t h a n t h e U.S. a vera ge. F ift een
year s la t er , t h e P CP I of Den t on Cou n t y
wa s $500 lower p er ca pit a incom e t h a n
t h e U n ited St a t es. Th e growth in P CP I
for th e U.S. over t h e 15-year per iod wa s
1.75 percen t per yea r , wh ile t h e Den t on
Cou n t y’s a dju st ed P CP I a ver a ged 0.90
per cen t in a n n ua l gr owt h . In t h e yea r
2000, t h e a ver a ge wor ker ea r n ed
$26,812 in Den t on Cou n t y; $38,440 in
Collin Coun t y; $32,442 in t h e Da lla s
PMSA; a n d $25,328 in t h e S ta t e of
Texas; a s com pa r ed t o t h e n a t ion a l
a vera ge of $27,323.
Th e Cit y of Den t on is h om e t o t wo m a jor
un iversities: t h e U n iver sit y of Nor t h
Texa s (U N T) a n d t h e Texa s Wom a n ’s
U n iver sit y (TWU).
Togeth er , th ese
u n iver sit ies h a ve more t h a n 35,000
st u den t s a n d em ploy over 7,000 people.
Cou n t y a n d m u nicipa l govern m en t s
r e p r e s e n t t h e s e con d l a r g e s t
em p loym en t sect or in t h e Cit y of
Den t on , wit h over 2,400 emp loyees. Th e
Boein g Com p a n y, a m a n u fa ct u r er of
m ilit a r y an d comm ercial electr onics,
em ploys a ppr oxima t ely 1,700 people.
P et er bu ilt Motors is t h e n ext la r gest
em ployer in t h e City of Den t on . With
t h eir regiona l headqua rt ers in Den t on ,
P et er bu ilt Mot or s em ploys over 1,200
people.
1-18
TABLE 1G
Major Em plo ye rs
C it y o f D e n t o n
Em plo ye rs
D e s c r ip t io n
E m p lo y e e s
U n iv e r s it y of N or t h Te x a s
E d u c a t ion F a cilit y
5 ,9 0 0
D en t on I n d ep en d en t S ch ool D is t r ict
E d u c a t ion F a cilit y
2 ,0 0 0
B oe in g C om p a n y
M ilit a r y & C om m er cia l E le ct r on ics
1 ,7 0 0
D en t on S t a t e S ch ool
E d u c a t ion F a cilit y
1 ,3 5 0
T ex a s W om a n 's U n iv er s it y
E d u c a t ion F a cilit y
1 ,1 3 1
D en t on C ou n t y
C ou n t y G ove r n m e n t
1 ,2 2 7
C it y of D e n t on
M u n icip a l G ove r n m e n t
1 ,2 0 0
P e te r b u ilt M ot or s
D ie se l T r u ck s
1 ,2 0 0
D e n t o n R e g i on a l M e d i ca l C e n t e r
H os pit a l/H e a lt h C a r e
865
FE MA
Ca ll Cen ter
750
Vict or E qu ip m en t Com p a n y
Weldin g E qu ipm en t
500
D en t on C om m u n it y H os p it a l
H os pit a l/H e a lt h C a r e
500
G en er a l T el em a r k et in g, I n c.
Ca ll Cen ter
390
S a lly B ea u t y S u p p ly
B e a u t y S u p p ly D is t r ib u t or
361
J os t e n 's
C l a s s R i n g M a n u fa ct u r e r
350
F ir st S t a t e B a n k
F in a n cia l I n s t it u t ion
350
I n fin it y P a r t n e r s
Air cr a ft I n t e r ior s
350
An d er s on M er ch a n d is er s
D i s t r i b u t i on /W a r e h ou s e
310
C B S M e ch a n ica l
C o n s t r u ct i on S e r v i ce s
275
T h e I n fin it y P a r t n e r s
Air cr a ft I n t e r ior s
270
T e t r a P a k , I n c.
L iq u id P a ck a gi n g P r od u ct s
250
Ve r iz on
T e le p h on e C om p a n y
230
M or r ison M illin g
F lou r /G r a in M ill
200
Acm e B r ick
B r i ck M a n u fa ct u r e r
160
T h e A s s oci a t e s
Ca ll Cen ter
160
S C I E n cl os u r e s
P la s t ic M old in g
150
De n t o n Go od S a m a r ita n V illa g e
Ret irem en t C en ter
140
S a fe t y K l e e n
F u el R ecyclin g
140
S o u r ce : D e n t o n C h a m b e r of C o m m e r c e .
I nfor m a t ion on cu r r en t a ir por t fa cilit ies
a n d u t iliza t ion will serve as a basis,
wit h a dditiona l an a lysis an d da t a
collect ion , for t h e developm en t of
for eca st s of a via t ion a ct ivit y, an d facilit y
requirem ent determ ina tions.
S U MMAR Y
Th e in for m a t ion discu ssed on t h e
p reviou s pages provides a fou n da t ion
u pon which t he r ema ining elemen ts of
t h e plann ing process will be const ru ct ed.
1-19
Th e inven t or y of exist in g con dit ion s is
t h e fir st st ep in t he complex process of
d et er m in in g t h ose fa ct or s wh ich will
m eet pr oject ed a via t ion dem a n d in t h e
com m u n it y a n d r egion .
TABLE 1H
Ad jus te d P e r C a p it a P e rs o n a l In c o m e (P CP I)
AREA
1985
1990
1995
2000
An n u a l
In c r e a s e
D e n ton Cou n ty
$ 2 3 ,2 3 5
$ 2 2 ,0 9 4
$ 2 3 ,4 4 2
$ 2 6 ,8 1 2
0 .9 0 %
Collin Co u n ty
$ 2 7 ,5 2 8
$ 2 8 ,2 7 0
$ 3 0 ,4 1 1
$ 3 8 ,4 4 0
2 .1 1 %
D a l la s P M S A
$ 2 5 ,5 1 0
$ 2 5 ,3 5 4
$ 2 7 ,6 2 0
$ 3 2 ,4 4 2
1 .5 1 %
S t a te o f T e x a s
$ 1 9 ,9 9 6
$ 2 0 ,3 8 8
$ 2 1 ,9 8 8
$ 2 5 ,3 2 8
1 .4 9 %
U n i t e d S ta t e s
$ 2 0 ,7 1 3
$ 2 2 ,8 7 1
$ 2 4 ,0 6 8
$ 2 7 ,3 2 3
1 .7 5 %
S ou r ce : C E D D S , W ood s a n d P oole (2 0 0 1 ).
1-20
Chapter Two
AVIATION DEMAND FORECASTS
Chapter Two
FORECASTS
The purpose of this chapter is to examine
the existing and potential demand for
aviation activity at Denton Airport
(DTO). This step in the planning process
is key as it will serve as the basis from
which the remainder of the plan is
developed. The forecast effort begins
with an examination of historical trends
which can be translated into demand
levels that may occur over a specified
period.
omy, it is virtually impossible to predict
with certainty year-to-year fluctuations
in activity when looking as far as 20 years
into the future. However, a trend can be
established which delineates long-term
growth potential. While a single line is
often used to express the anticipated
growth, actual growth may fluctuate
above and below this line. It is important
to understand that forecasts serve primarily as guidelines, as aviation activity
is affected by many external influences,
especially by the types of aircraft used
and the nature of available facilities.
Air transportation is a unique industry
that has experienced wide fluctuations in
growth and decline. For this reason, it is
important for airports to evaluate their
current position and examine future
demand potential on a regular basis.
This holds especially true today given
limited public funding mechanisms and
increased needs of the aviation
community.
The primary objective of this planning
effort is to define the magnitude of
change that can be expected over time.
Because of the cyclical nature of the econ-
2-1
ot h er n e a r b y ci t i es ) h a ve been
considered. Th e Da lla s/F or t Wor t h
CMSA consists of Collin, Dallas,
Den t on , E llis, H en der son , H ood, H u n t ,
J oh n s on , Ka u fm a n , Pa r ker , Rockwa ll,
a n d Ta r r a n t cou n t ies.
In for m a t ion
specific t o ind ividu a l cities a n d Den t on
Cou n t y wa s obta in ed fr om t h e Texa s
Wa t er Developm en t Boa r d a n d t h e Cit y
of Den t on (T h e Dent on Plan 1999-2020),
wh ile CMS A in for m a t ion wa s ga t h er ed
fr om Woods a n d P oole Com plete
E con om ic an d Dem ographic Data
S ou rce (CE DDS ) 2001 an d th e U.S.
Cen s u s Bu r ea u .
Alt h ough pr im a r ily pu blicly-own ed a n d
opera t ed, a ir port s oper a t e in a sim ila r
m a nn er t o t h e p riva t e bu siness
en vir on m en t . Air por t s pr ovide m u ch
needed ser vices t o th e com m u n it y a n d
h a ve t o r ecogn ize t h eir posit ion a n d
esta blish well-pla n n ed goa ls in order t o
bet t er ser ve t h e com m u n it y. Ma r k et in g
effor t s a n d fa cilit y developm en t a r e
m a t ch ed t o goa ls so t h e airport can best
ser ve t h e com m u n it y.
In or der t o fu lly a s ses s cu r r en t a n d
fu t u r e a via t ion dem a n d for Den t on
Air por t , a n exa m in a t ion of severa l key
fa ct or s is n eeded. Foreca st in g sh ou ld
con sider n a t ion a l a n d r egion a l a via t ion
t r e n d s , h ist or ica l a n d for e ca s t
s ocioe con om i c a n d de m ogr a p h ic
in for m a t ion of t h e a r ea , a n d com p et in g
t r a n spor t a t ion modes a n d facilities.
Con sider a t ion an d an alysis of th ese
fa ct or s will en su r e a comp r eh en sive
ou t look for fu t u r e a via t ion dem a n d a t
Den t on Air por t .
P OP U LATION
Table 2A su m m a r izes h ist or ica l a n d
forecast popu la t ion est im a t es for t h e
Da lla s/F or t Wor t h CMSA, Den t on
Cou n t y, a n d a r ea cit ies . E a ch a r ea h a s
experien ced popu la t ion gr owt h over t h e
pa st decade. Of t h e a r ea cities, F lower
Mou n d ha s exper ienced th e lar gest
a ver a ge a n n u a l p er cen t a ge gr owt h ,
in cr ea sin g by 12.56 per cen t a n n u a lly
bet ween 1990 a n d 2000. Over t h is
period, t h e Cit y of F lower Mou n d h a s
experien ced a n increa se of 35,175
resident s, growin g fr om 15,527 in 1990
t o 50,702 in 2000. Th e Cit y of Den t on
h a s e xpe r ie n ce d s lower gr owt h ,
in cr ea sin g a t a n a vera ge an n u a l ra t e of
1.97 per cen t a n d 14,267 residen t s over
t h e 10-year per iod.
Oth er cities
exper ien cin g sign ifica n t growth include
Copp ell, Cor in t h , a n d Le wisville
in cr ea sin g a t a n a ver a ge a n n u a l r a t e of
7.85 per cen t , 11.12 per cen t , an d 5.27
per cen t , respect ively. Over t his period,
t h e CMSA grew by 936,582 resid en t s
(2.1 p er cen t a n n u a lly) wh ile Den t on
Cou n t y gr ew by 159,451 r esiden t s (4.7
per cen t a n n u a lly).
LO CAL S O CIO EC O N O MIC
FEATU R ES
Th e loca l a n d r egion a l socioecon om ic
con dit ion s pr ovide a n im por t a n t
ba selin e con s id er a t ion for pr ep a r in g
a via t ion dem a n d for ecast s. In m ost
cases, loca l socioecon om ic va r iables
s u ch a s popu la t ion , em p loym en t , a n d
per son a l in com e (per ca pit a ) ca n pr ovide
a n i m p or t a n t in d ica t or
for
u n d er st a n d in g t h e dyn a m ics of t h e
com m u n it y a n d , in p a r t icu la r , t h e
t r en d s in a via t ion gr owt h .
F or t h is st u dy, socioecon om ic var iables
for th e Dallas/Fort Wort h consolida t ed
m et r opolit a n st a t ist ica l a r ea (CMSA),
Den t on Cou n t y, t h e Cit y of Den t on (a n d
2-2
TAB LE 2A
S o c i o e c on omic F oreca sts
HIS TO R ICAL
1990
FOR ECAS T
2000
2005
2010
2020
D a l l a s/For t Wor t h CMS A
P opu la t ion
4,057,620
4,994,202
5,420,128
5,839,215
6,689,316
E m p loym en t
2,540,599
3,401,213
3,724,981
4,055,866
4,743,294
$24,311
$30,456
$34,003
$37,718
$39,571
273,525
432,976
512,163
591,350
802,461
E m p loym en t
99,355
161,591
180,948
201,880
246,769
P CP I ($1996)
$22,094
$26,812
$27,622
$28,702
$31,057
1,575
2,365
4,723
7,081
11,935
Ca r r ollt on
82,169
109,576
113,123
116,670
125,603
Colon y
22,113
26,531
34,666
42,800
56,000
Coppell
16,881
35,958
38,200
40,441
41,463
Cor in t h
3,944
11,325
15,473
19,620
25,000
Den t on
66,270
80,537
93,440
119,250
183,590
F lower Mou n d
15,527
50,702
60,877
71,052
95,488
7,027
12,173
15,337
18,500
19,000
46,521
77,737
94,469
111,200
140,000
P CP I ($1996)
D en t on Cou n t y
P opu la t ion
Ci t y P op u l a t i on s
Ar gyle
H igh la n d Villa ge
Lewis ville
S o u r c e : C M S A fr o m W o o d s & P o o l e, C E D D S 2 0 0 1; C i t y a n d C o u n t y P o p u l a t i o n s f r o m T e x a s
W a t e r D e v e l o p m e n t B o a r d , 2 0 0 2 S t a t e W a t e r P l a n a n d T h e D e n t o n P l a n 1 9 9 9 -2 0 2 0
h old t r u e t o for m , Den t on would r epla ce
Ca r r ollt on a s t h e m ost popu la ce city in
t h e loca l a r ea .
P opu la t ion p roject ion s sh ow cont inu ed,
bu t gener a lly slower , gr owt h over t h e
p la n n in g per iod.
Th e CMSA is
pr oject ed t o rea ch a ppr oxim a t ely 6.7
m illion r esiden t s by 2020, wh ile Den t on
Cou n t y is expect ed t o r ea ch 369,485
resident s. P opu la t ion for t h e Cit y of
Den t on is expect ed t o m or e t h a n dou ble,
r ea ch in g 183,590 by 2020. I n fa ct , if
th ese pr oject ion s pr esen t ed in Tab le 2A
E MP L OYME N T
H ist or ica l a n d for eca st em p loym en t
da t a for t he CMSA a n d Den t on Cou n t y
is also p res en t ed in Tab le 2A. Tot a l
2-3
em ploym en t for t h e CMS A a n d Den t on
h a s in cr ea sed a t a gr ea t er a ver a ge
a n n u a l r a t e t h a n popu lat ion bet ween
1990 a nd 2000.
Over t he per iod,
em ploymen t in th e CMSA h a s in cr ea sed
by 2.96 percent a nn ua lly com pa red t o
t h e 2.10 p er cen t a ge in cr ea se in
p o p u l a t i on .
D e n t on C o u n t y
em ploymen t in cr ea sed a t a n a ver a ge
a n n u a l r a t e of 4.98 p er cen t in
compa rison t o a popu la t ion gr owt h of
4.7 per cen t . Em ploym en t for eca st s
con sider a slowed growth for bot h t h e
CMSA an d Denton Coun ty. CMSA
em ploym en t is pr oject ed t o increa se a t
1.6 per cen t a n n u a lly, while Dent on
Cou n t y em ploymen t is for eca st t o gr ow
a t 2.04 percen t per year u n t il 2020.
FOR ECAST IN G APP RO ACH
Th e developm en t of a via t ion for eca st s
pr oceeds t h r ou gh bot h a n a lyt ica l a n d
ju dgm en t a l processes.
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 oject ed gr ow t h .
H owever , t h e ju dgm en t of t h e for ecast
an alysts, ba sed u pon pr ofess ion a l
experien ce, kn owledge of t h e a via t ion
in du st r y, an d th eir a ssessm 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 .
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 t r en d lin e
p r oje ct i on s , cor r ela t ion/r egr ess ion
an alysis, an d ma rk et sh ar e an alysis.
P ER CAP ITA
P ER S ON AL INCOME (P CP I)
Table 2A a lso com pa r es per ca pit a
per son a l incom e (a djust ed t o 1996
dolla rs) for t h e CMS A a n d Den t on
Cou n t y. Th e CMS A h a d a n a djust ed
P CP I of $30,456 in 2000, u p fr om
$24,311 in 1990. Th is equa t es t o a 2.28
a ver a ge a n n u a l gr owt h r a t e. P CP I is
forecast t o in cr ea s e by 1.25 p er cen t
a n n u a lly, rea ch ing $39,571 by 2020.
Tr en d lin e p roject ion s a r e p roba bly t h e
simplest a n d m ost fa m ilia r of t h e
for eca s t in g t echn iqu es.
By fit t in g
growth cu r ves to hist or ica l dema n d
da t a , t h en exten din g t h em in t o t h e
fu t u r e, a ba sic tr en d lin e pr oject ion is
pr oduced. A ba s ic a s su m p t ion of t h is
t ech n iqu e is t h a t ou t side factor s will
con t in u e t o a ffect a via t ion dem 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 ssu m pt ion m a y be,
t h e t r en d line pr ojection does serve as a
r elia ble benchm ar k for com p a r in g ot h er
projections.
Den t on Cou n t y P CP I wa s slight ly lower
t h a n t h e CMSA in 1990 a t $22,094, bu t
t h e differ en ce n ea r ly dou bled by 2000
r ea ch in g on ly $26,812. Den t on Cou n t y
P CP I increa sed a t 1.95 percen t
a n n u a lly over t he 10-yea r per iod.
Th r ou gh t h e year 2020, t h e Den t on
Cou n t y P CP I is expect ed t o r ea ch
$31,057, gr owing a t a n a ver a ge a n n u a l
r a t e of 0.70 per cen t .
Cor r ela t ion an alysis provides a mea s u re
of direct r elat ion sh ip between t wo
sepa r a t e set s of hist oric da t a . Sh ou ld
t h er e be a r ea sona ble cor r ela t ion
bet ween t h e d a t a se t s, fu r t h er
eva lu a t ion u sin g r egr ess ion a n a lysis
m a y be em ployed.
2-4
a n d n a t u r e of a ir ser vice p rovided in
bot h t h e loca l a n d n a t ion a l m a rk ets.
Techn ologica l a dvances in a viat 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, t h e gr owt h r a t es in a via t ion
d em a n d over t ime. 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
expect a t ion s .
S u ch ch a n ges a r e
difficu lt , if not 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 t o est im a t e t h eir im pa ct s. Usin g a
br oa d sp ect r u m of loca l, r egiona l, a n d
n a t ion a l socioeconom ic a n d a via t ion
in for m a t ion , a n d an alyzing the m ost
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.
In r egres sion a na lysis, values for t he
a via t ion dem a n d in qu est ion (i.e. ba sed
a ir cr a ft ), t h e d ep en den t va r ia ble, a r e
pr oject ed on t h e ba sis of on e or m or e
ot h er in dica t or s, th e indep en den t
va r iable.
H ist or ica l va lu es for a ll
var iables a r e a n a lyzed t o d et er m in e t h e
r ela t ion sh ip bet ween t h e in dep en d en t
a n d dependen t va riables.
These
relat ionsh ips m a y t h en be u sed , wit h
pr oject ed valu es of t h e indep en den t
var iable, t o pr oject cor r es pon d in g
valu es of t h e depen den t var iable.
Ma r ket sha re a na lysis involves an
h ist or ica l r eview of t h e a ir port a ct ivit y
a s a per cen t a ge, or sh a r e, of a la r ger
r egion a l, st a t e, or n a t ion a l a via t ion
m a r k et . An historical mar ket s h a r e
t r en d is d et er m in ed pr ovidin g a n
expect ed m a r ket sh a r e for t h e fu t u r e.
These sh a r es a r e t h en m u lt ip lied by t h e
for eca st s of t h e lar ger geogra ph ica l ar ea
t o pr odu ce a m a r ket sh a r e pr oject ion .
Th is m eth od h a s t h e s a m e lim it a t ion s
a s t r en d line pr oject ion s, but ca n
provide a u sefu l ch eck on t h e va lidit y of
oth er forecast ing techn iques.
N A T IO N A L AVIAT IO N
TRENDS
Th e Federa l Aviat ion Administ r a t ion
(F AA) pu blis h es a n a t ion a l a via t ion
forecast on a n a n nu a l ba sis. These
for eca st s in clu de pr oject ion s for m a jor
a ir ca r r ier s, r egi on a l/com m u t er s,
gen er a l a via t ion , a n d F AA wor kloa d
mea sur es. Th ey ar e pr epa r ed t o m eet
bu dget a n d pla n n in g n eeds of t h e
con s t it u en t u n its of t h e F AA a n d t o
provide in for m a t ion t h a t ca n be u sed by
st a t e a n d loca l a u t h or it ies , t h e a via t ion
indu st r y, a n d by t h e gen er a l pu blic.
Th e cu r r en t edit ion wh en t h is ch a pt er
wa s prepa red was F AA Ae r os p a c e
For e c a st s - F i s c a l Ye a r s 2001-2012.
Th e for eca st u ses t h e econ om ic
p er for m a n ce of t h e U n it ed St a t es a s a n
in dica t or of fu t u r e a via t ion in d u st r y
growth . Sim ila r econ om ic a n a lyses a r e
a pplied t o t h e out look for a via t ion
gr owt h in in t er n a t ion a l m a r k et s.
It is im p or t a n t t o n ot e t h a t on e s h ou ld
n ot a ssu m e a h igh level of con fiden 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 pla n n in g u su a lly
r equ ir e a t lea st a 10-yea r pr eview, s in ce
it oft en t a kes more t ha n five year s to
com plete a m a jor fa cilit y d evelop m en t
pr ogr a m . H owever , it is im por t a n t t o
u se for eca st s t h a t do n ot over est im a t e
r even u e-gen er 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
to meet public (user ) needs.
A wide r a n ge of fa ct or s is 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 significan t impa cts on t h e ext en t
2-5
slowdown or r eces sion . Th e r ecen t
t u r n a r ou n d in t h e dem a nd for gen er a l
a via t ion pr odu ct s a n d ser vices h a s
occu r r e d d u r i n g a p e r i od of
u n pr eceden t ed econ om ic gr owt h . It is
n ot kn own h ow th e in du st r y or it s
cu st om er s will r ea ct t o a pr ot r a ct ed
slowin g of dem a n d or a n econ om ic
r eces sion .
Accor din g t o t h e F AA, th e U .S. a via t ion
in d u st r y ou t look for t h e n ext 12 yea r s is
for s u st a in ed , m od er a t e econ om ic
growth , even t h ou gh gr owt h is expect ed
t o be som ewh a t slower in t h e s h or t t er m
(2002-2004). In a ddit ion , rea l fu el
pr ices over t h is p er iod a re expect ed to
decline sligh t ly, even t h ough prices rose
in 2000.
Ma n u fa ct u r er an d indust r y pr ogr a m s
a n d in it ia t ives con t in u e t o r evit a lize th e
gener a l a via t ion in du st r y. Nota ble
init iat ives in clude the “No Pla ne , N o
Ga in ” ca m pa ign s pon s or ed by Gen er a l
Avia t ion Ma n u fa ct u r er s Associa t ion
(GAMA) an d th e Na tiona l Business
Avia t ion Associa t ion (NBAA), “Pr oject
P ilot ” s pon s or ed by t h e Air cr a ft Own er s
a n d P ilot s Associa 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 n sp or t a t ion
Associa t ion (N ATA), a n d “GA Tea m
2000”, which wa s sponsored by m or e
t h a n 100 in du st r y or ga n iza t ion s a n d set
t h e goa l of 100,000 a n n u a l st u den t pilot
st a r t s by th e year 2000. The “No Pla n e,
No Ga in ” ca m pa ign is a pr ogra m
p rom ot in g t h e cost effect ivenes s of u s in g
gener a l aviat ion a ircra ft for bu siness
a n d corpor a t e u ses. “P r oject P ilot ” a n d
“Lea r n t o F ly” a r e p rogr a m s pr om ot in g
th e tr ain ing of new pilots.
GENERAL AVIATION TRENDS
Gen er a l a via t ion is defined as t he
p o r t i on of civi l a vi a t i on t h a t
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
oper at ions. Th e U n it ed St a t es gen er a l
a via t ion fleet is pr oject ed t o t ot a l
245,965 in 2012, an increa se of alm ost
25,000 aircraft over t he 12-year forecast
per iod (0.9 per cen t a n n u a l gr owt h ). Th e
forecast ass u m es t h a t bu sin ess u se of
gener a l a via t ion a ir cr a ft will exp a n d a t
a more ra pid pace th an person a l u se.
Th e m or e expensive a n d sophist ica t ed
t u r bine-powered pa r t of t h e fixed-win g
fleet is expect ed t o grow at fou r t imes
t h e r a t e of t h a t for eca st for t h e pist on
a ir cr a ft cat egor ies (2.7 per cen t t o 0.6
p er cen t a n n u a lly). Th e fleet for eca st s
h a ve been s u m m a r ized in Ex h ib it 2A.
Th e n u m ber of a ct ive pilot s ar e forecast
t o in cr ea se by 2.0 per cen t a n n u a lly
t h r ou gh 2012. Most of t h is gr owt h is
a n t icipa t ed in t h e s t u den t a n d a ir lin e
t r a n s por t ca t egor ies. Gen er a l a via t ion
h ou r s flown a r e pr oject ed to increa se a n
a n n u a l a vera ge of 2.2 per cen t t h r ough
2012. Th is la r ger in cr ea se in h ou r s
r ela t ive t o t h e in cr ea s e in a ir cr a ft
ind ica t es t h a t a h igh er u t iliza t ion of t h e
gener a l aviat ion fleet is expect ed.
Th e gener a l a viat ion indu str y is also
la u n ch in g n ew pr ogr a m s t o m a 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 iper Air cr a ft
Com p a n y h a 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 t es a n d/or leas in g of P iper
a ir cr a ft . Th e E xper im en t a l Air cr a ft
Associa t ion (E AA) offer s fina n cin g for
kit -bu ilt a ir pla n es t h r ou gh a pr iva t e
len din g in st it u t ion .
Th e gen er a l a via t ion in du st r y is
pa r t icu la r ly vu ln er a ble t o a n econ om ic
2-6
01MP02-2A-8/10/01
ACTIVE
ACTIVE GENERAL
GENERAL AVIATION
AVIATION AIRCRAFT
AIRCRAFT
250
AIRCRAFT (in thousands)
225
200
175
150
125
100
75
50
25
0
95
96
97
98
99
00
01
02
03
04
05
HISTORICAL
06
07
08
09
10
11
12
FORECAST
Source: FAA Aerospace Forecasts, FY 2001-2012
TP (3%)
TJ (3%)
PERCENT
PERCENT BY
BY AIRCRAFT
AIRCRAFT TYPE
TYPE
R (3%)
EXP (9%)
O (3%)
ME (10%)
2012
TP (3%)
ME (9%)
TJ (5%)
R (4%)
EXP (9%)
O (3%)
SE (69%)
2001
SE
Single-Engine Piston
ME
Multi-Engine Piston
TP
Turboprop
TJ
Turbojet
R
EXP
O
Rotorcraft
SE (67%)
Experimental
Other
Exhibit 2A
U.S. ACTIVE GENERAL AVIATION
AIRCRAFT FORECASTS
r equ ir em en t s for t h e in d u st r y. Th eir
r epor t , r elea sed in sp r in g 2000,
recom m ended t h a t fr a ct ion a l own er sh ip
p rovid er s op er a t e u n d er a n ew s u bp a r t
of F .A.R. 91. Th e F AA is n ow r eviewin g
t h is pr op 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 .
Th e most st r ikin g in du st r y t r en d is t h e
con t in u e d gr ow t h in fr a ct ion a l
own er sh ip pr ogr a m s.
F r a ct ion a l
own er sh ip pr ogra 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 se 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 n ot oth erwise be
a ble, t o own a n d u se gen er a l a via t ion
a ir cr a ft for bu s in es s a n d cor por a t e uses.
Th e five m a jor com pa n ies in t h is
in d u s t r y a r e: E xecu J et Net jet s ;
Bom ba r d ier’s F lexjet ; Ra yt heon ’s Tr a vel
Air ; F ligh t Opt ion s; a n d TAB a via t ion .
Ces sn a h a s r ecen t ly la u n ch ed t h eir own
fr a ct ion a l own er sh ip pr ogr a m a s well.
Between 19 93 a n d 1 99 8, t h ese
com p a n ies expa n d ed t h eir fleet a n d
s h a r eh old er s by 65.2 per cen t a n d 66.1
per cen t , r espect ively. In 1999, t h e
fr a ct ion a l jet fleet t ot a led 329 a n d
s h a r eh old er s t ot a led 1,567. Sin ce 1993,
E xecu J et h a s or der ed 368 n ew a ir cr a ft
a n d is p u r port edly t h e single lar gest
n on -m ilit a r y pu r ch a ser of a ir cr a ft .
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 as F .A.R. Pa rt 135 opera tors.
F .A.R. P a r t 1 35 s t a n da r d s wou ld
r est r ict t h e n u m ber a n d t yp e of a ir por t s
t h ey cou ld oper a t e a t by r equ ir in g
lon ger r u n wa ys a n d a ir por t s wit h
a ppr oved wea t h er r eport in g.
AIR P O R T
S ER VICE AREA
GEN ER AL AVIATION
U S E R S U R VE YS AN D
SERVICE AREA
Th e in it ia l st ep in det er m in in g t h e
gener a l a via t ion dema nd for a n a ir por t
is t o defin e it s gener a lized ser vice a r ea
for t h e va r iou s segm en t s of a via t ion t h e
a ir por t ca n a ccom m od a t e. Th e a ir por t
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 p et in g
airports, t h eir capa bilit ies an d services,
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 id en t ifyin g
t h e gener a lized ser vice a r ea for Den t on
Air por t , a gen er a l a via t ion u ser su r vey
wa s con d u ct ed. Wit h t h is in for m a t ion ,
a det er m ina t ion ca n be m a d e a s 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 recognized th a t a via t ion
d em a n d does n ot n ecessa r ily con for m t o
politica l or geogra ph ica l bou n da r ies.
Wh ile t h e fra ct ion a l jet own er sh ip
in d u st r y is r a pidly expa n din g, n ew
a t t en t ion h a s been given t o t h e
r egu la t or y oversight of th e indu str y.
Cu r r en t ly, fr a ct ion a l jet pr oviders
op er a t e u n der F eder a l Avia t ion
Regu la t ion (F .A.R.) P a r t 91 wh ich
govern s gener a l avia t ion a ircra ft . The
F AA, h owever , is con sider in g p olicy
ch a n ges t o m a k e fr a ct ion a l own er sh ip
p rovid er s op er a t e u n d er F .A.R. P a r t 135
wh ich govern com m er cia l opera tions for
a ir ca r r ier s, a ir t a xi, a n d air ch a r t er
com p a n ies . P a r t 135 oper a t or s 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.A.R.
P a r t 91 st a n da r ds.
Th e F AA
com m ission ed a for m a l ru lema k in g
com m it t ee t o a n a lyze r egu la t or y
2-7
Th e m a jor ity of r espon den t s in dica t ed
severa l pr efer en ces wh ich led th em t o
base a t t h e a ir por t or h a s k ept t h em a t
t h e a ir por t . As ind ica t ed in t h e t a ble,
over wh elm in gly, t h e h igh est pr ior it y for
ba sin g a t Den t on Air por t wa s for
con venien ce (lived or wor ked closer t o
t h e a ir por t ). Th e n ext t wo h igh est
p r i or i t i e s w e r e t h e a i r p o r t ’s
n a viga t ion a l a ids a n d r u n wa y len gt h
(bot h 4.3), followed clos ely (4.4) by
a va ila ble a ir cr a ft h a n ga r fa cilit ies. Th e
lowest r a n k ed ca t egor y wa s for t h e
lower aircraft st ora ge costs (5.7) which
wa s great ly echoed in individua l
r espon ses claim ing t h e n eed for lower
pr iced h a n gar spa ce a t DTO.
Th e a irport ser vice a r ea is a n a r ea
wh er e t h er e is a pot en t ia l m a r k et for
a ir por t ser vices. Access t o gen er 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 via t ion fa cilit ies, d ist 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 a n d
ca pa bilities, t h e m or e com pet it ive it will
be in t h e m a r ket . If a n a ir por t ’s
a t t r a ct iveness in cr ea ses in r ela t ion t o
n ea r by a ir por t s, so will t h e size of t h e
ser vice a r ea . If fa cilit ies a r e su per ior
a n d r a t es a n d fees a r e com pet itive a t
Den t on Air por t , 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.
Th e qu estionn aire a lso ask ed th 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 por t . Th is qu est ion
also a s ked for a pr ior it y r a n k in g wit h
“1” as h ighest . As in dica t ed in t a ble,
t h e m o st d e s i r e d i m p r ov e m e n t
r equ est ed by responden ts was for
h igher a vaila bilit y of lower cost
h a nga rs. Ru n wa y/t a xiway impr ovem en t s wer e t h e n ext h ighest n eed item
according to sur vey responses.
Ge n e r a l Av i a t io n
U s er S u rv e y
In or der t o obt a in a pr ofile of loca l
gener a l
a via t ion u ser s a n d t h eir
p refer ences, a gener a l avia t ion u ser
su r vey wa s con du ct ed wit h t h e r esu lt s
pr esen t ed in Table 2B . Th e su r vey wa s
s en t n ot on ly t o Denton Airport ten an ts,
bu t t o a ll a ir cr a ft own er s r egist er ed
wit h t h e F AA living wit h in a 30n a u t ica l m ile (n m ) r a diu s (pr ovided by
F AA da t a ba se). S u r veys wer e a lso left
wit h airport bu sinesses so t h a t
t r a n s ien t a ir cr a ft owner s could fill t h em
ou t a n d r et u r n t h em .
In a ll,
a ppr oxim a t ely 600 s u rveys wer e s en t
ou t a n d 86 r espon ses wer e r eceived
(14.33 per cen t r es pon s e r a t e). Of t h e
responses, a t ot a l of 24 in dica t ed t h a t
t h ey base a t lea st on e a ir cr a ft a t Den t on
Air por t .
Su r vey r espon ses gen er a lly in dica t ed
sa t isfact ion wit h t h e fa cilit y, a lt h ough
m a n y com m en t s in d ica t ed a n op in ion
s u pp or t in g t h e con st r u ct ion of a n
a ir por t t r a ffic con t r ol tower (ATCT).
Appr oxim a t ely two-th irds of th ose
com m en t in g on t h e n eed for a n ATCT
r eplied in t h e p osit ive, wh ile one-t h ir d
view a n ATCT in a n ega t ive ligh t .
Ma n y responses indica t ed a n eed for a
r es t a u r a n t a t t h e a ir por t , a n ew u n icom
fr equ en cy (u n iqu e t o DTO), a ddit ion a l
in s t r u m en t a ppr oa ch es, an d bet t er
t a xiwa ys (s t r a igh t en in g of t h e p ar a llel
t a xiwa y).
2-8
TABLE 2B
Aircraft Ow n e r Su rve y R e su lts
D e n ton Airpo rt
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 6 0 0
T ot a l S u r v e y R e s p on s e s - 8 6
R es p on s e R a t e = 1 4 .3 3 %
Respond en ts B a sed @ Den ton Airport - 24
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 - 9
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
P le a s u r e
F lig h t In s t r u ct ion
Ot h er
3 8 .3 %
5 8 .3 %
2 .5 %
0 .9 %
M o n t h l y O p e r a t i on s a t D e n t o n b y t h e s e Ai r cr a ft = 3 1 5
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 = 1 3
P er cent a ge Tou ch-a n d-Go Op er a tion s p er Aircra ft per Mon th = 9.3%
P r i m a r y R e a s o n s fo r B a s i n g a t D e n t o n ( P r i or i t y w i t h 1 b e in g h i g h e s t )
C on ve n ie n ce
Air cr a ft
Hangar
F a cilitie s
F B O /T er m in a l
S e r v i ce s
Lower
Air cr a ft
St ora ge
C os t s
R u n wa y
L en g t h
N a v iga t ion a l
A id s
2.7
4 .4
5.5
5 .7
4.3
4.3
Cu rr ent Aircr a ft St ora ge U se
T ie -d ow n
T -h a n g a r
I n divid u a l H a n g a r
M u lt i-a ir cr a ft H a n ga r
7
8
8
6
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
T -h a n g a r
I n divid u a l H a n g a r
M u lt i-a ir cr a ft H a n ga r
0
3
8
2
I m p r o v e m e n t s N e c es s a r y a t D T O ( 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
Air p or t /
F B O S e r v i ce s
Air cr a ft Ap r on
Hangars
T er m in a l
B u ild in g
N a v iga t ion a l
A id s
4 .9
5 .1
5 .5
4.3
5.0
5.6
ser vices t h a t t h ey cu r r en t ly provide to
gen er a l a via t ion a ir cr a ft .
Ai rp o rt Se rv ic e Are a
Th e det er m in a t ion of fu t u r e ba sed
a via t ion dem a n d for Den t on Air por t
begin s with a r eview of t h e loca l bas ed
a ir cr a ft ser vice a r ea . Th e loca l a ir por t
ser vice a r ea is defined by t h e pr oxim it y
of ot h er a ir por t s a n d t h e fa cilit ies a n d
As pr eviou sly men t ion ed, Dent on
Air por t is designa t ed a s a r eliever
a ir por t by th e F AA. The design a t ion
in dica t es t h a t t h e a ir port pr ovides
gener a l a via t ion s er vices n ea r a la r ge
2-9
u p t o 30 m iles a wa y. F or Den t on
Air por t , h owever , t h e m a n y op t ion s
a va ila ble t o r egion a l a ir cr a ft own er s
likely limit s t h is pot en t ia l.
m et r opolita n a r ea so t h a t t he gen er a l
a via t ion a ct ivit y will be m in im ized a t
t h e la r ger com m er cia l ser vice a ir por t .
As a r eliever a ir por t , Den t on Air por t is
designed t o a ccom m oda t e a ll gen er a l
a via t ion a ct ivit y fr om t h e sm a ll “h om ebu ilt ” a ir cr a ft t o t h e ever -gr owin g (bot h
in size an d nu m ber ) cor por a t e a ir cr a ft
fleet.
Den t on Air por t h a s m u ch t o offer in
bot h exist in g fa cilit ies a n d fu t u r e
growth poten t ia l. Th e pr eviou s m a st er
pla n in dica t ed t h e n eed for bot h a
r u n wa y ext en sion a n d t h e con st r u ct ion
of a n ew p a r a llel r u n wa y. Th e exist in g
r u n wa y cou ld be ea sily exp a n ded, wh ich
m a y n ot be t h e ca se a t m ost ot h er
r egion a l airports. Also, th e a ir port is
a ffor ded a m ple la n dside spa ce t o
develop a ddit ion a l fa cilit ies, wh ich also
is not th e case wit h ot h er a ir port s. Th is
developm en t poten t ia l a n d a va ila bilit y
of exist ing fa cilit ies does pose a
st r en gt h in t h e r egion a l a ir por t m a r k et .
Review of a ir por t s in t h e a r ea in dica t e
a n u n u su a lly h igh den sit y of a ir por t s in
t h e r egion. Obviou sly, a s one of t h e five
largest m et r opolit a n a r ea s in t h e
cou n t r y, t h e Da lla s /F or t Wor t h
Metr oplex n eeds a m ple la n din g
fa cilit ies t o a ccom m od a t e t h e r egion ’s
sizea ble a via t ion dema nd. With t h is in
m ind, n ea r by air por t s, bot h pu blic a n d
pr ivat e, a r e m or e n u m er ou s t h a n
t ypica l. Wit h in a 10-m ile r a diu s of
Den t on Air por t , t h er e a r e five ot h er
public-use a n d 21 pr ivat ely-own ed
airports. Wit h in 20 m iles, t h er e a r e
n in e public-use a irport s a n d 60 pr iva t e
airst rips. At a 30-mile r a diu s of Den t on
Air por t , t h er e a r e a t ot a l of 101 pu blicuse a n d pr ivat e a irst r ips (21 a n d 80,
r espect ively). Th e m ost in t er est in g fa ct
is t h a t some of t h e pr iva t e a ir port s in
t h is r a n ge h a ve paved ru nwa ys and
t a xiwa ys sim ilar t o, but som ewh a t
sm a ller t h a n , Den t on Airpor t (eg. 5,000foot r u n wa y wit h fu ll pa r a llel t a xiwa y).
As a p a r t of t h e a ir cr a ft own er su r veys ,
on e qu est ion r equ est ed t h e zip code of
t h e own er ’s residen ce.
Of t h e 24
r espon da n t s ba sed a t Den t on Air por t ,
11 ind ica t ed r esiden ce in t h e Cit y of
Den t on , wh ile t wo each for F lower
Mou n d, Lewisville, a n d Keller. The
r es pon d en t fu r t h es t a wa y fr om Den t on
Air port r esides in McKinn ey.
F or Den t on Air por t , t h e p rim a r y ser vice
a r ea (P SA) ca n be expect ed t o be
defined by t h e a via t ion dem a n d of
Den t on a n d s m a ller su r r ou n din g
comm un ities. Ot h er t h a n t h e pr iva t e
airst rips, DTO’s pr im a r y com pet it ion is
t h e a ir por t s a t Allia n ce, McKin n ey, a n d
Ga ins ville.
Th es e a ir por t s do n ot
cu r r en t ly pr ovide com pa r a ble a via t ion
fa cilit ies or h a ve t h e develop m en t
p ot en t ia l a s Den t on Air por t .
Wit h in t h e 30-m ile r a diu s of Den t on
Air por t a r e t wo com m er cia l ser vice
a ir por t s (DF W a n d Love F ield) a n d fou r
r eliever a ir por t s (Allia n ce, Addison ,
McKin n ey,
and
Me a ch a m ).
U n der st a n d in g t h e a va ila bilit y of
n ea r by a ir port s, som e wit h com pa r a ble
fa cilit ies t o offer , it is qu it e likely t h a t
th ese com pet it or s sign ifica n t ly limit
ou t lying dem a n d for Den t on Air por t .
Gen er a lly, a ir por t s su ch a s Den t on
Air por t ca n a t t r a ct a ir cr a ft own er s fr om
Thu s, t h e gen er a l a via t ion ser vice a r ea
for t h e Den t on Air por t ca n be gen er a lly
descr ibed a s t h e Cit y of Den t on in a ll
directions u pwar ds of 30 miles.
2-10
r egist er ed a ir cr a ft . Hist orically, Dent on
Air por t h a s dr a wn p rim a r ily fr om t h e
Den t on Cou n t y regist er ed a ir cr a ft a s it ’s
ser vice a r ea .
AVIATIO N FO R ECAS T S
To d et er m in e t h e cu r r en t a n d fu t u r e
n oise im pa ct s a t DTO, cer t a in elem en t s
of gen er a l a via t ion a ct ivit y mu st be
qu a n t ified a n d for eca st .
These
in dica t or s of gener a l a via t ion d em a n d
inclu de:
•
•
•
•
•
Th e fir st r egist er ed a ir cr a ft foreca st wa s
developed by com pa r in g t h e a ir cr a ft
r egist er ed in Den t on Cou n t y wit h t h e
Un it ed St a t es a ct ive fleet of gener a l
a via t ion a ir cr a ft . Tab le 2C pr ovides
h ist or ica l Den t on Cou n t y a ir cr a ft
r egist r a t ion s sin ce 1985.
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
An n u a l I n st r u m en t Ap pr oa ch es
Avia t ion P ea kin g Act ivit y
As depict ed on t h e t a ble, Dent on Cou n t y
r egis t r a t ion s h a ve nea r ly dou bled over
t h e la st 16 yea r s. Bet ween 1985 a n d
1990, Den t on Coun t y r egist ered a ir cr a ft
in cr ea sed by 71. Over t h e n ext 11
year s, r egist er ed a ircra ft ba lloon ed by
314. Over t h e 16-yea r per iod, Den t on
Cou n t y r egist er ed a ircra ft increa sed
fr om 0.21 percent of U.S. a ct ive a ir cr a ft
t o 0.36 percen t of U.S. a ct ive a ir cr a ft in
2001.
B ASED AIRCR AFT F ORE CASTS
Th e nu m ber of based a ir cr a ft is t h e
most ba sic ind ica t or of gener a l a via t ion
dema nd. By fir st developin g a for eca st
of ba sed a ir cr a ft , th e growth of ot h er
in dica t or s ca n be pr oject ed ba sed u pon
t h is g r ow th a n d o t h er fa ct or s
ch a r a ct er ist ic t o Den t on Air por t a n d t h e
ar ea it serves.
T w o for e ca s t s w e r e d e ve l op e d
consid er in g Den t on Cou n t y’s sh a r e of
U.S. a ct ive aircraft. First , a forecast
m a in t a in in g a con s t a n t 0.36 p er cen t of
U.S. a ct ive a ir cr a ft wa s developed . Th is
for ecast yields 945 a ircra ft by 2021.
N ext , a n increa sing shar e forecast
followin g hist oric t ren ds was developed.
Th e in cr ea sin g s h a r e for eca st pr esen t ed
in Tab le 2C yields 1,352 r egist er ed
a ircra ft by 2021.
On e m et h od of for eca st ing ba sed
a ir cr a ft a t a n a ir por t is t o exa m in e loca l
a i r cr a ft ow n e r s h ip , or a ir cr a ft
r egis t r a t ion s in t h e a ir por t ’s ser vice
a r ea . As pr eviously in dicat ed, t h e
p rim a r y ser vice a r ea for a ir cr a ft ba sin g
a t DTO is, a n d will con t inu e t o be,
Den t on a n d Da lla s cou n t ies. F or t h is
r ea s on , a n exa m ina t ion of r egist er ed
a ir cr a ft for Den t on Cou n t y ha s been
com plet ed.
An ot h er m et h od of for eca st in g cou n t y
a ir cr a ft r egis t r a t ion s con s id er s t h e
n u m ber of a ir cr a ft r egist er ed per 1,000
cou n t y r esiden t s. Table 2D pr esen t s
h ist or ica l a n d for eca st register ed
a ir cr a ft per 1,000 Den t on Cou n t y
resident s.
R e g i st e r e d Aircraft F oreca sts
H ist or ica l records of a ir cr a ft own er sh ip
in Den t on Cou n t y wer e obt a in ed a n d
eva lu a t ed in pr epa r in g t h e for eca st of
2-11
TABLE 2C
D e n t o n Co u n ty R e g is te re d v s . U . S . A c t iv e A ir c r a ft
Ye a r
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
D e n ton Cou n ty
R e g is te re d A ir c ra ft
U .S . A c t i v e
A ir c r a ft
% Of
N a t io n a l
2 0 2 ,7 0 0
2 1 0 ,7 0 0
2 2 0 ,0 0 0
2 1 7 ,1 0 0
2 1 0 ,3 0 0
2 1 9 ,7 0 0
1 9 8 ,0 0 0
1 9 8 ,7 0 0
1 7 7 ,1 1 9
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 1 9 ,4 6 4
2 2 1 ,2 1 3
2 2 3 ,4 8 5
0 .2 1 0 2 %
0 .2 0 6 5 %
0 .1 9 6 4 %
0 .1 9 7 6 %
0 .2 0 9 2 %
0 .2 2 6 2 %
0 .2 5 5 6 %
0 .2 6 0 2 %
0 .2 9 7 0 %
0 .3 3 7 1 %
0 .3 3 2 8 %
0 .3 3 4 9 %
0 .3 3 3 7 %
0 .3 3 6 1 %
0 .3 3 2 6 %
0 .3 4 9 0 %
0 .3 6 2 9 %
2 3 4 ,4 5 5
2 4 4 ,2 7 0
2 6 0 ,5 0 0
0 .3 6 2 9 %
0 .3 6 2 9 %
0 .3 6 2 9 %
2 3 4 ,4 5 5
2 4 4 ,2 7 0
2 6 0 ,5 0 0
0 .4 0 2 0 %
0 .4 4 1 0 %
0 .5 1 9 0 %
426
435
432
429
440
497
506
517
526
583
626
640
642
688
730
772
811
C O N S T A N T S H A R E P R O J E C T IO N
2006
2011
2021
851
886
945
I N C R E A S I N G S H A R E P R O J E C T IO N
2006
2011
2021
943
1 ,0 7 7
1 ,3 5 2
TABLE 2D
D e n t o n C o u n t y R e g i s t e r e d A i r c r a f t O w n e r s h i p p e r 1 ,0 0 0 R e s i d e n t s
Ye a r
1980
1985
1990
1995
2000
2001
D e n ton Cou n ty
R e g is te re d A ir c ra ft
361
426
497
626
772
811
Cou n ty
P o p u l a t io n
Aircra ft pe r
1 ,0 0 0 R e s i d e n t s
1 4 3 ,1 2 6
2 1 1 ,1 1 0
2 7 3 ,5 2 5
333110
4 3 2 ,9 7 6
4 5 3 ,8 5 3
2 .5 2
2 .0 2
1 .8 2
1 .8 8
1 .7 8
1 .7 9
5 2 9 ,5 4 8
6 0 9 ,8 7 7
8 2 7 ,6 0 3
1 .7 9
1 .7 9
1 .7 9
5 2 9 ,5 4 8
6 0 9 ,8 7 7
8 2 7 ,6 0 3
1 .7 0
1 .6 0
1 .4 0
C O N S T A N T S H A R E P R O J E C T IO N
2006
2011
2021
946
1 ,0 9 0
1 ,4 7 9
D E C R E A S IN G S H A R E P R O J E C T IO N
2006
2011
2021
S ou rce:
900
976
1 ,1 5 9
Den ton Cou n ty p rojecti on s for y ear s 2 010 a n d 2020 com e from T ex as Water Dev el op m en t B oa rd , 2002 Plan ; th e oth er
yea rs ar e in terp ola ted
2-12
on h istor ica l da t a sh owing t h e com bined
r egis t r a t ion s in Den t on a n d Da lla s
cou n t ies fr om 1985 t o 2001. The t im eser ies yielded an “r ” valu e of 0.98 an d
1,036 r egist er ed a ircra ft by 2021.
Severa l ot h er r egr ession a n a lyses wer e
con du ct e d wit h D e n t on Cou n t y
r egist er ed aircraft versu s cou n t y
popu la t ion a nd em ployment providin g
t h e h ighest cor r elat ion with “r ” valu es
of 0.99 ea ch . Th e pr oject ion con sider in g
cou n t y a i r cr a ft ve r s u s cou n t y
popu la t ion yields 1,360 a ir cr a ft by 2021,
wh ile t h e pr ojection con sid er in g coun t y
em ploymen t yields 1,119 a ir cr a ft .
These p roject ion s a n d t h e p reviou s
m a st er pla n pr oject ion a r e pr esen t ed in
Table 2E a nd depict ed on Ex h ib it 2B .
Table 2D indicat es t h a t a lt h ou gh
a ir cr a ft r egist r a t ion s for Dent on Cou n t y
h a ve increa sed over t he last 21 year s,
t h e r egist r a t ion s per 1,000 residen t s
h a ve declined. Thu s, popu la t ion gr owt h
h a s out pa ced a ir cr a ft own er sh ip in t h e
cou n t y.
T w o for e ca s t s w e r e d e ve lop e d
con sider in g r egist r a t ion s per 1,000
resident s. F ir st , a con st a n t sh a r e of
1.79 a ir cr a ft per 1,000 residen t s yielded
1,479 r egist er ed a ircra ft by 2021. N ext ,
a decr ea sin g sh a r e pr oject ion of 1.4
a ir cr a ft per 1,000 residen t s by 2021
yielded 1,159 a ir cr a ft .
Th e n ext for eca st m eth od used was a
t r en d lin e, or t im e-ser ies for eca st , ba sed
TAB LE 2E
D e n t o n Co u n t y R e g i s t e re d Ai rc r a ft P r o je c t i o n s
P ROJ ECTION
2006
2011
2021
Regr ess ion An a lysis
Tr en d Line ( r = 0.98)
vs . Cou n t y p opu la t ion
vs. Cou n t y employm en t
906
914
864
1,036
1,034
974
1,298
1,360
1,119
Ma r ket Sh a r e of U.S. Act ive Air cr a ft
Con s t a n t Sh a r e
I n cr ea s in g S h a r e
851
943
886
1,077
945
1,352
Ma r ket sh a r e of a ircra ft per 1,000
Con s t a n t Sh a r e
Decr ea s in g S h a r e
946
900
1,090
976
1,479
1,159
P r eviou s Ma st er P la n
741
793
908
By eva lu a t in g a ll of th ese forecast s, a n d
local a nd r egiona l ma rk et conditions, a
select ed for eca st was ch os en .
A
s u m m a r y of t h ese forecast s, a n d t h e
select ed for eca s t , is sh own on Exh ibit
2B . The selected forecast for r egist er ed
a ircra ft is 920 for 2006, 1,050 for 2011,
a n d 1,350 for 2021.
2-13
As pr esen t ed in th e ta ble, th e first DTO
ba sed a ir cr a ft for eca st con sider s t h a t
t h e a irport wou ld m a in t a in a con s t a n t
m a r ket sh a r e of Den t on Cou n t y
r egist er ed a ir cr a ft .
Th is pr oject ion
would yield 375 a ir cr a ft ba s ed a t t h e
a ir por t by 2021. Th e n ext pr oject ion
con sider ed a n in cr ea sin g m a r k et sh a r e
con s is t en t wit h t h e pr eviou s t r en d
est a blished over t h e past four year s.
Th is pr oject ion yields 486 a ircra ft by
t he en d of t he pla nn ing period.
B as e d Airc ra ft P ro je c tio n s
On ce r egist er ed a ircra ft h a ve been
for eca st , Den t on Air por t ba s ed a ir cr a ft
ca n be exa m in ed in com pa r ison t o
h ist or ica l cou n t y r egist er ed a ir cr a ft .
Table 2F pr esen t s DTO ba sed a ir cr a ft
a s a sh a r e of cou n t y r egist er ed a ir cr a ft .
As pr esen t ed in t h e t a ble, DTO based
a ir cr a ft a s a sh a r e of Den t on Cou n t y
r egist er ed a ir cr a ft h a s n ot sign ifica n t ly
ch a n ged wh en com p a r in g 1980 a n d
2001. In 1980, t h e a irport ’s ba sed
a ir cr a ft t ot a led 26.59 p er cen t of cou n t y
r egist er ed a ir cr a ft . I n 2001, t h e m a r ket
s h a r e increa sed slight ly to 27.74
per cen t . Th e year s bet ween, h owever,
in dicat e significa n t ch a n ge. In 1984,
DTO m a int a ined a 36.34 p er cen t sh a r e,
wh ile in 199 6 t h e a ir port h eld only a
16.82 per cen t sh a r e.
Since 1996,
h owever , th at sha re h as in cr ea sed
sign ifica n t ly r ea ch in g 27.74 p er cen t in
2001. Th is t r en d is n ot a t ypica l of
ba sed aircraft t ren ds over t his period.
Air cr a ft own er sh ip in t h e ea r ly t o m id1990s declin ed du e t o h eft y a ir cr a ft
lia bilit y la ws a n d a d own t u r n in t h e
econ omy. E ver sin ce t h en , a ir cr a ft
own er sh ip ha s reboun ded. This wa s
spu r r ed by a h ea lth y econ om y cou pled
wit h favora ble legisla t ion a nd a
r eju ven a t ed a via t ion in du st r y.
Th e n ext m et h od for for eca st ing ba sed
a ir cr a ft for Den t on Airport included a
t r en d line pr oject ion .
Con sider in g
ba sed a ir cr a ft a t t h e a irport bet ween
1980 a n d 2001, t h e t ime-series pr ovided
a n “r ” va lu e of well below a sign ifica n t
level. Th u s , t h e per iod bet ween 1990
a n d 2001 wa s consider ed. Th e t r en d
lin e a n a lysis con sider ing t h e pr eviou s
11 yea rs of based a ircra ft provided a n
“r ” va lu e of 0.83, yieldin g 374 a ir cr a ft
ba sed a t DTO by 2021. Severa l ot h er
r egr ess ion a na lyses were condu ct ed as
well, con sider in g DTO-ba sed a ir cr a ft
versu s socioeconomic factors su ch a s
p op u la t ion , em ploymen t , an d in com e.
Du e to the err at ic growth of based
a ir cr a ft , n on e of t h e r egression a n a lyses
pr ovided a st r on g cor r ela t ion coefficien t
a n d wer e n ot u t ilized for t h is s t u dy.
An ot h er for eca s t m et h od u t ilized
com pa r es t h e a ir por t ’s ba s ed a ir cr a ft
wit h loca l resident popula t ion t ren ds.
Table 2G pr es en t s h is t or ica l a n d
forecast ba sed a ircra ft per 1,000 Cit y of
Denton resident s.
Obviou sly, fu t u r e ba sed a ir cr a ft a t
Den t on Airport will r ely on sever a l
fa ct or s in clu din g t h e econ omy a n d
a va ila ble a ir por t fa cilit ies. F or eca st s
con sider ed a r ea sona bly st a ble econ om y
a n d developm en t of a irport fa cilit ies
n eces sa r y t o a ccom m oda t e a via t ion
dema nd. Tab le 2F pr esen t s t wo ba sed
a ir cr a ft for eca st s a s a per cen t a ge of
Den t on Coun t y r egist er ed a ir cr a ft .
2-14
HISTORICAL
FORECAST
LEGEND
Percent of US Active Aircraft
Constant Share
Increasing Share
1200
Previous Master Plan
Aircraft per 1,000 Residents
Constant Share
Decreasing Share
Regression Analysis
Time Series (r=0.98)
vs. Population (r=0.99)
AIRCRAFT PROJECTIONS
01MP02-2B-8/21/01
1500
vs. Employment (r=0.99)
900
Selected Forecast
600
300
0
1985
1990
1995
2000
2005
2010
2015
2020
YEARS
Exhibit 2B
DENTON COUNTY REGISTERED AIRCRAFT PROJECTIONS
TAB LE 2F
D TO Ba s e d Airc ra ft v s . De n to n Co u n ty Re g is te re d Airc ra ft
Ye a r
B a s e d Airc ra ft
De n t on Cou nt y
Re g is te re d Airc ra ft
% o f R e gi st e re d
Airc ra ft
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
96
114
132
132
133
133
132
132
133
143
103
107
119
119
119
119
121
108
151
163
183
225
361
N/A
365
N/A
366
426
435
432
429
440
482
502
517
526
583
626
640
642
688
730
772
811
26.59%
--36.16%
--36.34%
31.22%
30.34%
30.56%
31.00%
32.50%
21.37%
21.31%
23.02%
22.62%
20.41%
19.01%
18.91%
16.82%
21.95%
22.33%
23.70%
27.74%
920
1,050
1,350
27.75%
27.75%
27.75%
920
1,050
1,350
29.00%
32.00%
36.00%
C O N S T A N T S H A R E P R O J E CT IO N
2006
2011
2021
255
291
375
IN C R E AS I N G S H AR E P R O J E CT IO N
2006
2011
2021
267
336
486
in cr ea sin g on e, wh ich follows n a t ion a l
t r e n d s o f i n c r e a s e d a i r c r a ft
m a n u fa ct u r in g an d th e steady increa se
in a ircra ft owner ship.
As in dicat ed in t h e t a ble, Den t on
Air por t ha s experienced a d ecr ea se in
a ir cr a ft own er sh ip per 1,000 cit y
r esiden t s bet ween 1980 a n d 1990.
S in ce t h en , h owever , t h e t r en d is a n
2-15
TAB LE 2G
B as e d Airc ra ft vs . P o p u la tio n P ro je c tio n s
Ye a r
D e n to n B as e d
P o p u l a t io n
Airc ra ft p e r 1,000
1980
1990
2000
2001
96
103
183
225
48,063
66,270
80,537
82,976
2.00
1.55
2.27
2.71
98,110
125,220
190,200
2.65
2.55
2.40
98,110
125,220
190,200
2.71
2.71
2.71
98,110
125,220
190,200
2.75
2.85
3.00
De cr ea si n g S h a r e P r ojec t i on
2006
2011
2021
260
319
456
Con st a n t S h a r e P r ojec t i on
2006
2011
2021
266
340
516
In cr ea si n g S h a r e P r ojec t i on
2006
2011
2021
270
357
571
A sum m a ry of hist orica l an d for eca st
ba sed a ircra ft is pr esen t ed in Tab le 2H
a n d is illu st r a t ed on Exhibit 2C. The
p roject ion s depict ed on t h e exh ibit
illu st r a t e a n en velope of pot en t ia l ba sed
a ir cr a ft a t Den t on Air port over t h e n ext
20 yea r s. Given t h e gr owt h poten t ia l of
DTO a n d t h e pr oject ed gr owt h of t h e
n or t h wes t er n por t ion of t h e Met r oplex,
it is likely t h a t a ir cr a ft own er s will
in cr ea sin gly u t ilize ou t lyin g a ir por t s
s u ch a s Den t on . F or t h is rea s on , t h e
lower en d of t h e p la n n in g en velope does
n ot r epr es en t a n a d equ a t e t ool for t h e
cit y for a ir por t p la n n in g.
Th r ee pr oject ion s of ba sed a ircra ft per
1,000 r es id en t s wer e considered. F ir st ,
a decrea sin g sha r e fa llin g to 2.4 ba sed
a ir cr a ft per 1,000 Den t on r esiden t s
pr ovides 456 ba sed a ircra ft by 2021.
Second, a con st a n t sh a r e of 2.71 a ir cr a ft
per 1,000 residen t s yields 516 ba sed
a ir cr a ft by 202 1. Th ir d, a n in cr ea sin g
r a t io r ea ch ing 3.0 air cr a ft per 1,000
Den t on r esiden t s pr ovides 571 bas ed
a ircra ft by 2021.
An ot h er foreca st considered sim ply
a p plyin g t h e a ver a ge a n n u a l gr owt h
r a t e of ba sed a ircra ft sin ce 1980 t o
fu t u r e a ir port ba sed a ir cr a ft . Applying
t h e h ist or ic a n n u a l a ver a ge gr owt h r a t e
of fou r per cen t yields 493 ba sed a ir cr a ft
a t DTO by 2021.
2-16
01MP02-2C-8/21/01
600
HISTORICAL
FORECASTS
500
LEGEND
Percentage of County
Constant
Increasing
BASED AIRCRAFT
400
vs. 1,000 Population
Constant
Increasing
Decreasing
Previous Master Plan
Time Series (r = 0.83)
300
Four Percent Growth
Selected Forecast
200
100
1980
1985
1990
1995
2000
2005
2010
2015
2020
Exhibit 2C
BASED AIRCRAFT FORECASTS
TAB LE 2H
B as e d Airc ra ft P ro je c tio n s
De n to n Airp ort
P ROJ ECTION
2006
2011
2021
Tr en d Line ( r = 0.83)
233
290
374
Sh a r e of Cou n t y Regist er ed
Con s t a n t
I n cr ea s in g
255
267
291
336
375
486
Own er sh ip per 1,000 Cit y Resident s
Decr ea s in g
Con s t a n t
I n cr ea s in g
260
266
270
319
340
357
456
516
571
F ou r P er cen t An n u a l Gr owt h Ra t e
274
333
493
P r eviou s Ma st er P la n
226
266
362
a ddit ion a l ba s ed a ir cr a ft , n ot on ly
pr ovidin g t im ely goals. I n a ct u a lit y, t h e
m ilestones m a y be h igh er t h a n t h e
m edia n forecast r a n ge. By pla n n in g for
a sligh t ly h igh er level of air cra ft, t h e
pla n ca n a ccom m oda t e u n expect ed
shifts, or ch a n ges in t h e a r ea ’s a via t ion
dema nd. It is im por t a n t for t h e pla n s t o
a ccom m oda t e th ese cha nges so t h a t cit y
officia ls ca n r espon d t o u n expect ed
ch a n ges in a t im ely m a n n er . As a
r esu lt , t h ese m ilest on es p r ovide
flexibilit y, wh ile pot en t ia lly ext en d in g
t h is pla n ’s u sefu l life if a via t ion t ren ds
slow over t he per iod.
A com bin a t ion of pr oject ion s a ppea r t o
be t h e m ost r ea sona ble for t h e pu r poses
of t h is st u dy. Given t h e developm en t
pot en t ia l of t h e a ir por t a n d gr owt h of
t h e n or t h wes t er n p or t ion of t h e
Met r oplex, it is ver y lik ely t h a t t h e
a ir por t will follow a t ren d som ewh er e
bet ween t h e m iddle a n d t h e high en d of
t h e plan nin g envelope depict ed on
Ex h ib it 2C.
Cost effect ive, s a fe, efficien t , a n d
or der ly developm en t of a n a ir p or t
sh ou ld rely more u pon a ct u a l d em a n d a t
a n a irpor t t ha n a time-based forecast
figur e. Th u s, in or der t o develop a
m a st er pla n t h a t is dem a n d-ba sed
r a t h er th an time-based, a ser ies of
p la n n in g h or izon m ilestones h a ve been
est a blished t h a t t a ke in t o con sider a t ion
t h e r ea son a ble ra n ge of ba sed a ir cr a ft
projections.
Th e most im p or t a n t r ea s on for u t ilizin g
m ilestones is th a t t hey a llow th e airport
t o develop fa cilit ies a ccordin g t o n eed
gen er a t ed by a ct u a l d em a n d levels. Th e
d em a n d -ba se d s ch e d u l e p r o vi d es
fl e xi b il 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 dem a n d a t
a n y given t ime over t h e p la n n in g
Th e m i le s t o n e s w e r e d e ve lop ed
con sider in g t h e p ot en t ia l of a t t r a ct in g
2-17
As det a iled pr eviou sly, t h e n a t ion a l
t r en d is t owar d a la r ger per cen t a ge of
soph ist ica t ed t u r bopr op, jet a ir cr a ft ,
a n d h elicopt er s in t h e n a t ion a l fleet.
Gr owt h with in ea ch ba sed a ir cr a ft
ca t egor y a t t h e a irport h a s been
det er m ined by com p a r is on 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 p r odu ct ion ) a n d
con s ider a t ion of loca l econ om ic
con dit ion s. Th e pr oject ed t r en d of ba sed
a ir cr a ft at Denton Airport includes a
gr owin g nu m ber of single an d m u lt ien gin e a ir cr a ft a n d t u r bopr op a ir cr a ft .
H owever , str ong growth in business
t u r bojet aircraft is pr oject ed for t h e
a ir por t t h r ou gh t h e pla nn ing period,
con s is t en t wit h n a t ion a l t r en d s. Th e
ba sed a ir cr a ft fleet m ix p r oject ion for
Den t on Air port is su m m a r ized in Table
2J .
period. Th e r esu lt a n t pla n pr ovides cit y
officia ls wit h a fin a n cia lly resp on sible
a n d n eed-ba sed pr ogr a m . Th e pla n n in g
h or izon s for ba s ed a ir cr a ft t h a t will be
u t ilized for t h e r em a ind er of t h is m a st er
plan a re a s follows:
• Sh or t Ter m - 265
• In t er m edia t e Term - 320
• Lon g Term - 450
B AS E D AIR CR AF T
F LEE T MIX P ROJ ECTION
Th e exist in g based a ir cr a ft fleet m ix is
compr ised of sin gle a n d m u lt i-en gin e
piston-power ed aircraft, helicopter s,
a n d a lso in clu d es bu s in es s t u r bop rop
a n d t u r bojet a ir cr a ft .
TABLE 2J
F le e t Mi x F o re c a s t
E XIS TIN G
Ty p e
Sin gle
E n gin e
2001
%
F OR E CAS T
Sh ort
Term
%
Inte r.
Term
%
Lo n g
Term
%
154
68.37%
179
67.5%
215
67.0%
293
65.0%
Mu lt i-E n gin e
42
18.75%
48
18.0%
54
17.0%
76
17.0%
Tu r bop rop
22
9.77%
26
10.0%
35
11.0%
54
12.0%
J et
4
1.78%
7
2.5%
10
3.0%
18
4.0%
H elicopt er
3
1.33%
5
2.0%
6
2.0%
9
2.0%
225 100.00%
265
100.0%
320
100.0%
450
100.0%
Tota ls
i n cr e a s e i n t h e p e r ce n t a g e of
h elicopt ers, m ult i-engine, t ur boprop,
a n d t u r bojet a ir cr a ft h a ve been forecast
t o increa se, while single en gin e ba sed
a ircra ft a r e for eca st t o decr ea se.
Cu r r en t ly, sin gle en gin e a ir cr a ft
com pose th e lar gest segm en t of a ir cr a ft
a t DTO. Alt h ou gh t h e fu t u r e ba sed
a ir cr a ft m ix will con t in u e t o be
dom ina t ed by sin gle en gin e a ir cr a ft , a n
2-18
ca r r y p eop le fr om on e loca t ion t o
a n ot h er .
ANN U AL OP ER ATIONS
Th er e a r e t wo t ypes of oper a t ion s a t a n
a ir por t : loca l a n d it in er a n t . A loca l
oper a t ion is a t a keoff or la n d in g
per for m ed by a n a ircra 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 simu lat ed approaches 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 ion 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 . Genera lly, local opera tions a re
cha ra cter ized by tr ain ing opera tions.
Du e t o t h e a bsen ce of a n a ir port t r a ffic
con t r ol t ower , a ct u a l a n n u a lized
oper a t ion a l cou n t s a r e n ot a vaila ble for
Den t on Air por t .
F or a n h ist or ica l
r efer en ce, h owever , on ly gen er a l
est ima t es of a ircra ft oper a t ion s ba sed
on periodic obser va t ion s a r e a va ila ble.
H ist or ica l a ir cr a ft op er a t ion s for t h e
a ir por t h a ve been r ecor ded by t h e F AA
on th e Form 5010-1, Airport Mast er
Record.
Air por t m a na gem en t h a s
est ima t ed an nu al opera tions for t h e
F AA in t h e pa st . Tab le 2K pr esen t s
hist or ica l opera tions for Den t on Air port .
Typica lly, it in er a n t opera tions increa se
wit h bu sin ess a n d com m er cia l u se a s
business a ir cr a ft a r e u sed pr im a r ily t o
TABLE 2K
Op e r a t io n s p e r B a s e d Ai rc r a ft P r o je c t i o n s
De n ton Airport
Lo c a l
To t a l
B a se d
Airc ra ft
Op s p e r
B a se d
Ye a r
It in e ra n t
1985
75,200
40,000
115,200
133
866
1990
33,700
68,000
101,700
103
987
1995
44,700
45,000
89,700
119
754
2000
45,000
67,500
112,500
225
500
O P ER AT IO N S P ER BA S ED AIR CR AFT P R O J EC T IO N S
S hor t Ter m
53,000
79,500
132,500
265
500
In t er m edia t e Term
64,000
96,000
160,000
320
500
Lon g Term
90,000
135,000
225,000
450
500
h igher oper a t ion per ba sed a ir cr a ft
r a t io, wh er ea s a irport s wit h a h igher
pe r cen t a ge of t r a n s i en t a ir cr a ft
oper a t ion s will h a ve a lower r a t io.
P r oject ion s of a n n u a l oper a t ion s h a ve
been developed by exa m in in g t h e
n u m ber of oper a t ion s per ba sed a ircr a ft .
Typica lly, oper a t ion s per ba sed a ir cr a ft
ca n r a n ge between 300 a n d 1,000 at
a ir por t s sim ila r t o Den t on Air por t .
Air p or t s w i t h h i gh e r t r a i n i n g
op er a t ion s (loca l oper a t ion s) will h a ve a
In a t t em pt s t o qu a n t ify more r elia bly
t h a n s im p ly e s t im a t in g a ir p or t
opera tions, TxDOT es t a blis h ed a n on 2-19
goin g oper a t ion s m on it or in g syst em .
Th e goal of t h is p r ogra m wa s t o
u ltim a t ely est a blish a m odel t h a t will
provide m or e a ccu r a t e cou n t s. TxDOT’s
m odel ind ica t es t h a t for a ir por t s sim ila r
t o DTO, a n n u a l oper a t ion s t ypically
equ a t e t o a ppr oxim a t ely 500 oper a t ion s
per ba sed a ir cr a ft . Th u s, for pla n n in g
pur poses, a n n u a l oper a t ion s per ba sed
a ir cr a ft will be forecast a t 500
oper a t ion s per ba sed a ir cr a ft .
h a ve con sider ed a n increa se t o 1,000
a n n u a l a ir t a xi op er a t ion s by t h e end of
t h e pla n n ing per iod. This n u m ber cou ld
in cr ea se if a n a ir t a xi oper a t or were t o
base a t Den t on Air por t . Types of
a ct ivit y in clu ded in a ir t a xi a ct ivit y
in clude ca r go a n d ch a r t er -for - h ir e
op er a t in g u n d er F .A.R. P a r t 1 35 r u les .
Th e F AA pr oject s a n in cr ea se in a ir cr a ft
u t iliza t ion a n d t h e n u m ber of gen er a l
a via t ion hours flown . This forecast
su ppor t s fu t u r e gr owt h in a n n u a l
oper a t ion s a t Den t on Air por t .
P r oject in g fu t u r e m ilit a r y u t iliza t ion of
a n airport is pa r t icu la r ly difficu lt a s
loca l m ission s m a y ch a n ge wit h lit t le
n ot ice. H owever, exist ing oper a t ion s
a n d a ir cr a ft m ix m a y be con fir m ed for
t h eir im pa ct on fa cilit y p la n n in g. As
ind ica t ed by t h e a ir port ’s pr eviou s
m a st er pla n a n d t h e F AA Te r m i n a l
Are a For e c a st s (TAF ) docu m en t ,
h ist or ica l m ilit a r y oper a t ions h a ve
a ccou n t ed for a ppr oxima t ely 100
it in er a nt a n d 100 loca l op er a t ion s
a n n u a lly. Milit a r y oper a t ion s con sist
pr im a r ily of t u r bopr op a n d h elicopt er
a ct ivit y.
MILIT AR Y A CT IVIT Y
Table 2G p res en t s a n n u a l op er a t ion s
for eca st s for t h e pla nn ing period.
Oper a t ion s forecast s consider a con st a nt
op er a t ion s per ba sed a ircra ft of 500
t h r ou gh t h e lon g t er m of t h e p la n n in g
per iod. As in dica t ed in t h e t a ble, t ot a l
gener a l a via t ion oper a t ion s a t Den t on
Air por t a r e for eca st t o r ea ch 225,000 by
t h e lon g t er m u s in g t h e for eca st ba sed
a ir cr a ft a t 500 op er a t ion s per a ir cr a ft
level. It is a ss u m ed t h a t loca l, or
t r a in in g, opera tions will con t in u e t o
dom in a t e t h e t r a ffic.
Fu t u r e loca l
oper a tion s h a ve been for eca st a t 60
p er cen t of t ot a l gen er a l a via t ion
op er a t ion s, wh ile it in er a n t t r a ffic is
forecast t o r em a in a t 40 per cen t of
t ot a l a n n u a l gener a l a via t ion op er a t ion s
r ea ch ing 90,000 by th e lon g ter m .
F or plan nin g purposes, t hes e op er a t ion s
h a ve been for eca st t o r em a in st ea dy a t
500 (bot h it in er a n t a nd loca l) a n n u a lly
t hr ough t he pla nn ing period.
P EA K IN G
C H A R A C T E R IS T IC S
Ma n y a ir port fa cilit y n eeds a r e r ela t 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 requirem ent s for t h is s t u dy a r e
as follows:
AIR T AXI
Air por t oper a t ion a l est im a t es in dica t e
t h a t a ir t a xi oper a t ion s t ot a led 500 in
2000. F u t u r e oper a t ion a l estim a t es
2-20
•
a ccor din g t o t ren ds experienced at
similar airports.
P e a k Mo n th - Th e ca len d ar
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 p ea k m on t h . Th is in dica t or is
der ived by dividin g t h e pea k
m on t h oper a t ion s by t h e n u m ber of
d a ys in t h e m on t h .
•
B u sy D a y - Th e bu sy da y of a
t ypical week in t h e pea k 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.
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 t o 15 p er cen t of t h e a ir por t ’s a n n u a l
opera tions. F or pla n n ing pu r poses,
pea k m on t h oper a t ion s h a ve been
est ima t ed a s 10 per cen t of a n n u a l
op er a t ion s a t Den t on Air por t . Ba sed on
p ea k in g ch a r a ct er ist ics fr om sim ila r
a ir por t s wit h a ir por t t r a ffic con t r ol
towers, t h e t ypica l bu sy d a y wa s
det er m ined by m u lt iplyin g t h e design
da y by 1.3. Design h ou r oper a t ion s
wer e det er m in ed u sin g 10 per cen t in
t h e s h or t t er m in cr ea s in g t o 20 p er cen t
of t h e design da y oper a t ion s by t h e lon g
t er m . Th e gen er a l a via t ion pea kin g
ch a r a ct er ist ics a r e su m m a r ized in
Ta bl e 2L.
Wit h ou t a n a ir por t t r a ffic con t r ol t ower ,
a dequ a t e oper a t ion a l in for m a t ion is n ot
a va ila ble t o directly det er m ine pea k
gener a l a via t ion oper a t ion a l a ct ivit y a t
t h e a ir port . Th er efor e, pea k per iod
for eca st s
h a ve
been det er m ined
TABLE 2L
P ea k Operation s Fore casts
De n ton Airport
2000
An n u a l Op er a t ion s
Sh ort Te rm
Interm ed iate
Term
Lo n g Te rm
113,200
133,800
161,500
227,000
11,320
13,380
16,150
22,700
Bus y Day
491
580
700
984
Design Day
377
446
538
757
Design H ou r
38
49
65
113
P ea k Mon t h
Ru le (I F R) fligh t p la n , wh en visibilit y is
less t ha n t hr ee miles an d/or wh en t h e
ceilin g is a t or below t h e m in im u m
in it ia l a pp r oach a lt it u de." To qu a lify as
a n in st r u m en t a ppr oa ch a t Den t on
Air por t , a ir cr a ft m u st la n d a t DTO a ft er
foll owin g on e of t h e p u blis h ed
instr um ent appr oach procedur es.
AN N UAL INS TR UMEN T
AP P R OAC HES
An in s t r u m en t a p pr oa ch a s defined by
t h e F AA is "a n a p pr 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 ccor da n ce wit h a n I n st r u m en t F ligh t
2-21
Review of h ist or ic AIA’s for DTO
in dica t e a widely fluctu a t ing figur e year
t o yea r . F or exa m ple, in 1992, t h e
a ir por t experienced 1,236 AIA’s, wh ile
in 2000 t h e a irport r ecor ded on ly 168.
Gen er a lly, AIA’s h a ve flu ct u a t ed in t h e
300 t o 400 r a n ge.
S U MMAR Y
Th is ch a p t er h a s ou t lin ed t h e va r iou s
a via t ion dem a n d levels a n t icip a t ed for
t h e n ext 20 yea r s a t Den t on Air por t .
Lon g t er m gr owt h a t t h e a irport will be
influ en ced by m a n y fa ct or s in clu din g
t h e loca l a n d r egiona l economy, t h e
n eed for a via ble a via t ion fa cilit y in t h e
imm edia t e a r ea , a n d t r en d s in gen er a l
a via t ion a t t h e n a t ion a l level. Th e
a via t ion dem a n d for eca st s for Den t on
Air port a r e sum m a r ized on Ex h ib it 2D .
AIA’s ca n be expect ed t o r a n ge upwa rds
bet ween on e a n d t wo p er cen t of a n n u a l
it in er a n t op er a t ion s . Thus, AIA’s h a ve
been pr ojected t o rea ch 1.350 by t h e
long t erm of t he pla nn ing period.
2-22
01MP02-2D-1/9/03
SUMMARY
SUMMARY OF
OF AVIATION
AVIATION ACTIVITY
ACTIVITY PLANNING
PLANNING HORIZONS
HORIZONS
Historical
Current
Short
Term
Intermediate
Term
Long
Term
500
45,000
100
45,600
300
53,000
500
53,800
500
64,000
500
65,000
1,000
90,000
500
91,500
67,500
100
67,600
113,200
79,500
500
80,000
133,800
96,000
500
96,500
161,500
135,000
500
135,500
227,000
AIAs
168
530
740
1,220
Based Aircraft
Single Engine
Multi-engine
Turboprop
Jet
Helicopter
Total Based Aircraft
154
42
22
4
3
225
179
48
26
7
5
265
215
54
35
10
6
320
293
76
54
18
9
450
CATEGORY
Annual Operations
Itinerant
AirTaxi
General Aviation
Military
Total Itinerant
Local
General Aviation
Military
Total Local
Total Operations
OPERATIONS
OPERATIONS FORECAST
FORECAST
BASED
BASED AIRCRAFT
AIRCRAFT FORECAST
FORECAST
500
250
HISTORICAL
FORECASTS
HISTORICAL
200
150
100
50
1985
FORECASTS
400
BASED AIRCRAFT
OPERATIONS (x 1,000)
Forecasts
300
200
100
1990
1995
2000
2005
2010
2015
2020
1985
1990
1995
2000
2005
2010
2015
2020
Exhibit 2D
FORECAST SUMMARY
Chapter Three
AIRPORT FACILITY REQUIREMENTS
Chapter Three
FACILITY REQUIREMENTS
An updated set of planning horizon milestones of aviation demand for Denton
Airport (DTO) were established in the
previous chapter. These activity milestones include aircraft operations, based
aircraft, fleet mix, annual instrument
approaches, and peaking characteristics.
With this information, specific components of the airfield and landside system
can be evaluated to determine their
capability to accommodate future
demand.
ponents. Airfield facilities include those
facilities that are related to the arrival,
departure, and ground movement of aircraft. The components include:
In this chapter, existing components of
the airport are evaluated so that the
capacities of the overall system are identified. Once identified, the existing
capacity is compared to the planning
horizon milestones to determine where
deficiencies currently exist or may be
expected to materialize in the future.
Once deficiencies in a component are
identified, a more specific determination
of the approximate sizing and timing of
the new facilities can be made.
•
•
•
•
Runways
Taxiways
Navigational Approach Aids
Airfield Lighting, Marking,
and Signage
Landside facilities are needed for the
interface between air and ground transportation modes.
This includes
components for general aviation needs
such as:
As indicated earlier, airport facilities
include both airfield and landside com-
3-1
!
!
!
!
!
Or ient ed in a n or t h -s ou t h fa s h ion ,
Ru n wa y 17-35 is 5,999 feet long a n d
150 feet wide.
Gen er a l Avia t ion Ter m in a l
Air cr a ft H a n ga r s
Air cr a ft P a r k in g Ap ron s
Aut o Pa rk ing an d Access
Airport Su pport F a cilit ies
Air field ca pa city is a lso a ffect ed by t h e
t ype, size, a nd n u m ber of a vaila ble
t a xiwa ys. The pur pose of t h e t a xiwa y
syst em is t o r edu ce t h e a m ou n t of t im e
t h a t a ir cr a ft s pen d on t h e r u n wa y a n d
t o fa cilit a t e a ircra ft m ovemen t s
bet ween t h e r u n wa ys a n d t er m in a l
ar eas. Ru n wa y 17-35 is ser ved by a
fu ll-lengt h pa r a llel t a xiwa y a n d six
ent ra nce/exit ta xiways.
A IR FIE L D
R E Q U IR E MEN T S
Air field r equ ir em en t s in clu de t h e n eed
for t h ose fa cilit ies rela t ed t o t h e a r r iva l
a n d depa r t u re of a ir cr a ft .
Th e
a dequ a cy of exist in g a ir field facilit ies a t
Den t on Air por t h a s been a n a lyzed fr om
a n u m ber of per spectives , inclu din g
a ir field ca pa cit y, r u n wa y len gt h ,
r u n wa y p a vem en t s t r en gt h , a ir field
ligh t in g, na vigat iona l aids, a n d
pavement ma rk ings.
Th e loca t ion of gen er a l a via t ion
fa cilit ies ca n in d ir ect ly a ffect a ir field
ca pa cit y. Ter m in a l s er vice p rovid er s
wh ich a r e r em ot ely loca t ed red u ce
over a ll a irfield ca pa cit y by m a kin g it
m or e difficu lt for a ir cr a ft t o expedit e
t h eir m ovemen t off t h e a ir field syst em .
At DTO, gener al a viat ion ser vices ar e
pr ovided a lon g th e en t ire ea st side of
t h e r u n wa y. F BO, ot h er bu sinesses,
a n d based a ir cr a ft fa cilit ies a r e
su fficien t ly s pr ea d a r ou n d t h e a ir por t
s u ch t h a t t h ey sh ou ld n ot pose a n y
s ign ifica n t de la y or con gest ion
problems.
AIRF IELD CAP ACITY
A dem a n d/ca pa city a n a lysis m ea su r es
t h e ca pa cit y of t h e a ir field facilit ies (i.e.,
r u n wa ys a n d t a xiwa ys) in or der t o
id e n t ify a p la n for a d d it ion a l
developm en t n eeds. As indicat ed in
Exh ibit 3A, th e cap a cit y of t h e a ir field
is a ffect ed by severa l fa ct or s. These
fa ct or s a r e discu ssed in m or e det a il in
th e following sections.
The on ly a ir field fa cilit y la you t con cer ns
fr om a ca pa city st a n dpoin t is t h e n eed
for a m or e direct pa r a llel t a xiway
(s t r a igh t en ed ) a nd a deeper a pr on n ea r
som e fa cilit ies (s u ch a s t h e t er m in a l
bu ildin g). Th ese im pr ovem en t s cou ld
en h a n ce a n d im p r ove ca p a cit y a s m or e
cir cu la t ion n ea r a n d a r ou n d t h e
t er m in a l bu ildin g a n d ot h er ser vice
p rovid er s could occur wit h ou t im p a ct in g
or bein g im pa ct ed by op er a t ion s on t h e
pa r a llel t a xiwa y.
Ai rfi e l d La y o u t
Th e a ir field la you t r efer s t o t h e loca t ion
a n d or ien t a tion of th e ru nwa ys,
t a xiwa ys, a n d t er m in a l a r ea . Th e
la you t of t h e a ir field ca n sign ifica n t ly
a ffect it s a bilit y t o a ccom m oda t e
a ir cr a ft m ovemen t s.
Th e exist in g
a ir field la you t inclu des a sin gle r u n wa y
(17-35).
3-2
01MP02-3A-8/21/01
AIRFIELD LAYOUT
Runway Configuration Runway Use
Number of Exits
WEATHER CONDITIONS
VFR
IFR
PVC
AIRCRAFT MIX
A&B
Beechcraft King Air
Beechcraft Bonanza
C
Cessna Citation
SAAB 340
Cessna 441
Gulfstream
Boeing 737
D
Boeing 747
OPERATIONS
Arrivals and
Departures
Touch-and-Go
Operations
Total Annual
Operations
7
6
5
4
3
2
1
J F M A M J J A S O N D
Exhibit 3A
AIRFIELD CAPACITY
FACTORS
a dequ a t e a n d does n ot a dver sely a ffect
a ir field ca pa cit y.
Me t e o r o lo g y
Wea t h er con d it ion s a t Den t on Air por t
ca n sign ifica n t ly a ffect t h e ca pa cit y of
a irside facilit ies . Ru n wa y u t ilizat ion is
n or m a lly dict a t ed by win d con dit ion s,
clou d ceilin gs, an d visibility.
The
direction of ta ke-offs an d landings is
gen er a lly deter m ined by t he speed of
t h e pr eva ilin g win ds. It is gen er a lly
safest for a ircra ft t o t a keoff a nd la n d
in t o t he wind, avoidin g crosswind or
t a ilwin d com p on en t s du r in g
t h ese
op e r a t ion s .
Th e t ype
of
in st r u m en t a t ion a n d t h e a dequ a cy of
t h e a s socia t ed in s t r u m en t a p pr oa ch es
for ea ch r u n wa y will a lso dict a t e
r u n wa y u se du r ing in clemen t wea t h er
con dit ion s.
Th e p rim a r y effect of cloud ceilin g a n d
fligh t visibilit y con d it ion s on a ir por t
ca pa cit y is th e requir ed spa cin g
bet ween a ir cr a ft in a con t r olled
en vir on m en t . As wea t h er con dit ion s
det er ior a t e, th e spacing of aircraft m ust
increa se t o pr ovide allowa ble ma r gins of
sa fet y. Th e increa sed dist a n ce bet ween
a ir cr a ft r ed u ces t h e n u m ber of a ir cr a ft
wh ich ca n op er a t e a t t h e a ir por t d u rin g
a n y given per iod. Th is con sequ en t ly
r edu ces overa ll a ir field ca pa cit y.
Th e F eder a l Avia t ion Ad m in is t r a t ion ’s
(F AA) Ai rfi e l d Ca p a c i t y a n d D e l a y,
Advisor y Cir cu la r (AC 150/5060-5),
r ecognizes t h r ee cat egories of ceilin g
a n d visibilit y m in im u m s. Visu a l F ligh t
Ru le (VF R) con dit ion s occu r wh en ever
t h e r epor t ed ceilin g is gr ea t er t h a n
1,000 feet a bove gr ou n d level a n d
visibilit y is gr ea t er t h a n t h r ee st a t u t e
m iles. In st r u m en t F light Ru les (IF R)
con dit ion s occu r wh en t h e r epor t ed
ceilin g is less t h a n 1,000 feet a bove
gr ou n d level a n d/or visibility is less
t h a n th ree st a t u t e m iles.
P oor
Visibilit y Con dit ion s (P VC) occur wh en
t h e ceiling is less th a n 500 feet a nd/or
visibilit y is less t h a n on e st a t u t e m ile.
Win d con d it ion s a r e of pr im a ry
im p or t a n ce in det er m in in g r u n wa y use
per cen t a ges in a capa city an alysis.
Typica lly, r u n wa y or ien t a t ion s a r e
e s t a b l i s h e d a cco r d i n g t o t h e
p red om in a n t wind flow in order t o
m in im ize opera tions u nder crosswin d
con dit ions. F or pla n n in g a n d d esign , a
cr os swin d componen t is con sidered
excess ive a t 15 m iles per h ou r for
a ir cr a ft over 12,500 pou n ds a n d a t 12
m iles per h ou r for sm a ller a ir cr a ft .
As d ep ict ed on Ex h ib it 3B , n ine year s
of win d da t a cover in g a per iod fr om
1990 t o 1998 ha ve been su m m a rized for
a ll-wea t h er con d it ion s a t Den t on
Air por t . Wind da ta was obta ined from
obs er va t ion s a t Da lla s/F or t Wor t h
In t er n a t ion a l Air por t (DF W) d u e t o t h e
la ck of wea t h er r epor t ing a t DTO. Th e
r u n wa y orient at ion pr ovides 96.02
p er cen t covera ge at 12 miles per h ou r
a n d 98.14 per cen t covera ge at 15 m iles
per h ou r . Th is covera ge is m or e t h a n
Accordin g t o d a t a obt a in ed fr om t h e
N a t ion a l Clim a t ic Da t a Cen t er for t h e
per iod 1988-1998, Den t on Air por t h a s
ope r a t e d u n d er VF R con d it ion s
a ppr oxim a t ely 91 p er cen t of t h e t im e,
wh er ea s IF R con dit ion s h a ve occu r r ed
a ppr oxim a t ely seven per cen t of t h e
t im e. P oor visibilit y a n d low ceilin g
con dit ion s (less t h a n 500 feet a n d /or on e
m ile) h a ve occu r r ed a ppr oxima t ely t wo
percent of t he t ime dur ing th e period.
3-3
a n d on e m ile visibilit y, wh ile Appr oa ch
Ca t egor y D a ir cr a ft visibilit y m in im u m s
increa se to 1.25 miles.
Runw ay Use
Ru n wa y use is expressed in ter ms of
n u m ber , loca t ion , a n d or ien t a t ion of
a ct ive r u n wa ys. It in volves dir ect ion s
a n d k in d s of op er a t ion s u sin g ea ch
r u n wa y wh en m or e t h a n on e r u n wa y is
a vaila ble.
F or Den t on Air por t ,
h owever, on ly on e r u n wa y is ava ilable.
Aircraft Mix
Air cr a ft m ix for t h e cap a cit y a n a lysis is
defined in t er m s of fou r a ir cr a ft cla sses.
Clas ses A a n d B con sist of sm a ll a n d
m edium -sized pr opeller a n d some jet
a ir cr a ft , a ll weigh in g 12,500 pou nds or
less. Th ese a ircra ft a r e a ssociat ed
pr ima rily wit h gen er a l a via t ion a ct ivity,
bu t do in clude som e a ir t a xi, a ir ca r go,
a n d comm ut er a ircra ft.
Class C
con sist s of lar ge mu lt i-en gin e (som e
p is t on , bu t m ost ly tu r bine) air cr a ft
weigh in g between 12,500 poun ds an d
300,000 pou n ds . Th ese a ir cr a ft include
most bu sin ess jets a n d la r ger gen er a l
a via t ion a nd com m u t er pr opeller
a ir cr a ft . Cla ss D a ir cr a ft consists of
la r ge a ir cr a ft weigh in g m or e t h a n
300,000 poun ds. Th e a ir por t d oes n ot
exp er ien ce oper a t ion s by Class D
a ir cr a ft .
Air field ca pa cit y is dir ect ly a ffect ed by
t h e r u n wa ys in u se. Id ea lly, ma xim u m
r u n wa y ca pa city wou ld be a ch ieved if
t h e r u n wa y wa s a ble t o a ccom m oda t e
t h e en t ire fleet m ix of a ir cr a ft . S in ce
cer ta in a ir cr a ft oper a t ions are r est r ict ed
t o sp ecific r u n wa y con figu r a t ion s , t h e
ca pa cit y of t h e exist ing r u n wa y system
is less th an if th ere were n o use
rest rictions. F or exa m ple, h a vin g on ly
on e r u n wa y cou ld lim it sm a ll a ir cr a ft
fr om op er a t in g u n d er h igh cr osswin d
con dit ion s.
I n st r u m en t a ppr oa ch ca pa bilit ies of a
r u n wa y will also pla y a key r ole in
d e t e r m i n i n g a i r fi e l d ca p a ci t y .
Obviou sly, it wou ld be idea l for bot h
r u n wa y ends t o be served by a n
in s t r u m en t lan ding syst em wit h
a ppr oa ch m in im u m s ca p a ble of a llowin g
t h e r u n wa y s ys t em t o r em a in
op e r a t ion a l d u r i n g a l l -w e a t h e r
con dit ion s.
Th e cu r r en t oper a t ion a l a n d pr oject ed
fleet m ix at t h e a irport is su m m a r ized
in Tab le 3A. Th e cu r r en t a ir cr a ft m ix
du r in g both VF R a n d I F R con dit ion s
inclu des a ll a ir cr a ft cla sses. Based on
a ir t r a ffic for eca s t s p res en t ed in t h e
p reviou s ch a pt er , th e per cen t a ge of
Class C a ir cr a ft op er a t in g a t t h e a ir por t
is p roject ed t o in cr ease t h r ou gh ou t t h e
plan nin g period.
As descr ibed in Ch a pt er On e, Run wa y
17 is served by a n in s t r u m en t la n d in g
syst em (ILS) a p pr oa ch wh ich a llows t h e
r u n wa y t o r em a in oper a t ion a l du r in g
Ca t egor y I (CAT I) conditions of at least
200-foot clou d ceilings a n d one-ha lf m ile
visibilit y. Ru n wa y 35 is ser ved wit h a
n on p recis ion , globa l posit ion ing syst em
(GPS) a ppr oa ch . Th is a ppr oa ch a llows
Appr oa ch Ca t egor y A, B, a nd C a ir cr a ft
t o la n d wit h cloud h eigh t s of 400 feet
Th e increa se in opera t ion a l percent a ges
of Class C a ir cr a ft ca n be a t t r ibu t ed
pr im a r ily t o t h e shift in u se of cor por a t e
jet a ir cr a ft by bu s in esses n a t ion wide.
Th e Den t on Air port is a n a t t r a ct ive
opt ion for cor por a t e oper a t or s du e t o it s
loca t ion a n d pr oxim it y t o h igh
3-4
opera tions, 18.3 per cen t of a n n u a l I F R
opera tions, a n d 30.9 per cen t of a n n u a l
PVC opera tions.
popu la t ion bu s in ess cent er s in t h e n or t h
a n d cen t r a l/wes t er n por t ion of t h e
Met r oplex. At pr esen t , Cla ss C a ir cr a ft
compr ise 9.6 per cen t of a n n u a l VF R
TABLE 3A
Aircraft Ope ratio n al Mix
D e n ton Airpo rt
O p e ra t i o n s
P e r io d
P e r ce n t a g e
T o ta l
O p e ra t i o n s
We a t h e r
A&B
C
D
VF R
9 7 ,6 8 0
1 0 ,4 2 0
0
1 0 8 ,1 0 0
IF R
3 ,5 6 1
802
0
P VC
509
229
VF R
1 1 3 ,0 6 9
IF R
P VC
A&B
C
D
9 0 .4 %
9 .6 %
0 .0 %
4 ,3 6 3
8 1 .7 %
1 8 .3 %
0 .0 %
0
738
6 9 .1 %
3 0 .9 %
0 .0 %
1 4 ,5 7 8
0
1 2 7 ,6 4 7
8 8 .5 %
1 1 .5 %
0 .0 %
4 ,1 2 2
1 ,1 2 1
0
5 ,2 4 4
7 8 .5 %
2 1 .5 %
0 .0 %
695
320
0
1 ,0 1 5
6 5 .1 %
3 4 .9 %
0 .0 %
VF R
1 3 3 ,3 4 4
2 0 ,5 6 6
0
1 5 3 ,9 1 0
8 6 .6 %
1 3 .4 %
0 .0 %
IF R
4 ,8 6 2
1 ,5 8 2
0
6 ,4 4 4
7 5 .4 %
2 4 .6 %
0 .0 %
P VC
695
452
0
1 ,1 4 7
6 0 .5 %
3 9 .5 %
0 .0 %
VF R
1 7 4 ,2 4 0
4 1 ,4 0 5
0
2 1 5 ,6 4 5
8 0 .8 %
1 9 .2 %
0 .0 %
IF R
6 ,3 5 3
3 ,1 8 5
0
9 ,5 3 8
6 6 .5 %
3 3 .5 %
0 .0 %
P VC
908
910
0
1 ,8 1 8
4 9 .9 %
5 0 .1 %
0 .0 %
C u r r en t
S h o r t T er m
I n t e r m e d i a t e T er m
L on g T e r m
Th e per cen t a ge of Cla ss C a ir cr a ft is
h igher wh en wea t h er con dit ion s
det er ior a t e beca u se som e gener a l
a via t ion a ir cr a ft u s er s a r e n ot su bject t o
t h e sch edu lin g fa ct or s of cor por a t e
opera tors; t h er efor e, t h ey ch oose t o
ca n cel or dela y t h eir fligh t u n t il
fa vor a ble weat her conditions exist. In
a d dit ion , n ot a ll gen er a l a via t ion
a ir cr a ft a r e equ ip ped for in s t r u m en t
fligh t , n or a r e a ll gen er a l a via t ion pilot s
qu a lified for IF R flight .
P e rc e n t Arriva ls
Th e per cen t a ge of a r r ivals a s t h ey
r ela t e t o t h e t ot a l op er a t ion s of t h e
a ir por t is im por t a n t in d et er m in in g
a ir field ca pa cit y.
U n der m os t
cir cumst an ces, t h e lower t h e p er cen t a ge
of a r r iva ls, t h e h igh er t h e h ou r ly
ca p a ci t y .
E x ce p t i n u n i q u e
circum sta nces, t h e a ir cr a ft a r r iva ldepa r t ur e split is t yp ica lly 50-50. At
Den t on Airpor t , t r a ffic in for m a t ion
3-5
P VC weat her conditions, t h e a m ou n t of
t ouch-a nd-go t r a in in g a ct ivit y, a n d t h e
n u m ber a n d loca t ion s of r u n wa y exit s
b e c om e i m p or t a n t fa ct or s i n
d et er m in in g t h e h ou r ly ca pa cit y of ea ch
r u n wa y con figu r a t ion .
in dica t ed n o m a jor devia t ion fr om t h is
p a t t er n , a n d a r r iva ls wer e est im a t ed t o
a ccou n t for 50 per cen t of des ign per iod
opera tions.
To u ch -a n d-g o Op e ra tio n s
Con sider in g t h e exist in g a ir field
con figu r a t ion , a n a ir cr a ft m ix of 9.6
p er cen t Class C oper a t ion s du r in g VF R
wea t h er a n d 18.3 percent Class C
d u rin g IF R wea t h er con dit ion s, 60
p er cen t t ou ch -a n d -go op er a t ion s , a n d
exit t a xiwa y r a t in gs of ea ch exist in g
r u n wa y, t h e exis t in g h ou r ly ca pa cit y of
e a ch r u n wa y con figu r a t ion wa s
com put ed.
A t ou ch -a n d -go op er a t ion in volves an
a ir cr a ft m a kin g a la n din g a n d a n
im m edia t e t a ke-off wit h ou t com in g t o a
fu ll stop or exiting th e ru nwa y. These
op er a t ion s a r e n or m a lly a ssocia t ed wit h
gener a l a via t ion t r a in in g op er a t ion s
a n d a r e in clu ded a s loca l op er a t ion s
da t a .
Tr a in in g op er a t ion s rep res en t m or e
t h a n 60 p er cen t of a n n u a l oper a t ion
estima tes. Th e a ir por t is h om e t o
severa l fligh t t r a in in g op er a t or s a n d is
u sed by p ilot s a t ot h er loca l airport s.
DTO is a n a t t r a ct ive a ir por t for t r a in in g
a s it is equipped with an ILS, ha s a
r ela t ively lon g a n d pa ved la n din g
su r fa ce, a n d is h igh ly a ctive. Th ese
fa ct or s a r e a ll im por t a n t in t r a in in g a n
in dividua l t o fly a n a ir pla n e. F u t u r e
pr oject ion s con s id er t h e con t in u a n ce of
loca l op er a t ion s a t 60 p er cen t . Th is
a m ou n t of t ou ch -a n d-go’s will a id in
p rom ot in g a h igh er ca pa cit y t h a n would
be t h e ca s e for h igh er t r a n s ien t
opera tions.
Th e r u n wa y system , oper a t ed u n der
VF R conditions, results in t he h ighest
h ou r ly ca pa cit y of t h e a irfield a t 111
opera tions. Airfield ca pa city equa t ed to
59 opera tions p er h ou r u n der I F R a n d
50 opera tions u nder PVC conditions.
As t h e m ix of a ir cr a ft oper a t in g a t a n
a ir por t ch a n ges t o in clu de a gr ea t er
u t iliza t ion of lar ge air cr a ft , t h e h ou r ly
ca pa cit y of t h e r u n wa y syst em is
redu ced. Th is is becau se la r ger a ir cr a ft
r equ ir e lon ger u t iliza t ion of t h e r u n wa y
for t a keoffs a n d la n din gs, an d beca u se
t h e gr ea t er speeds of la r ge a ir cr a ft
r equ ir e in cr ea sed sep a r a t ion .
As ind ica t ed on Tab le 3A, t h e
per cen t a ges of Cla s s C a ir cr a ft a r e
forecast t o in cr ea s e t h r ou gh t h e lon g
t er m . Als o, t ou ch -a n d -go op er a t ion s a r e
forecast t o r em a in r ela t ively con st a n t .
These fa ct or s con t r ibut e t o a decline in
t h e h ou r ly ca pa cit y over t h e p la n n in g
period.
H o u r l y Ru n w ay C ap acity
Th e fir st st ep in det er m in in g over a ll
a i r fi e l d ca p a ci t y i n v o l v es t h e
com pu t a t ion of t h e h ou r ly ca pa cit y of
ea ch r u n wa y u s e con figu r a t ion . Win d
dir ect ion , t h e per cen t a ge u s e of t h e
r u n wa y con figur a t ion in VF R, IF R, a n d
3-6
volu m e pot en t ia l of t h e a ir field over t h e
p la n n in g period. As a r esu lt , t h e ASV is
ca lcu lat ed t o be a t a level of 232,400
op er a t ion s by t h e lon g t er m p la n n in g
period. Wit h oper a t ion s for eca st t o
r ea ch 227,000 by t h e lon g t er m , t h e
a irfield will be a t 98 per cen t of it s
a n n u a l service volum e.
Ann u al S e rvi ce Volu m e
On ce t h e weigh t ed h our ly ca pa cit y is
k n own , t h e a n n u a l ser vice volu m e
(ASV) ca n be det er m in ed. ASV is
ca lcu la t ed by t h e followin g equ a t ion :
ASV = C x D x H
C = weigh t ed h ou r ly ca pa cit y
Co n clu s io n s
D = r a t io of a n n u a l d em a n d t o a ver a ge
da ily dem a n d du r ing t h e pea k
m on t h
As Tab le 3B indicat es, forecast an nu al
op er a t ion s will a lm os t r ea ch AS V by t h e
lon g t er m . F AA Or der 5090.3B, Fi e ld
F o r m u l a ti o n o f t h e Na t i o n a l P l a n o f
In t e g r a t e d Ai rp o r t S y s t e m s
(N P I AS ), ind ica t es t h a t imp r ovemen t s
for a ir field ca pa cit y pu r poses sh ou ld be
p la n n ed wh en oper a t ion s r ea ch 60
p er cen t of t h e a n n u a l s er vice volum e.
Mor eover, it is su gges t ed t h a t
imp r ovemen t s a im ed a t in cr ea s in g
ca pa cit y be u n d er con s t r u ct ion on ce
op er a t ion s r ea ch 80 p er cen t of th e ASV.
F or Den t on Air por t , op er a t ion s sh ou ld
r ea ch 80 per cen t of t h e ASV by t h e lon g
t er m .
H = r a t io of a vera ge da ily dem a n d t o
a ver a ge pea k h ou r dem a n d du r in g
t h e pea k m on t h
Th e cur ren t ASV ha s been ca lcula t ed at
a level of 268,700 oper a t ion s. Wit h
op er a t ion s in 2000 t ot a lin g 113,200, t h e
a ir por t is cu r r en t ly oper a t ing a t 70
p er cen t of its a n n u a l service volum e. It
is expect ed th a t corpora t e op er a t ion s
will con t in u e t o in cr ea s e, t h u s,
in cr ea s in g t h e fleet m ix percen t a ge of
Class C a ir cr a ft . Th is will ha ve th e
effect of r ed u cin g t h e a n n u a l ser vice
TABLE 3B
D e m a n d /C a p a c i t y S u m m a r y (E x i s t i n g C o n d i t i o n s )
D e n ton Airpo rt
F o re c a s t D e m a n d
A i r fi e l d C a p a c i t y
Delay
Wei g h te d H o u rly
Cap ac ity
Av g . P e r
O p e r a t io n
(m i n .)
T o ta l
An n u a l
Ho u rs
An n u a l
O p e ra t i o n s
D e sig n Ho u r
O p e ra t i o n s
2000
1 1 3 ,2 0 0
61
2 6 5 ,8 0 0
88
S h or t
T er m
1 3 3 ,8 0 0
80
2 5 8 ,5 0 0
86
I n t er .
T er m
1 6 1 ,5 0 0
104
2 4 9 ,7 0 0
84
1 .0
2 ,6 9 2
L on g
T er m
2 2 7 ,0 0 0
150
2 3 2 ,4 0 0
81
4 .1
1 5 ,5 1 2
Ye a r
AS V
0 .4
755
0 .6
3-7
1 ,3 3 8
Sever a l fa ct or s h a ve been iden t ified
wh ich d ecr ea s e t h e a n n u a l s er vice
volum e. Th e m ost significan t of th ese
fa ct or s is t h e pr oject ed in cr ea se in Class
C aircra ft opera tions. As t h e a ir port is
in cr ea sin gly u t ilized by cor por a t e
opera tors, ca pa cit y con s t r a in t s a n d
a ircra ft dela ys will be ma gnified.
Wind da t a s pecific t o t h e Den t on
Air por t is n ot a vaila ble. Th u s, weat h er
da t a for t h e n ea r by DF W I n t er n a t ion a l
Air por t between 1988 an d 1997 wa s
collect ed t o det er m in e win d cover a ge for
t h e a ir por t . Th is da t a is gr a ph ica lly
depict ed on t h e wind r ose on Exh ibit
3B .
Air field ca pa cit y u n der IF R a n d P VC
con d it ion s pr ovides th e grea t es t
con s t r a in t t o ASV.
Im pr ovem en t s
designed t o im p r ove ca p a cit y d u rin g
I F R con dit ion s sh ould be plan ned.
Ot h er a lt er n a t ives for im pr ovin g
a ir field ca pa city will be exa m in ed in t h e
followin g s ect ion s.
As depict ed on t h e exhibit, Ru n wa y 1735 p rovid es m or e t h a n 95 p er cen t win d
cover a ge for a ll crosswind componen ts.
At 10.5 kn ot s, th e r u n wa y provides
96.02 per cen t cover a ge. Th u s, t h is pla n
will n ot con s id er t h e con s t r u ct ion of a
n ew crosswin d r u n wa y.
AIRF IELD
P LANN IN G CRITER IA
RU N WAY ORIE N TATION
Th e select ion of a p pr op ria t e F AA a n d
Texa s Depa r t m en t of Tr a n s por t a t ion ,
Avia t ion Division (TxDOT) design
st a n da rds for t h e d evelop m en t a n d
loca t ion of a ir port fa cilit ies is ba sed
pr im a r ily upon t he cha ra cter istics of t he
a ir cr a ft wh ich a r e cu r r en t ly u sin g, or
a r e exp ect ed t o u se, t h e a ir por t .
P la n n in g for fu t u r e a ir cr a ft u se is of
pa r t icu la r im p or t a n ce sin ce design
s t a n da r ds a r e u sed t o pla n sep a r a t ion
dist a n ces between facilities. These
st a nda rds m ust be det er m in ed n ow
s in ce t h e r eloca t ion of t h ese fa cilit ies
will likely be extr em ely expen sive at a
la t er da t e.
Th e a irport is ser ved by sin gle Ru n wa y
17-35, or ien t ed in a n or t h -sou t h
dir ect ion . F or t h e oper a t ion a l sa fet y
a n d efficien cy of a n a ir port , it is
d es ir a ble for t h e pr im a r y r u n wa y of a n
a ir por t 's r u n wa y s ys t em t o be or ien t ed
a s close a s possible t o t h e dir ect ion of
t h e pr eva ilin g wind. This reduces th e
i m p a c t o f w i n d c o m p on e n t s
p er pendicu la r t o t h e direction of t r a vel
of a n a ir cr a ft t h a t is la n d in g or t a k in g
off (defined a s a crosswind).
F AA design st a n da r ds sp ecify t h a t
a d dit ion a l r u n wa y con figu r a t ion s a r e
n eeded wh en t h e pr im a r y r u n wa y
con figu r a t ion pr ovides less t h a n 95
p er cen t win d cover a ge a t specific
cr os swin d componen ts. Th e 95 p er cen t
win d covera ge is com pu t ed on t he ba sis
of cr osswin ds n ot exceedin g 10.5 kn ot s
for sm a ll a ir cr a ft weigh in g less t h a n
12,500 p ou n d s a n d fr om 13 t o 20 k n ot s
for a ir cr a ft weigh in g over 12,500
poun ds.
Th e m ost imp or t a n t ch a r a ct er ist ics in
a irfield pla n n in g a r e t h e a ppr oa ch
speed a n d win gspa n of t h e crit ica l
design a ir cr a ft a n t icipa t ed t o u s e t h e
a ir por t n ow or in t h e fu t u r e. Th e cr it ica l
design aircraft is defined as t he m ost
d em a n d in g ca t egor y of a ir cr a ft wh ich
3-8
Th e a irpla n e design gr ou p (ADG) is
ba sed u pon t h e a ir cr a ft ’s win gs pa n .
Th e six ADG’s u sed in a ir por t p la n n in g
ar e as follows:
con du ct s 250 or m or e oper a t ion s per
yea r a t t h e a ir por t .
Th e F AA h a s est a blished a codin g
syst em t o r ela t e a ir port des ign cr it er ia
t o t h e oper a t ion a l a n d ph ysical
ch a r a ct er ist ics of a ir cr a ft expect ed to
use t he a irpor t . This code, referr ed to
a s t h e a ir por t r efer en ce code (ARC), ha s
t wo com ponen t s: t he first 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
ch a r a ct er ist ic); t h e secon d com pon en t ,
depict ed by a Rom a n n um er a l, is t h e
a ir pla n e design gr ou p (ADG) a n d
r elat es t o a ir cr a ft win gs pa n (ph ys ica l
ch a r a ct er ist ic).
Gen er a lly, air cr a ft
a ppr oa ch speed applies to r u n wa ys a n d
ru n wa y-relat ed facilities, while a ir pla n e
win gs p a n p r i m a r i l y r e l a t e s t o
sep a r a t ion cr it er ia in volving ta xiways,
ta xilan es, an d landside facilities.
G r ou p I: Up t o bu t n ot inclu din g 49
feet .
G r ou p II: 49 feet u p t o bu t n ot
inclu ding 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 .
Exh ibit 3C depicts t ypica l a ir cr a ft
wit h in ea ch ARC.
Accor din g t o F AA Advisor y Cir cu la r
(AC) 150/5300-13, Airp ort D e s i g n , a n
a ir cr a ft's a ppr oa ch ca t egor 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 ir cr a ft 's
m a xim u m cert ifica t ed weigh t . Th e five
a ppr oa ch ca t egor ies u s ed in a ir por t
plann ing are a s follows:
TxDOT ha s developed P o lic ie s an d
S t a n d a rd s , Te x a s Av i a ti o n
F a ci li ti es D e v e l o p m e n t P r o g ra m
wh ich defines facilities r equ ired t o m eet
cer t a in a irport levels. Un der TxDOT
cr it er ia , a s a r eliever a ir por t , Den t on
Air por t would b e conside r e d a
Tr a n s por t Air port . Pla n n ing cr it er ia for
bot h F AA a n d TxDOT will be discu ssed
for ea ch a irfield elemen t .
Ca t egor y A: Speed less th an 91 knots.
Ca t e gor y B: S peed 91 k n ot s or m or e,
but less th an 121 kn ots.
CR ITICAL D ES IGN AIR CR AF T
Ca t e gor y C: Speed 121 k n ot s or m or e,
but less th an 141 kn ots.
In or der t o det er m in e a ir field facilit y
requirem ent s, a n ARC sh ou ld first be
deter m ined, t h en a p pr op ria t e a ir por t
design cr it er ia ca n be a pplied. Th is
begin s wit h a r eview of t h e t yp e of
a ir cr a ft using an d expected t o use
Den t on Air por t .
Ca t e gor y D : Speed 141 kn ot s or m or e,
but less th an 166 kn ots.
Ca t eg or y E: Speed gr ea t er t h a n 166
kn ots.
3-9
F or design, t h e m ost dem a n din g bas ed
a ir cr a ft is cu r r en t ly a com bin a t ion of
t h e Beech Kin g Air a n d Lea r 31A
(bu sin ess jet). Th e Beech Kin g Air is a
B-II a ir cr a ft wh ile t h e Lea r 31A is a D-I
a ir cr a ft . Th e a ir por t is a ls o cu r r en t ly
u t ilized by t r a n sien t cor por a t e a ir cr a ft
r a n gin g fr om sm a ller Lea r a n d Cit a t ion
jet s to th e Gulfstr eam models III a n d IV
(C-II/D-II) a n d even t h e Boeing 737 for
ca r go (ju st -in -t im e ser vice) on a n
infrequ en t ba sis. Th e Boeing 737 is
u t ilized by Am er is t a r for h a u lin g
equ ip m en t for P et er bilt.
Ot h er
t r a n s ien t a ir cr a ft oper a t in g a t Den t on
Air p or t r egu la r ly, accor din g t o on -sit e
obs er va t ion s a n d su r vey of a ir por t
user s, in clu de a Cessn a Cit a t ion VI,
Gu lfst r ea m IV (Boeing a n d U n ited
C op p e r I n d u s t r i e s ), W e s t w i n d ,
Ch a llenger 600 (Ru sh E n t er pr ises),
Cit a t ion X, F a lcon 50 (Wa yer h a eu s er ),
a n d F a lcon 2000. Ot h er com pa n ies in
t h e a r ea gen er a t in g cor por a t e a ir cr a ft
op er a t ion s a t DTO in clu de S a lly Bea u t y
Su pply a n d Wa lm a r t (dist r ibu t ion
cen t er ).
Den t on Air port is cur r en t ly u sed by a
wide va r iet y of gen er a l a via t ion
a ir cr a ft , in clu din g sm a ll sin gle en gin e
a ir cr a ft , sm a ll an d m ediu m -sized
helicopter s, gen er a l a via t ion bu siness
a ir cr a ft , a n d m ilit a r y a ir cr a ft .
Gen er a l a via t ion a ir cr a ft u s in g t h e
a ir por t inclu de sm a ll sin gle a n d m u lt ien gin e a ir cr a ft (wh ich fa ll wit h in
a ppr oa ch ca t egor ies A a n d B a n d ADG
I) a nd bu sin ess t u r bopr op a n d jet
a ir cr a ft (which fall with in a ppr oa ch
ca t egor ies B, C, a n d D a n d ADGs I a n d
II).
Th e a ir por t is h om e t o s ever a l t u r bin e
a ir cr a ft . Th e single m ost popu lace of
t h e t u r bin e a ir cr a ft a r e Beechcr a ft Kin g
Air a ir cr a ft wh ich fall in ARC B-II. Th e
a ir por t is a lso h om e t o severa l tu r bojet
opera tors. Th ese inclu de H a wker 700,
Cessn a Cit a t ion II, a n d t h e Lea r 31A.
Th e H a wk er is a C-I I a ir cr a ft , t h e
Cit a t ion II is a B-II a ir cr a ft , a n d t h e
Lea r 31A is a D-I a ir cr a ft .
Wit h sever a l jet a ir cr a ft dea ler s on t h e
a ir por t , t h e a ir por t ca n be h om e t o
m a n y different business jets a t a ny
given t im e. Discussion s wit h sa les st a ff
in dica t e t h a t t h e pr im a r y a ir cr a ft sold
by oper a t or s a t DTO a r e H a wker
(700/800 m odels) a n d t h e r a n ge of
Ces sn a Cit a t ion a ir cr a ft . At t h e t im e of
inven t or y d a t a collect ion , t h e a ir por t
wa s even h om e t o a Ga la xy a ir cr a ft .
Ma n y t im es t h e a ir cr a ft d ea ler s will n ot
br in g t h e a ir pla n e t o t h e a ir por t , bu t
will br ok er it fr om a n ot h er a ir por t . Th e
a ir cr a ft dea ler s do sell a ir cr a ft a s la r ge
a s t h e Gu lfstr eam IV (ARC D-II) on
occa sion a n d h a ve t o br in g t h e a ir cr a ft
t o Den t on Air por t .
Ba sed cor por a t e a ircra ft fa llin g wit h in
ARC B-II, C-I, a n d D-I a r e est im a t ed t o
con d u ct m or e t h a n 250 oper a t ion s a t
DTO a n n u a lly.
I t in er a n t gen er a l
a via t ion aircra ft r an ge up t o ARC D-II
(G-IV).
Ba sed u pon t h e h igher
a ppr oa ch speeds of comm on bu siness
jets (such a s th e Lea r 31A ba sed a t t h e
a ir por t ), bu sin ess a ircra ft wit h in ARC
B-II, C-I, a n d D-I com pr ise th e cu r r en t
cr it ica l design aircra ft a t t he a irport . In
t h e fu t u r e, it ca n be exp ected t h e full
r a n ge of bu sin ess jets will oper a t e a t
t h e airport on a more frequen t ba sis.
P la n n in g sh ou ld con sider ARC D-II a s
t h e cr it ica l a ir cr a ft t o pr oper ly pla n for
t h e fu ll r a n ge of bu sin ess a ir cr a ft . At a
3-10
01MP02-3C-8/10/01
Beech Baron 55
Beech Bonanza
Cessna 150
Cessna 172
Piper Archer
Piper Seneca
A-I
B-I
less than 12,500 lbs.
Lear 25, 35, 55
Israeli Westwind
HS 125
C-I, D-I
Beech Baron 58
Beech King Air 100
Cessna 402
Cessna 421
Piper Navajo
Piper Cheyenne
Swearingen Metroliner
Cessna Citation I
Gulfstream II, III, IV
Canadair 600
Canadair Regional Jet
Lockheed JetStar
Super King Air 350
C-II, D-II
Super King Air 200
Cessna 441
DHC Twin Otter
B-II
C-III, D-III
less than 12,500 lbs.
B-I, II
over 12,500 lbs.
A-III, B-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
Boeing Business Jet
B 727-200
B 737-300 Series
MD-80, DC-9
Fokker 70, 100
A319, A320
Gulfstream V
Global Express
B-757
B-767
DC-8-70
DC-10
MD-11
L1011
C-IV, D-IV
B-747 Series
B-777
D-V
Note: Aircraft pictured is identified in bold type.
Exhibit 3C
AIRPORT REFERENCE CODES
wh ile u lt im a te pla n s sh ou ld con sider
ADG II I.
T-ha n ga r a n d sm a ll
con ven t ion a l h a n ga r a r ea s sh ou ld
con sider ADG I r equ ir em en t s a s t h es e
com m on ly ser ve sma ller sin gle a n d
m u lt i-en gin e pist on a ir cr a ft .
m in im u m , t h e a irport sh ou ld be
p la n n ed t o a ccom m odat e all business
aircra ft u p to ARC D-II.
Con sider a t ion sh ou ld a lso be given t o
even lar ger bu sin ess jets. Given t h e
h igh use of DTO by corpora te opera tors,
it is h igh ly likely t h a t t h e a ir por t will
be in cr ea sin gly ut ilized by la r ger
cor por a t e a ircra ft . The cor por a t e fleet
h a s exper ien ced a sign ifica n t ch a n ge
over t h e la st 10 yea r s, wit h a pr efer en ce
sh ift t owa r ds la r ger , lon ger -flying
a ir cr a ft . Th es e a ir cr a ft s a ve t im e a n d
m on ey for t h eir u s er s.
Mor eover ,
fr a ct ion a l own er sh ip pr ogr a m s, su ch a s
E xecu J et , h a ve given m a n y com pa n ies
a n op por t u n it y t o u t ilize cor por a t e
a ir cr a ft wh o wou ld n ot h a ve ot h er wise.
Th ese comp a n ies a r e bu yin g a n d
lea sin g la r ger a ir cr a ft .
RU N WAY LEN GTH
Th e det er m in a t ion of r u n wa y len gt h
r equ ir em en t s for a n a ir por t a r e ba sed
on five pr im a r y fa ct ors: airpor t
eleva t ion ; m ea n m a xim u m t em per a t u re
of t h e h ot t es t m on t h ; r u n wa y gr a d ien t
(d iffer en ce in eleva t ion of ea ch r u nwa y
end); cr itica l air cr a ft t ype expect ed t o
u s e t h e a ir por t ; a n d s t a ge len gt h of t h e
longest n on st op t rip destina tions.
Air cr a ft p er for m a n ce d eclin es a s ea ch of
t h ese fa ct or s in cr ea se.
F or ca lcu la t in g r u n w a y len gt h
r equ ir em en t s a t DTO, t h e a ir por t
eleva t ion is 642 feet a bove mea n sea
level (MSL) a n d t h e m ea n m a xim u m
t em p er a t u r e of t h e h ot t est m on t h is
96.2 degr ees F a h r en h eit (F ) (J u ly). F or
Ru n wa y 17-35, t h e overa ll differ en ce in
r u n wa y end eleva t ion s is 13 feet .
Th e n ew br eed of cor por a t e a ir cr a ft
include t h e G-V (D-III ), Boein g
Business J et or BBJ (C-III ), Globa l
E x p r e s s (C -I I I ), e t c.
Oth er
m a n u fa ct u r er s s u ch a s F a lcon ,
Ra yt h eon , Air bu s a n d ot h er s a r e
cu r r en t ly developing similar -sized
a ir cr a ft .
For plan ning pur poses,
con sider a t ion for u lt im a t e fa cilit ies
sh ou ld fa ct or a p ot en t ia l s h ift t o C/D-III
a ir cr a ft . The most sign ifica n t ch a n ge
fr om C/D-II t o C/D-II I will be in
p a vem en t widt h s a n d s epa r a t ion
cr it er ia .
U sin g t h e sp ecific da t a for Den t on
Air por t descr ibed a bove, r u n wa y len gt h
r e q u i r e m e n t s for t h e va r i ou s
cla ssifica t ion s of a ir cr a ft t h a t m a y
op er a t e a t t h e a irport were exa m ined
u s in g t h e F AA Airport Design com pu t er
p r ogr a m , Ve r s i o n 4 . 2 D , w h i ch
gr ou ps gen er a l a via t ion a ir cr a ft in t o
severa l ca t egor ies, r efle ct in g t h e
per cen t a ge of t h e fleet wit h in ea ch
ca t egor y a n d u sefu l loa d (pa ssen ger s
a n d fu el) of t h e a ir cr a ft . Tab le 3C
s u m m a r iz e s F AA’s g e n e r a l i z e d
r ecom m en ded r u n wa y len gt h s for
Den t on Air por t .
Th e design of t a xiway 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 op er a t e wit h in t h a t specific
fu n ct ion a l a rea on t he a irpor t .
Tr a n s ien t gen er a l a via t ion a pr on ,
a ir cr a ft m a in t en a n ce, a n d r epa ir
h a n ga r ar eas should consider ADG II
r equ ir em en t s t o a ccom m oda t e t ypica l
business jet a ir cr a ft in t h e s h or t t er m
3-11
TAB LE 3C
R u n w a y L en g th R e q u irem en t s
De n to n Airp ort
AIR P O RT AN D R U N WAY D ATA
Air por t eleva t ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 .
Ma xim u m differ en ce in r u n wa y cen t er lin e eleva t ion . . . .
Length of ha ul for a irplan es of m ore t ha n 60,000 poun ds
Dr y r u n wa ys
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. . . 642 feet
. . . . 96.2 F
. . . . 13 feet
1,000 miles
RU N WAY LEN GTHS RECOMMEN D ED F OR AIR P ORT D ES IGN
Sm a ll air pla n es with less t h a n 10 pa ssen ger sea t s
75 per cen t of t h ese sm a ll air pla n es . . . . . . . . . .
95 per cen t of t h ese sm a ll air pla n es . . . . . . . . . .
100 per cen t of t h ese sm a ll air pla n es . . . . . . . . . .
Sm a ll air pla n es with 10 or m or e pa ssen gers s ea t s
Lar ge airpla nes of 60,000 poun ds or less
75 per cen t of bu sin ess jet s a t 60 per cen t
75 per cen t of bu sin ess jet s a t 90 per cen t
100 per cen t of bu sin ess jet s a t 60 per cen t
100 per cen t of bu sin ess jet s a t 90 per cen t
u sefu l
u sefu l
u sefu l
u sefu l
.
.
.
.
.
.
.
.
.
.
.
.
loa d
loa d
loa d
loa d
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
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.
.
.
.
.
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.
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.
.
.
.
.
.
2,800
3,300
4,000
4,500
feet
feet
feet
feet
............
............
............
............
5,000
7,400
6,100
9,500
feet
feet
feet
feet
Airplan es of m ore t ha n 60,000 poun ds . . . . . . . . . . . . . . . . . . . . . . . . . . 6,200 feet
R e f e r e n ce :
F AA’s a ir p ort d es ign com p u t er softw a r e u t ilizin g C h a p t er Tw o of AC 15 0/532 5-4A,
R u n w a y L e 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 , n o ch a n g e s i n c lu d e d .
a ir cr a ft r equ ir e a m in imu m of 6,100
feet . It sh ould be n oted, h owever , t h a t
t h is figu r e is som ewh a t gener a lized a n d
m or e specific a n a lys is t o ea ch a ir cr a ft
t ype m a n y t im es in dicat es a grea t er
ru nwa y length need.
As m en t ion ed pr eviou s ly, t h e cu r r en t
cr it ica l design a ircra ft for Ru n wa y 1735 fa lls with in ARC C/D-II . Th is is
ba sed u pon a 250 oper a t ion a l level by
t ypica l cor por a t e a ir cr a ft , depict ed in
Ta ble 3C, t h a t n ow u se t h e a ir por t .
U lt im a t e pla n n ing will be con sider ed
for a ll cor por a t e gen er a l a via t ion
aircra ft u p to ARC D-III.
Th e per for m a n ce r equ ir em en t s of t h e
cr it ica l a ir cr a ft ca n fu r t h er r efin e t h e
r u n wa y len gt h r equ ir em en t s. Ana lysis
sp ecifi c t o i n d ivi d u a l b u s i n e s s
jet a ir cr a ft h a s been com plet ed t o
det er m in e if t h e lengt h of Ru n wa y 1735 wou ld be a dequ a t e for t h e r a n ge of
business jet s cu r r en t ly oper a t in g, or
Th e a p pr opr ia t e F AA r u n wa y len gt h
pla n n in g ca t egor y for a ir cr a ft wit h in
ARC D-II is “100 per cen t of la r ge
a irpla n es at 60 percent usefu l loa d”.
Accor din g t o t h e t a ble, t h is ca t egor y of
3-12
r a d iu s of Den t on , en a blin g a ir cr a ft t o
r ea ch cit ies su ch a s Den ver , Ch ica go,
Ka n sa s City, Ph oen ix, Ta m pa , a n d
Mia m i.
forecast t o oper a t e, a t DTO. Tab le 3D
pr esen t s th is an a lysis. These business
jet s cou ld t ypica lly be expect ed to st a ge,
or r efuel, a t cit ies wit h in a 1,000-m ile
TABLE 3D
B u s i n e s s J e t R u n w a y L e n g t h R e q u i r e m e n t s ( Ma x T a k e -o f f/L a n d i n g We i g h t s )
R u n w a y L e n g t h R e q u i r e d f o r (i n f e e t )
T a k e -o ff @
95 F
Lan din gs on D ry
Runw ay
B A e 1 2 5 -8 0 0
7 ,8 0 0
5 ,0 0 0
7 ,0 0 0
C a n a d a i r C h a l le n g e r C L 6 0 0
6 ,9 0 0
5 ,5 0 0
7 ,0 0 0
Cessn a 550
5 ,5 0 0
2 ,9 0 0
6 ,0 0 0
Cessn a 650
6 ,0 0 0
5 ,3 0 0
6 ,1 0 0
G -I V
7 ,0 0 0
5 ,4 0 0
6 ,2 0 0
H a w k e r 1 2 5 - 7 0 0 /8 0 0
8 ,0 0 0
4 ,0 0 0
6 ,0 0 0
H a wk er 1000
7 ,5 0 0
5 ,0 0 0
5 ,6 0 0
- As t r a S P X
7 ,0 0 0
5 ,0 0 0
5 ,0 0 0
- Wes t w in d
7 ,3 0 0
3 ,5 0 0
7 ,0 0 0
- 35
6 ,0 0 0
3 ,4 0 0
7 ,0 0 0
- 55
7 ,3 0 0
3 ,2 0 0
6 ,4 0 0
A i rc r a ft Ty p e
L a n d in g s o n We t
Runw ay
I s r a e l Ai r c r a ft I n d u s t r i e s
L ea r
U lt im a t e considera t ion sh ould be given
t o len gt h s of u p t o 8,000 feet . Obvious ly
8,000 feet will be m or e t h a n a dequ a t e t o
a ccom m oda t e t h e m a jor it y of a ir cr a ft
op er a t in g a t t h e a ir por t , h owever , som e
a ir cr a ft cu r r en t ly op er a t in g a t t h e
a ir por t u n der h ea vy t a ke-off a n d h ot
t em p er a t u r e con dit ion s ca n n ot oper a t e
from m uch less.
As in dicat ed in t h e t a ble, a r a n ge of
r u n wa y len gt h s is requ ired by business
jet a ir cr a ft .
Air cr a ft s u ch a s t h e
Westwin d r equ ires 7,300 feet for t a keoff a t 95 degrees. Th e H a wker 700/800
ca n r equ ire u p t o 8,000 feet . Oth er
a ir cr a ft wh ich oper a t e a t DTO, such a s
t h e G-IV, requ ire a t leas t 7,000 feet .
F u t u r e p la n n in g for Ru n wa y 17-35
sh ou ld consider pr oviding a m in im u m of
7,000 feet , a s m a n y a ir cr a ft cu r r en t ly
op er a t in g a t DTO a r e oper a t ion a lly
limit ed du r in g h ot d a ys. Th is len gt h
would bet t er sit u a t e t h e Den t on Air por t
t o s er ve t h e r a n ge of bu sin ess jet
a ir cra ft on a r egu la r ba sis.
Th e n ext ch a pt er will eva lu a t e a ll
pot en t ia l r u n wa y ext en s ion s . E a ch
ext en sion alt ern at ive, especially those
lon ger t h a n 7,000 feet , will be ju dged
for t h e va lu e r eceived ver su s t h e cost of
im plem en t in g. Th e goa l of t h e an alysis
will be t o det er m ine t h e len gt h
3-13
con st r u ct ion of a pa r a llel r u n wa y in t h e
lon g t er m p la n n in g per iod. The pa r a llel
r u n wa y sh ou ld be designed to pr im a r ily
ser ve a s a n a lt er n a t ive t r a in in g
r u n wa y. Th is ru n wa y s h ou ld a lso be
p la n n ed in a m a n n er t h a t , if t h e
p rim a r y r u n wa y is closed , it cou ld
a ccom m oda t e a sign ifica n t p or t ion of
exist in g t r a ffic.
(bet ween 7,000 feet a n d 8,000 feet ) most
ben eficia l t o Den t on Air por t a n d t h e
Da llas a r ea a viat ion syst em .
P A RALLE L R U N WAY
Th e m os t t yp ica l a n d effective
en h a n cem en t t o a ir field ca pa 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 r u ct ion of a pa r a llel r u n wa y wou ld
provide for a n ASV of m or e t h a n
300,000 oper a t ion s. 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 in st r u m en t a t ion.
F or
D e n t on 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 congest ion du e t o t h e 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 imum s for
t h e s ou t h erly appr oa ch, m a y provide
som e r elief du r ing poor wea t h er
con dit ion s.
Ma n y t im es a ir por t s wit h on ly on e
r u n wa y h a ve t o close for sever a l weeks
a n d s om et im es m on t h s wh ile t h e
r u n wa y pa vem ent is overla id or
r econst ru ct ed. Ot h er t im es , a ir cr a ft
a cciden t s ca n close a r u n wa y for h ou r s
or even da ys. P la n n in g for a ir por t s
wit h t ra ffic volum es an d h ea vy use by
cor por a t e a ir cr a ft sh ou ld a lwa ys
con sider a via ble a lt er n a t ive la n d in g
st rip. F or t h is r ea son, lon g ter m p la n s
will con sider a pa r a llel r u n wa y of a t
least 4,000 feet in len gth u pwa r ds of
5,000 feet . An a lysis in t h e n ext ch a pt er
will det er m in e t h e m ost ben eficia l
len gt h for t h e pa r a llel r u n wa y.
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 city in cr ea se t o a n
a ir field system . This process, h owever ,
is a very cost ly an d a pot en t ially tim econ 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.
Qu a n t ifying exist in g
d em a n d wit h ou t t h e a id of a n a ir por t
t r a ffic cont rol tower (ATCT) is a
difficu lt ta sk. An ot h er con sider a t ion for
a pa r a llel r u n wa y a t Den t on Air port is
t h e lack of a vaila ble air por t pr oper t y
su it a ble for con s t r u ct ion . Th is wou ld
r equ ir e t h e a cqu is it ion of a d ja cen t
pr oper t y wh ich is cu r r en t ly plan ned for
agricultu ra l uses.
E s t a blis h in g t h e pot en t ial for a pa r a llel
r u n wa y will pr ovid e t h e Cit y wit h a n
opt ion for developm en t of a dja cen t
proper t y. Th is opt ion will be explor ed
fu r t h er in t h e n ext ch a p t er .
RU N WAY WID TH
Ru n wa y widt h is ba sed upon t h e
pla n n in g ARC for ea ch r u n wa y. F or
ARC D-II, the F AA specifies a r u n wa y
width of 100 feet. TxDOT’s P o li ci es
a n d S t a n d a rd s ind ica t es t h a t a
Tra nsp or t Airport sh ou ld pr ovide a
r u n wa y widt h of 100 feet . Th e exist in g
widt h of Ru n wa y 17-35, at 150 feet ,
exceeds F AA a n d TxDOT requirem ent s.
F or plan nin g pur poses, however,
con sider a t ion will be given t o t h e
3-14
period. Th e pot en t ial pa r a llel r u n wa y
sh ou ld be pla nn ed a t a m in im u m of
30,000 pou n ds SWL.
As pr eviously m ent ioned, fut u r e r u n wa y
p la n n in g sh ou ld con sider t h e pot en t ia l
for ADG I II a ir cr a ft . Th e long ter m
needs of ADG III a ir cr a ft wou ld be for a
150-foot wide ru n wa y. Du e t o t he cost
of m a int a inin g 150-foot wide pa vemen t ,
TxDOT m a y requ ire ju st ifica t ion for
m a i n t a i n i n g t h e w id t h v er s u s
n a r r owin g it t o 100 feet. In m ost cases,
m a in t a in in g t h e r u n wa y a t t h e grea t er
width is mor e cos t effect ive a s t h er e is
n o n eed t o a lso reloca t e t h e r u n wa y
ligh t in g.
RUNWAY SUMMARY
Th e cu r r en t cr it ica l a ir cr a ft for r u nwa y
design inclu des a m ix of bu sin ess jets
cu r r en t ly ba sed a t t h e a ir por t . Th e
H a wker 700 (ARC C-II) an d t h e Lea r 35
(D-I) a re bot h ba sed at t he a irpor t a n d
op er a t e a t DTO on a regular basis.
Table 3 D in dica t ed t h a t t he H a wk er
700 r equ ires u p t o 8,000 feet of t a ke-off
len gt h d u rin g h ot da ys a n d wit h h ea vy
loads. Th is a ir cr a ft ca n st ill oper a t e on
sh or t er length s dur ing hot per iods,
h owever , it ca n n ot t a ke full loads,
t ypica lly redu cing fuel ca pa cit y.
Decr ea s in g fu el loading redu ces th e
a ir cr a ft ’s st a ge len gt h , requ ir in g t h e
a ir cr a ft t o st op en r ou t e on long tr ips.
E xt en d in g t h e r u n wa y to 7,500 feet , a s
proposed, wou ld bet t er a ccom m oda t e
t h is a ir cr a ft .
Th e pla n n ed pa r a llel ru n wa y wou ld be
designed for th e full ra nge of ARC B-II
a ir cr a ft , requ iring a 75-foot wide
r u n wa y. If t h e pa r a llel r u n wa y is
p la n n ed a t 5,000 feet (m ore su ited t o
a ccom m oda t e t h e m a jor it y of a ir por t
t r a ffic), t h e pa r a llel r u n wa y should be
pla n n ed a t 100 feet wide.
R U N WAY
P AVEMEN T S TRE N GTH
Tr a n s ien t a ircra ft oper a t ion s a t DTO
r a n ge fr om t h e Ces sn a Cit a t ion t o t h e
G-IV u sed by Boeing a n d U n ited Copper
Indu str ies, t o t h e Cha llenger 600 u sed
by Boeing. The Ch a llenger 600 a n d GI V a r e C-II a n d D-I I a ir cr a ft ,
r espect ively. Th e a irport is a lso u t ilized
on occa sion by ca r go Boeing 737-200
op er a t ion s to support th e needs of
P et er bilt Cor por a t ion. P la n n in g sh ou ld
also consider t he n eeds of t h e t r a n s ien t
opera tions. Th e Ch a llen ger a nd G-IV
r equ ir e a t leas t 7,000 feet of t a ke-off
lengt h . If t he r un way is ext ended t o
7,500 feet t o m eet t h e n eed s of t h e
ba sed H a wk er 700, t h e t r a n s ien t
a ir cr a ft wou ld be bet t er ser ved a s well.
Th e m ost im p or t a n t fea t u r e of a ir field
p a vem en t is its a bility to withst an d
r epea t ed use by a ir cr a ft of sign ifica n t
weigh t . At th e airport , th is includes a
wide r a n ge of gen er a l a via t ion a ir cr a ft
r a n gin g fr om sm a ll sin gle-en gin e
a ir cr a ft t o bu s in es s jet a ir cr a ft .
Ru n wa y 17-35 p r esen t ly ha s a sin gle
wh eel load in g (SWL) st r en gt h of 70,000
poun ds.
TxDOT’s P o lic ie s an d
S t a n d a rd s in dica t es a m in im u m
p a vem en t s t r en gt h of 30,000 poun ds
SWL for gener a l a via t ion t r a n s por t a n d
r eli e v e r a i r p o r t s . Th e exist in g
p a vem en t st r en gt h r a t in g is su fficien t
t o s er ve t h e exp ect ed m ix of a ir cr a ft t o
use Ru n wa y 17-35 through t h e p la n n in g
3-15
Design st a n da r ds for t h e sepa r a t ion
dist a n ces bet ween r u n wa ys a nd pa rallel
t a xiwa ys a r e ba sed pr im a r ily on t h e
ARC for t h a t p a r t icu la r r u n wa y a n d t h e
t ype of in st r u m en t a ppr oa ch ca pa bilit y.
ARC C/D-II design st a n da r ds specify a
r u n wa y/t a xiwa y sepa r a t ion dist a n ce of
400 feet sin ce t h e r u n wa y is served by a
pr ecision ILS a pp r oach. P r esen t ly, t h e
pa r a llel t a xiwa y m eet s t h e m in im u m
r u n wa y/t a xiwa y s ep a r a t ion cr it er ion .
F u t u r e pa r a llel t a xiways will n eed t o be
p la n n ed a t a m inim u m of 400-foot
r u n wa y t o t a x i w a y ce n t e r l i n e
s ep a r a t ion .
TAXIWAYS
Ta xiwa ys a r e con s t 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 s ys t em . S om e
t a xiwa ys a r e n ecessa r y sim ply t o
provide a ccess 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 necessa r y as a ct ivit y incr ea 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.
P r esen t ly, Ru n wa y 17-35 is ser ved wit h
a fu ll len gth t a xiway. The pa r a llel
t a xiwa y, h owever , is n ot st r a igh t a s it
r u n s fr om bot h r un way ends a t a n a cu t e
a n gle t owa r d t h e t er m in a l bu ild in g
a p r on .
P l a n s s h ou ld con s i d er
s t r a igh t en in g t h is t a xiwa y. Th e six
en t r a n ce/exit t a xiwa ys ser vin g t h e
r u n wa y will be adequa te u nless th e
r u n wa y is extended. If exten ded, a n ew
t a xiway sh ould be con st r u ct ed pr ovidin g
a ccess fr om t h e pa r a llel t a xiwa y t o t h e
n ew r u n wa y end. Th e pot en t ial pa r a llel
r u n wa y should be considered for a
pa r t ia l pa r a llel t a xiway a t a m in im u m .
H oldin g a pr on s pr ovide an a r ea for
a ir cr a ft t o p rep a r e for dep a r t u r e off t h e
t a xiwa y an d allow aircra ft t o bypass
ot h er a ir cr a ft wh ich a re r ea dy for
depa r t u r e.
Bot h r u n wa y en ds a r e
ser ved by a h oldin g a pr on .
N AVIGATIONAL AIDS
AN D IN S TR U ME N T
AP P ROACH PROCEDURES
A n u m ber of elect r onic na viga t ion a l
a ids a r e in pla ce t o a ssist pilots in
loca t in g a n d la n din g a t Den t on Air por t .
Th e Ru n wa y 17 ILS, P in ck n on dir ect ion a l ra dio bea con (NDB), Lor a n C, an d GPS n avigat iona l aids assis t
pilot s la n d in g a t t h e a ir por t d u rin g p oor
wea t h er con dit ion s wh en followin g
in s t r u m en t a p pr oa ch p r oced u r e s
est a blished by t h e F AA.
Ta xiway widt h is det er m in ed by t h e
ADG of t h e m os t dem a n d in g a ir cr a ft t o
use t h e t a xiway.
As m en t ion ed
pr eviously, the most dem a n din g a ir cr a ft
presen t ly usin g th e airport fa lls wit h in
ADG I I. Accor din g t o F AA design
sta nda rds, t h e m in im u m t a xiway width
for ADG II is 35 feet . Taxiways a t DTO
r a n ge between 30 feet wide an d 50 feet
wide. Ta xiwa ys B a n d C a r e on ly 30
feet wide. Th ese t a xiways sh ou ld be
widened t o a t leas t 35 feet , alt h ou gh 40
feet would be preferred. For ADG III, a
t a xiway width of 50 feet is requir ed.
3-16
t r a n s it ion s t o GP S a s t h e sole mea ns for
n a viga t ion .
Th e a dven t of GP S t ech n ology ca n
u lt im a t ely pr ovide t h e a ir port wit h t h e
ca p a b il i t y of e s t a bl i s h in g n e w
in s t r u m en t appr oaches at minim al cost
s in ce t h er e is n ot a r equ ir em en t for t h e
in st a lla t ion a n d m a int en a n ce of cost ly
groun d-ba sed t r a n s m is sion equ ip m en t
a t t h e a ir port . As m en t ioned p r eviously,
t h e F AA is pr oceed in g wit h a pr ogr a m
t o t r a n sit ion from exist ing groun d-ba sed
n a viga t ion a l a ids t o a sa t ellit e-ba sed
n a viga t ion sys t em u t ilizin g GP S
t echn ology.
Ru n wa y 17 is equ ipp ed wit h a st r a igh t in in s t r u m en t a p pr oa ch p roced u re
u t ilizing th e ILS. Run way 17 is also
ser ved by a GPS a nd NDB a p pr oa ch .
F a cilit y pla n n in g sh ou ld in clu de
pr ovidin g a n a ddit ion a l pr ecision GP S
a ppr oa ch fr om t h e s ou t h t o com p lem en t
a ppr oa ch capa bilit y t o Ru n wa y 17. It
sh ou ld be n oted, h owever , t h a t a
pr ecision a ppr oa ch fr om t h e sou t h m a y
n ot be fea sible given t h e pr oxim it y of
t h e a ir por t in r ela t ion t o DFW’s
a ir spa ce. F u r t h er in ves t iga t ion of t h e
pot en t ia l CAT I a pp roa ch fr om t h e
sou t h will be pr ovided in t h e n ext
ch a p t er .
Cu r r en t ly, GP S is cer t ified for en r ou t e
gu ida n ce a n d for u se wit h in s t r u m en t
a p pr oa ch pr ocedu r es. The in itia l GPS
a ppr oa ch es being developed by t h e F AA
p r ov i d e on l y cou r s e g u i d a n ce
in for m a t ion . By t h e yea r 2003, it is
expect ed t h a t GP S appr oaches will also
be cer t ified for u se in pr ovidin g descen t
in for m a t ion for a n i n s t r u m e n t
a p pr oa ch . Th is ca pa bilit y is cu r r en t ly
on ly a vaila ble usin g a n in s t r u m en t
lan din g system .
S in ce ins t r u m en t a ppr oa ch es ca n be
est a blished a t t h e a ir por t u sin g GP S
(wh ich does n ot r equ ir e t h e in st a lla t ion
of cost ly gr ou n d-ba sed n a viga t ion a l
aids), instr u m en t a ppr oa ch ca pa bilit y
ca n be pla nn ed for ea ch en d of t he
pot en t ia l pa r a llel r u n wa y. Sin ce t h e
exist in g r u n way is expect ed to provide
pr ecision a ppr oa ch ca pa bilit y to each
r u n wa y en d, on ly lim it ed a ppr oa ch
ca pa bilit y wou ld be requ ired t o ea ch
en d of t h e p ot en t ia l p a r a llel r u n wa y.
Non pr ecision a ppr oa ch es wit h visibilit y
m in im u m s of a t leas t gr ea t er t h a n on e
m ile should be pla n n ed for ea ch en d of
t h e poten t ia l pa r a llel r u n wa y.
G P S a p p r oa ch es fit in t o t h r ee
ca t egor ies, ea ch ba sed upon t h e desir ed
visibilit y m in im u m of t h e a p pr oa ch .
Th e t h r ee ca t egor ies of GP S a ppr oa ch es
a r e: pr ecision , non -pr ecision wit h
ver t ica l guida n ce, a n d n on -p recis ion . To
be eligible for a GPS a ppr oa ch , t h e
a ir por t lan din g sur fa ce m u st m eet
specific s t a n da r d s a s ou t lin ed in F AA
AC 150/5300-13, Airp o rt D e s i g n ,
Ch a n ge 6. Ba sed u pon t h is cir cu la r ,
Ru n wa y 17 m eet s th e requiremen ts for
a pr ecision a ppr oa ch sin ce it is equ ipped
wit h t h e r equ ir ed a ppr oa ch light in g
syst em , r u n wa y ma rk ings, a n d r u n wa y
edge ligh t ing. It sh ou ld be expect ed
t h a t t h e ILS a ppr oa ch will even t u a lly
be r epla ced by GP S a s t h e F AA
AIRF IELD
S AF E TY S TAN D AR D S
Th e F AA h a s est a blished severa l
im a gin a r y su r fa ces 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 fr ee
fr om obstr uctions t h a t cou ld a ffect t h e
3-17
Th e F AA expect s t h ese a r ea s t o be
u n der t h e con t r ol of t h e a ir por t a n d fr ee
fr om obstr uctions. As noted previously,
t h e cr itica l air cr a ft for Ru n wa y 17-35
cu r r en t ly falls wit h in ARC C/D-II. In
t h e fu t u r e, t h is cou ld t r a n sit ion t o ARC
D-III. At a m in im u m , ARC B-II design
st a nda rds a r e a pplica ble t o t h e
pot en t ia l pa r a llel r u n wa y, h owever,
con sider a t ion will be given in t h e n ext
ch a pt er for t h e cr osswin d r u n wa y t o
m eet ARC C-I I s t a n da r d s. Th is wou ld
r equ ir e t h e a cqu isit ion of m or e pr oper t y
t h a n wit h B-II des ign cr it er ia , bu t it
would bett er situ a t e th e airpor t for
t im es wh en t h e pr im a r y r u n wa y is
clos ed for a n y r ea son .
sa fe oper a t ion of a ir cr a ft . These include
t h e object fr ee a r ea (OF A), obst a cle fr ee
zon e (OF Z), a n d r u n wa y s a fet y a r ea
(RSA).
Th e OF A is defined as “a t wo
dim en siona l gr ou n d a r ea s u r r ou n d in g
r u n wa ys, t a xiwa ys, a n d t a xila n es wh ich
is clea r of object s except for object s
wh ose locat ion is fixed by fu n ction.”
Th e r u n wa y sa fet y a r ea (RSA) is
d e fi n e d a s "a d e fin ed s u r fa ce
s u rr ou n d in g t he r un way prepa red or
su it a ble for r educing the r isk of da m a ge
t o a ir pla n es in t h e even t of a n
u n d er sh oot , over sh oot , or excu r sion
fr om t h e r u n wa y." Th e OF Z is defined
a s a “defined volum e of a irspa ce
cen t er ed a bove t h e r u n wa y cen t er lin e
wh ose elevat ion is th e sam e as t h e
n ea r est poin t on t h e r u n wa y cen t er lin e
a n d ext en ds 200 feet beyon d ea ch
ru nwa y end.”
A r eview of t h e exist in g a er ia l
p h ot ogr a p h y r evea ls t h a t both r u n wa ys
com ply wit h P OF A a n d OF Z s t a n da r d s.
As depict ed on Ex h ib it 3D , bot h en ds
of Ru n wa y 17-35, h owever , do n ot
con form t o F AA RSA or OF A sta nda rds.
In or der t o m eet design cr it er ia for
Appr oa ch Ca t egor y C/D a ir cra ft, t h e
clear ed a n d gra ded RSA wou ld n eed t o
be 500 feet wide (cen t er ed on t h e
r u n wa y) a nd ext en d 1,000 feet beyon d
ea ch r u n wa y en d. Th e OF A would
r equ ir e 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 d in g
1,000 feet beyond ea ch r un way end.
Th e F AA h a s r ecen t ly ch a n ged t o F AA
AC 150/5300-13, Ai rp o r t D e s i g n , t o
addr ess n ew r equ ir em en t s for t h e
t r a n sit ion t o GP S n a viga t ion . Ch a n ge
6 h a s in clud ed a n ew pr ecision object
fr ee (P OF A) st a n da r d for a ll r u n wa ys
h a vin g, or exp ect ed t o h a ve, p r ecis ion
appr oaches. F or Den t on Air port , th is is
cu r r en t ly a pplica ble to Run wa y 17
wh ich is ser ved by t h e exist in g
in s t r u men t la n din g s ys t em pr ecis ion
a ppr oa ch . Th is st a n d a r d wou ld n ot
a pply t o a n y ot h er r u nwa y en ds a t t h is
t im e sin ce t h ey a r e n ot s er ved by a
pr ecision in s t r u m en t a p pr oa ch .
If
Ru n wa y 35 a ppr oa ch is ever u pgra ded
t o CAT I m inim u m s, th e P OF A
st a nda rds wou ld a pply for t h is ru n wa y
a s well. POF A ext ends 200 feet beyon d
t h e lan din g th r esh old a n d is 800 feet
wide (400 feet t o ea ch side of r u n wa y
cen t er lin e).
Cu r r en t ly, t h e loca t ion of t h e loca lizer
a n t en n a , a cr eek sou t h of t h e r u n wa y
en d, a nd a road on t he n ort h en d a r e
loca t ed wit h in th e limits of th e RSA a n d
OF A. To t h e sou t h , t h e em ba n k m en t
for t h e creek t r a verses the sou t h wes t er n
port ion of t h e RS A on ly 150 feet s ou t h
of t h e r u n wa y en d . Th is em ba n k m en t
t r a vels sou t h ea st fr om t h is point . On
r u n wa y cen t er line, th e loca lizer is
loca t ed 300 feet sou t h of t h e r u n wa y
en d a n d t h e em ba n km en t is loca t ed 550
3-18
01MP02-1B-8/10/01
NORTH
0
600
1200
SCALE IN FEET
LEGEND
Object Free Area (OFA)
STORAGE SHED
Obstructed OFA Area
Runway Safety Area (RSA)
Obstructed RSA Area
LOCALIZER
0
300
SCALE IN FEET
Exhibit 3D
RUNWAY SAFETY CRITERIA
t hese m a r kin gs will be su fficien t
t hr ough t he pla nn ing period.
feet s ou t h of t h e r u n wa y en d . To t h e
n or t h , t h e pu blic u s e r oa d t r a ver ses t h e
north east a n d n or t h wes t por t ion of t h e
RSA a p pr oxim a t ely 800 feet n or t h of
t he r un way end.
Th e a ir port is equ ipped wit h a r ot a t in g
bea con to assist pilots in loca t in g t h e
a ir por t a t n igh t . Th e exis t in g r ot a t in g
bea con is a dequ a t e a n d sh ou ld be
m a int a ined in t h e fu t u r e.
Th e n ext ch a p t er , Air por t Developm en t
Alt er n a t ives, will exa m in e RSA, OF A,
a n d OF Z st a n da r ds con sider ing ea ch
pot en t ia l r u n wa y ext en sion a lter na t ive.
Ru n wa y ligh t ing syst ems pr ovide
cr it ica l gu ida n ce t o pilots du r in g
n igh t t im e a n d low visibilit y opera tions.
Ru n wa y 17-35 is equ ipped wit h m ediu m
in t en sit y r u n wa y ligh t in g (MI RL). Th is
syst em is su fficien t for t h e exis t in g a n d
pla n n ed a ppr oa ch es a n d sh ou ld be
m a int a ined t h r ou gh t h e p la n n in g
period. F AA cr it er ia in d ica t e t h a t t h e
pot en t ia l pa r a llel r u n wa y at DTO
sh ou ld a lso pr ovide MIRL.
LIGHTIN G AND MARKING
Cu r r en t ly, t h er e a r e a n u m ber of
ligh t in g a n d p a vem en t m a r kin g a ids
s er vin g pilot s a nd a ircra ft u sin g DTO.
These light ing an d m a rk ing aids assist
pilot s in loca t in g t h e a ir por t d u rin g
n igh t or poor wea t h er con dit ions, a s
well a s a ss is t in t h e gr ou nd m ovemen t
of a ir cr a ft .
E ffective groun d m ovemen t of a ir cr a ft
a t n igh t is en h a n ced by t h e a va ila bilit y
of t a xiwa y light in g. All t a xiways a re
equipped on ly wit h cen t er line r eflectors.
At a m in im u m , a ll m a jor cir cu la t ion
r ou t es a t DTO s h ou ld be equ ipped wit h
m ed iu m int en sit y ta xiway light in g
(MITL). On ly t h e s ou t h er n por t ion of
t h e pa r a llel t a xiwa y is equ ipped wit h
MITL. F AA a n d TxDOT st a nda rds
in dica t e t h e n eed a n d ju st ifica t ion for
MITL a t a ir por t s su ch a s Den t on
Air por t .
Ru n wa y m a r k in gs a r e d es ign ed
a ccor din g t o t h e t yp e of in s t r u m en t
a ppr oa ch a va ila ble on t h e r u n wa y.
F AA AC 150/5340-1F , Ma r k in g o f
P a v e d Are as on Airp orts, provides
t h e guida n ce n ecessa r y to design a n
a ir por t 's ma rkings. Ru n wa y 17-35 is
equ ipped wit h pr ecis ion r u n wa y
ma rk ings. The precision m ar kings on
Ru n wa y 17-35 will be su fficien t on ce
t h ey a re r epain t ed (m a rk ing ha s fa ded).
Th e poten t ia l pa r a llel r u n wa y sh ou ld
provide nonpr ecision m ar kings to
s u pp or t a GP S a pp roa ch .
Light ed dir ect ion a l a n d loca t ion s ign s
a r e not inst a lled a t t he a irport , except
a t t h e sout h en d of th e r u n wa y. F AA
n ow r equ ir es ligh t ed sign a ge wh ich
ident ifies r u n wa ys, t a xiwa ys, h old
posit ion s (for r u n wa ys a n d ILS cr it ica l
a r ea ), a n d a pr on a r ea s a t a ir por t s
sim ila r in s ize a nd u s a ge a s DTO. Th e
sign s a id pilot s in det er m in ing t h eir
posit ion on t h e a irport a nd pr ovide
Ta xiway a nd a pr on a r ea s a ls o r equ ir e
m a r kin g t o a ssu r e t h a t a ir cr a ft r em a in
on t h e pa vem en t . Yellow cen t er lin e
st r ipes a r e cu r r en t ly pa in t ed on a ll
t a xiway a n d a pr on su r fa ces a t t h e
a ir por t t o pr ovide th is guida n ce t o
pilots. Besides r ou t ine m a int en a n ce,
3-19
a ppr oa ch (Ca t egor y I m in im u m s) shou ld
be con sider ed for Ru n wa y 35. In t h is
ca se, a MALSR wou ld be requ ired for
Ru n wa y 35. If CAT I m in im u m s a r e
n ot possible du e t o a con flict wit h DF W
a irsp a ce, con sider a t ion sh ou ld be given
t o t h e limit ed MALS syst em wh ich
cou ld p rovide th r ee-qu a r t er m ile
visibility minimu ms.
dir ect ion s t o t h eir desir ed loca t ion on
t h e a irport . These light ing aids sh ou ld
be in clu ded in t h e s h or t t er m p la n n in g
period.
Den t on Air por t is equ ipped wit h pilot
con t r olled ligh t ing (P CL). PCL a llows
pilot s t o con t r ol t h e int en sit y of r u n wa y
a n d t a xiwa y ligh t in g u sin g t h e r a dio
t r a n sm itt er in t h e a ir cr a ft . P CL a lso
pr ovides for m or e efficient u se of
r u n wa y a n d t a xiwa y ligh t in g en er gy
u se.
Ru n wa y iden t ifica t ion light in g provides
t h e pilot with a ra 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 ILs). While REI Ls
a r e n ot specifica lly r equ ir ed for t h e
exist in g visu a l a ppr oa ch es or fu t u r e
GP S a p pr oa ch es , RE I Ls wou ld en h a n ce
t h e safety of nightt ime opera tions t o
ea ch r u n wa y en d (wit h ou t a m or e
ext en sive a ppr oa ch ligh t ing syst em ) by
pr ovidin g pilot s wit h t h e a bilit y t o
iden t ify t hese r un way ends a n d
distinguish t h is light ing fr om ot h er
light in g on t h e a ir por t a n d in t h e
appr oach ar eas.
In most in st a n ces, t h e la n din g p h a se of
a n y fligh t m u st be condu cted in visua l
con dit ion s.
To pr ovide pilot s wit h
visua l guidan ce inform a t ion du r in g
la n din gs t o t h e r u n wa y, visu a l
glideslope in dicat or s a r e com m on ly
pr ovided at airports. P r esen t ly, a visua l
a ppr oa ch slope in dicat or (VASI -4) is
a va ilable a t t h e Ru n wa y 17 en d. Th is
ligh t in g a id is su fficient a n d sh ou ld be
m a int a ined in t h e fu t u r e. Ru n wa y 35 is
equ ipped wit h a t wo-box VAS I (VASI-2).
P la n n in g sh ou ld inclu de t h e u pgra de of
t h is syst em t o a fou r -box u n it on
Ru n wa y 35. The poten t ial pa r a llel
r u n wa y s h ou ld be pla n n ed for t wo-box
system s.
RE ILs should be pla nn ed for Ru n wa y
35 (u n t il ot h er wise ser ved by a n
a ppr oa ch ligh t in g s ys t em ) a n d bot h
ends of t h e pot en t ia l pa r a llel r u n wa y.
If Ru n wa y 35 is u pgr a ded t o a MALSR,
t he RE IL would n ot be required.
Appr oa ch ligh t in g syst em s pr ovide th e
ba sic mea ns t o t r a n sit ion fr om
in s t r um en t fligh t t o visu a l fligh t for
la n din g. Ru n wa y 17 is equ ipped wit h
m ed iu m in t en sit y a ppr oa ch light in g
syst em wit h r u n wa y a lignm en t light in g
(MALSR). Th e MALSR is r equ ir ed for
t h e exist ing ILS a ppr oa ch m in im u m s t o
Ru n wa y 17 a n d is su fficien t for a
t r a n sit ion t o a p r ecis ion GP S a pp roa ch
in t h e fut u r e. As m en t ioned pr eviously,
t h e developm en t of a pr ecision GP S
HELIP AD
Th er e is n o designa t ed helipa d a t t he
a ir por t . F u t u r e facility pla n n in g sh ou ld
in cl u d e pr ovidin g a de sign a t e d
h elicopt er op er a t ion s a r ea wit h a
s e p a r a t e t i e d ow n p os it ion (s ) t o
a ccom m oda t e th e par king needs of
t r a n s ien t a n d ba sed h elicopt er pa r kin g.
3-20
in r ela t ion t o p roject ed dem a n d t o
ident ify fut ur e la ndside fa cility needs.
OTHER FACILITIES
Th e a ir port h a s t h r ee ligh t ed win d
con es a n d a segm en t ed circle wh ich
pr ovides pilot s wit h in for m a t ion a bou t
win d con dit ion s a n d loca l t r a ffic
pat ter ns. These fa cilit ies a r e r equ ired
wh en a n a irpor t is n ot ser ved by a 24h ou r ATCT.
These facilities ar e
s u fficien t a n d sh ou ld be m a in t a in ed in
t h e fu t u r e.
AIR CR AF T S TOR AGE HAN GAR S
Th e dem a n d for a ir cr a ft st or a ge
h a n ga r s t ypica lly dep en d s u p on t h e
n u m ber a nd t ype of a ircra ft expect ed to
be ba sed a t t h e a ir port . For pla n n in g
pur poses, it is n ecessa r y t o est im a t e
h a nga r r equ ir em en t s based u pon
forecast oper a t ion a l activity. However,
h a n ga r developm en t sh ou ld be ba sed on
a ct u a l dem a n d t r en ds a n d fina n cia l
investm ent conditions.
An a ut om a t ed su r fa ce obser va t ion
syst em (ASOS) is a n im por t a nt
com pon en t t o a ir field oper a t ion s a s it
n ot ifies pilot s of loca l weat h er
con dit ion s. Th is syst em sh ou ld be
m a int a ined t h r ou gh ou t t h e p la n n in g
period a nd u pgra ded as n eeded.
Ut iliza t ion of ha ngar space var ies as a
fu n ct ion of loca l clim a t e, secu r it y, a n d
own er pr eferen ces.
Th e t r en d in
gener a l a via t ion a ircra ft , whet h er
sin gle or m u lt i-en gin e, is in m or e
soph ist ica t ed (a n d con s equ en t ly m or e
expens ive) a ir cr a ft . Th er efor e, m a n y
h a nga r own er s pr efer h a n gar spa ce t o
out side t iedown s. This is evident a t
Den t on Airpor t a s a ppr oxima t ely 35
ba sed a ircra ft a re loca t ed on out side
tiedowns. S om e own er s of t h ese a ir cr a ft
would p refer t o be in a h a n ga r ;
h owever , wit h t h e dra ma tic increa se in
ba sed a ir cr a ft a t DTO, som e h a nga r
spa ces a r e n ot r ea dily a va ila ble
(especia lly T-h a n ga r spa ce).
It sh ou ld be noted t h a t t h e a irpor t ’s
UN ICOM fr equ en cy is sh a r ed by
severa l a ir port s in t h e r egion . Th is
fr equ en cy sh a r ing ca u ses m in im a l t o
sign ifica n t com m u n ica t ion pr oblem s a s
pilot s wishing to broadcast th eir
in t en t ion s a t Den t on Air por t a r e
“st epped on ” by pilots a t ot h er airports.
F AA sh ou ld be notified of t h e pr oblem
so t h a t t h e fr equ en cy ca n be cha n ged . A
s u m m a r y of t h e a ir field fa cilit y
r equ ir em en t s is pr es en t ed on Exh ibit
3E.
At t h e t im e of in ven t or y, air cr a ft
st or a ge, m a in -t en a nce, a nd r epa ir n eeds
a r e bein g m et t h r ou gh t h e u s e of t h e 10
con ven t ion a l ha ngar s, 94 T-ha ngar s,
a n d 10 “corpora t e” clea r sp a n h a n ga r
facilities. T-h a n ga r s a r e u sed for sm a ll
sin gle a n d m u lt i-en gin e st or a ge wh ile
m ost bu s in es s jet s a n d t u r bop rop
a ir cr a ft a r e loca t ed in t h e cor por a t e a n d
convent iona l ha ngar s.
L AN D S ID E
R E Q U IR E MEN T S
Lan dside fa cilit ies a r e t h os e n eces sa r y
for h a n d lin g of a ir cr a ft a n d p a ss en ger s
wh ile on t h e gr ou n d. Th ese fa cilit ies
provide t h e essen t ia l in t er fa ce bet ween
t h e a ir a nd gr ou n d t r a n spor t a t ion
modes. Th e cap a cit ies of t h e va r iou s
com pon en t s of ea ch a r ea were exa m ined
3-21
m ulti-engine, t u r bopr op, a n d jet a ir cr a ft
wer e u sed t o det er m in e a ir cr a ft st ora ge
h a n ga r r equ ir em en t s. Tota l h a n ga r
a r ea wa s in cr ea sed by 15 per cen t t o
a ccou n t for fu t u r e a ir cr a ft m a in t en a n ce
an d repa ir needs.
F u t u r e h a n ga r r equ ir em en t s for t h e
a ir por t a r e su m m a rized in Tab le 3E.
As ind ica t ed in t h e t a ble, a ddit ion a l
h a n ga r s will be n eeded t o a ccom m oda t e
pr oject ed ba sed a ir cr a ft . A pla n n in g
s t a n da r d of 1,200 squa r e feet for sin gleen gin e a ir cr a ft a n d 2,000 squ a r e feet for
TABLE 3E
Aircraft Stora ge Ha n ga r Re qu irem e n ts
Fu tu re R e qu irem e n ts
2001
A ir cra ft to b e H a n ga red
T -H a n ga r /S h a d e H a n ga r P os it ion s
Sh ort Te rm
Inte rm e dia te
Lon g Te rm
225
228
295
415
94
102
132
195
E x e cu t iv e H a n g a r P os it ion s
N /A
57
69
98
C on ve n t ion a l H a n ga r P os it ion s
N /A
69
94
122
1 2 9 ,0 0 0
1 0 8 ,0 0 0
1 4 0 ,4 0 0
2 0 6 ,7 0 0
4 5 ,2 0 0
9 0 ,6 0 0
1 0 6 ,8 0 0
1 5 3 ,6 0 0
1 2 8 ,5 0 0
1 1 4 ,0 0 0
1 5 6 ,8 0 0
1 9 2 ,1 0 0
9 ,6 0 0
4 1 ,5 0 0
5 3 ,6 0 0
7 5 ,7 0 0
3 1 2 ,3 0 0
3 5 4 ,1 0 0
4 5 7 ,6 0 0
6 2 8 ,1 0 0
H a n g a r A r ea R e q u i r em e n t s
T -H a n ga r Ar ea (s.f.)
E xe cu t ive H a n ga r Ar ea (s.f.)
C on v e n t ion a l H a n ga r S t or a ge Ar ea (s.f.)
T ot a l M a in t en a n ce Ar ea (s.f.)
T ot a l H a n ga r Ar ea (s.f.)
In t h e fut u r e, it is expect ed t h a t t h e
a ir cr a ft st or a ge h a n ga r r equ ir em en t s
will con t inu e t o be m et t h r ou gh a
com bin a t ion of h a n ga r t yp es . Th e
a lt er n a tives a n a lysis will exam ine t h e
op t i o n s a v a i l a b l e f or h a n g a r
developm en t a t t h e a ir por t a nd
d et er m in e t h e best loca t ion for ea ch
t ype of h a n ga r fa cilit y. An a lysis t o be
con du ct ed la t er will det er m ine wh et h er
exist in g fee str uctu res for exist in g
leas es of a ir por t h a n ga r fa cilit ies a r e
a dequ a t e. Th e fina n cia l a n a lysis will
con sider bot h existing an d fut ur e lease
str uctu res.
AIRCR AFT P ARKIN G AP RON
A pa r kin g a pr on sh ou ld be pr ovided for
a t leas t t h e n u m ber of loca lly-ba sed
a ir cr a ft t h a t a r e n ot st or ed in h a n ga r s ,
a s w e ll a s t r a n s ie n t a ir cr a ft .
Ap pr oxim a t ely 100 t iedown s a r e
a va ila ble for t r a n sient a n d ba sed
a ir cr a ft a t t h e a ir por t . Alt h ou gh t h e
m a jor it y of fu t u r e ba s ed a ir cr a ft wer e
a ssu m ed t o be st or ed in a n en closed
h a n ga r , a n u m ber of ba sed a ir cr a ft will
st ill t iedown ou t side.
Tot a l a pr on a r ea r equ ir em en t s wer e
det er m ined by a pplying a pla n n in g
3-22
01MP02-3E-2/26/03
RUNWAYS AND TAXIWAYS
EXISTING
SHORT TERM NEED
LONG TERM NEED
Runway 17-35
5,999' x 150'
70,000 pounds SWL
100,000 pounds DWL
Runway 17-35
7,500' x 150'
Straighten Parallel Taxiway
RSA Improvements
Runway 17-35
Up to 8,000' x 150'
Increase Taxiway Width to 50'
Parallel Runway
4,000'-5,000' x 100'
30,000 pounds SWL
NAVIGATIONAL AIDS,
AIRFIELD LIGHTING,
AND MARKINGS
EXISTING
SHORT TERM NEED
Rotating Beacon
ADD:
Medium Intensity Runway Lighting
Medium Intensity Taxiway Lighting
Precision Marking
PAPI-4 (17-35)
ILS (17) • NDB (17)
Lighted Airfield Signage
GPS
REIL (35)
MALSR (17)
Segmented Circle/Lighted Windcone
LONG TERM NEED
ADD:
CAT I GPS Approach to Runway 35
MALSR (35)
Parallel Runway
GPS Approaches
PAPI-2
REIL's
VASI-4 (17) • VASI-2 (35)
Exhibit 3E
AIRFIELD REQUIREMENTS
posit ion . Loca lly-ba sed a ir cr a ft a r e
a llot t ed 650 squ a r e yar ds for ea ch
p a r kin g posit ion . The r esu lt s of t h is
a n a lys is a r e p res en t ed in Tab le 3F .
cr it er ion of 800 squ a r e yar ds per
t r a n s ien t s in gle a n d m u lt i-en gin e
a ir cr a ft pa r kin g posit ion , an d 1,800
s qu a r e ya r d s for ea ch t r a n sient jet
TABLE 3F
Aircraft Pa rkin g Apro n Re qu irem e n ts
E x i s ti n g
S in gle/M u lt i-e n gin e T r a n sien t P os it ion s
Lo n g
Te rm
54
57
61
4 3 ,4 0 0
4 5 ,4 0 0
4 9 ,1 0 0
6
6
7
9 ,6 0 0
1 0 ,1 0 0
1 0 ,9 0 0
37
25
35
2 4 ,1 0 0
1 6 ,3 0 0
2 2 ,8 0 0
100
97
88
103
5 4 ,9 0 0
7 7 ,1 0 0
7 1 ,8 0 0
8 2 ,8 0 0
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 .)
Inte rm e dia te
Te rm
Sh ort
Te rm
a dequ a t e sp a ce a va ila bilit y a t t h e
t e r m in a l b u i l d in g a n d a ir p or t
businesses. Als o, s om e of t h e a p r on on
t h e a ir por t is old a n d n eeds t o be
refur bished or r epla ced.
Ba sed u pon t h e pla n n in g cr it er ia a bove,
a n d a ssu m ed tr a n sient a n d ba sed
a ir cr a ft u s er s, it a p pea r s t h a t t h e
exist in g a pr on a r ea is less t h a n
a dequ a t e t o m eet fu t u r e a via t ion
d em a n d pr oject ion s. I n fa ct , t h e a ir por t
is cu r r en t ly s h or t of a p r on spa ce in
m a n y fu n ct ion a l a r ea s. Som e a r ea s
h a ve a bu n da n t spa ce, while ot h er s a r e
lim ited.
GEN ER AL AVIATION
TER MINAL B U ILD IN G
Gen er a l a via t ion t er m in a l bu ild in g
s p a ce is r e q u i r ed for wa it in g
passen gers, a pilot s’ loun ge a n d fligh t
p la n n in g, con cession s, m a n a gem en t ,
st or a ge, a n d va r ious ot h er n eeds . At
t h e t im e of in ven t ory, spa ce is a va ila ble
in t h e gen er a l a via t ion t er m in a l
bu ildin g to accomm odat e th ese needs.
F u t u r e t er m ina l requ irem en t s h a ve
been det er m in ed a n d a r e sh own in
Tab le 3G.
Of p rim a r y con cer n is t h e la ck of dept h
of t h e m a in t er m in a l a p r on ser ving bot h
t h e t er m ina l building a n d t h e F BO
sou t h of t h e t er m in a l. Th es e a p r on s
h a ve t h e pa r a llel t a xiwa y r u n n in g a lon g
th e west sid e of t h e a pr on, lim it in g t h e
a pr on ’s dept h a n d u se.
F u t u r e pla n n ing sh ou ld con sider wa ys
t o a llevia t e t h is con gest ion t o en s u re
3-23
TABLE 3G
G e n e r a l Av i a t i o n T e r m i n a l A r e a F a c i li t ie s
Av a ila ble
G en e r a l Av ia t ion D e s ig n H ou r
I t in e r a n t P a s se n g er s
G en e r a l Av ia t ion
B u ild in g S p a ce (s .f.)
1 ,6 0 0
Sh ort
Te rm
Inte rm e dia te
Te rm
Lo n g
te rm
91
125
198
8 ,2 0 0
1 1 ,2 0 0
1 7 ,8 0 0
dema nds wer e calcu la t ed by m u lt iplyin g design h ou r it in er a n t pa ssen gers by
t h e in du st r y st a n da r d of 1.9 in t h e s h or t
t er m , in cr ea 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 oper a t ion s in cr ea se.
It s h ou ld be n ot ed t h a t t h e gener a l
a via t ion fa cilit ies pr ovided a t DTO will
be t h e fir st t h ing a bu sin ess t r a veler
will s ee wh ich r epresen t s t h e Cit y of
Den t on . Con sider a t ion of a fir st -cla ss
gener a l a via t ion pa ssen ger t ra n sfer
fa cilit y sh ou ld a lways be weigh ed wh en
t h e a ir por t ’s r ole is t o a ccom m oda t e
business t r a veler s. Accor din g t o t h e
an alysis presen t ed in Tab le 3G, t h e
existin g gen er a l a via t ion t er m in a l
bu ild in g is significa nt ly un dersized t o
m eet exist in g dem a n d. F u t u r e pla nning
will con sider expa n sion of t h e exist in g
fa cilit y or t h e con st r u ct ion of a n ew
bu ildin g. It sh ou ld be n ot ed t h a t n ot a ll
t er m in a l spa ce is r equ ired t o be
pr ovided a t t h e m a in t er m in a l bu ildin g.
Spa ces pr ovided a t ot h er a irp or t F BOs
will ser ve pa ssen ger n eeds a s well.
Th e pa r kin g r equ ir em en t s of a ir cr a ft
own er s s h ould a lso be considered.
Alt h ou gh s om e own er s p refer t o p a r k
t h eir veh icles in t h eir h a n ga r s, sa fet y
ca n be com pr om ised wh en a u t om obile
a n d a ircra ft m ovem ent s a re int erm ixed.
F or t h is rea s on , s ep a r a t e p a r kin g
requirem ent s, wh ich con sider on e-ha lf
of based 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
pa r kin g spa ce r equ ir em en t s. P a r kin g
r equ ir em en t s ar e sum m a rized on Table
3H.
Th e a irport cu r r en t ly provides a 25spa ce a u t om obile pa r k in g lot a d ja cen t
t o t h e t er m in a l bu ildin g. Addit ion a l
p a r kin g lot s a r e pr ovided ad jacen t t o
a ir por t F BOs. Most of t h ese pa r k in g
lot s a r e gr a vel or br ok en a s ph a lt a n d
a r e in poor con dit ion.
Future
a u t om obile pa r kin g needs sh ou ld
con sider p a ved su r fa ces a dja cen t t o t h e
a ir por t F BOs, wit h ded ica t ed pa ved
par king lots for ba sed aircra ft owner s.
AUTOMOB ILE P ARKIN G
Gen er a l a via t ion veh icu la r p a r kin g
dema nds ha ve also been deter m ined for
Den t on Air port . Spa ce det er m in a t ion s
wer e ba sed on a n eva lu a t ion of exist in g
a ir por t use as well as indu str y
st a n da rds.
Ter m in a l a u t om obile
p a r kin g spa ces r equ ired t o m eet gener a l
a via t ion it in er a n t a n d F BO oper a t or
3-24
TABLE 3H
Veh icle P ark in g R e qu irem e n ts
Fu tu re R e qu irem e n ts
Av a ila ble
Sh ort
Te rm
Inte rm e dia te
Te rm
Lo n g
Te rm
D e s i g n H ou r P a s s e n g e r s
91
125
198
T e r m i n a l Ve h i cl e S p a ce s
120
160
255
3 7 ,8 0 0
5 0 ,4 0 0
8 0 ,3 0 0
85
105
150
2 6 ,7 7 5
3 3 ,0 7 5
4 7 ,2 5 0
120
205
265
405
3 8 ,2 0 0
6 4 ,5 7 5
8 3 ,4 7 5
1 2 7 ,5 5 0
P a r k in g Ar ea (s.f.)
G e n e r a l Av i a t i on S p a ce s
P a r k in g Ar ea (s.f.)
T o t a l P a r k i n g S p a ce s
T ot a l P a r k in g Ar ea (s.f.)
Ma in t a in in g st or a ge t o m eet a t wo-week
su pply for ea ch is cu r r en t ly ava ilable.
A wa sh fa cilit y wa s developed in
F ebr u a r y 2003.
F u t u r e Avga s a n d J et A st or a ge
r equ ir em en t s for t h e a irport , based
upon a t wo-week s u pp ly d u rin g t h e
pea k m on t h , will n ot likely exceed th e
exist in g t ot a l st or a ge ca pa cities.
Alt h ough t ot a l st or a ge ca p a cit y m a y n ot
be exceeded a t t he a irport , individu a l
fa cilit ies m a y be u n d er sized t o m eet t h e
op er a t or ’s needs. If th is is t h e ca se,
a dd it ion a l st or a ge u n it s ca n be
con st r u ct ed t o m eet t h e n eed s of t h e
op er a t or .
AVIATION F U EL S TORAGE
Th e Cit y of Den t on, N ebr ig &
Associa t es, a n d t h e N or t h Am er ica n
F ligh t Aca dem y (N AF A) a ll own t wo
fu el t a n ks.
Th e Cit y a n d N ebr ig
oper a t e a bovegr ou n d fa cilit ies, bot h
h a vin g a 12,000 ga llon J et A st or a ge
t a n k a n d 12,000 ga llon Avga s s t ora ge
ta nk. N AF A’s fu el fa r m con sist s of t wo
u n d er gr ou n d st ora ge u n it s h a vin g a
12,000 ga llon a n d 10,000 ga llon s t ora ge
ca pa cit y for J et A a n d Avga s,
r espect ively.
AUTOMOBILE ACCES S
Th e a irport is pr ovided direct a ccess
fr om U.S. In t er st a t e 35 t o t h e ea st by
F .M. 1515 (Air por t Roa d). Air por t Roa d
is a t wo-la n e, a sph a lt r oa d u n t il it
r ea ch es t h e t er m in a l bu ildin g pa r kin g
lot . An a lysis t o be con du ct ed in t h e
n ext ch a pt er will con sid er pr ovidin g a
m or e dir ect r oa d a n d will a t t em pt t o
provide bet t er a cces s in t h e ea s t er n
por t ion of t h e t er m ina l ar ea .
F u el st or a ge r equ ir em en t s a r e t ypically
ba sed u pon m a int a inin g a t wo-week
su pply of fu el d u rin g a n a ver a ge m on t h ,
h owever , m or e frequ en t deliver ies ca n
r ed u ce t h e fuel st ora ge ca pa cit y
r equ ir em en t . A r eview of F isca l Yea r
2000 fu el sa les in dicat es a m on t h ly
a ver a ge sa le of 25,000 ga llons of Avga s
a n d 2 6 ,0 0 0 g a l lon s of J et A.
3-25
If ARF F ser vices wer e t o be pr ovided by
a join t -u se fa cilit y n ea r t h e a ir por t ,
con sider a t ion sh ou ld be given t o
m eet in g “In dex A” st a n da r ds . "In dex A"
inclu des a ir cr a ft less t h a n 90 feet in
len gt h a n d r equ ir es on e veh icle ca r r yin g
a t lea st t h e following:
In t h e n ea r fu t u r e, Loop 288 is t o be
expa n ded a n d will r u n a ppr oxim a t ely
on e m ile west of t h e a ir por t . I t is
p la n n ed t o be provided a d ia m on d
in t er ch a n ge for a cces s wes t of t h e
a ir por t .
Th is pr oject will gr ea t ly
increa se t h e a irport ’s significa n ce a n d
va lu e a s t h e a r ea is a lso pla nn ed for
s ign ifica n t i n d u s t r i a l / com m e r cia l
developm en t . Ex h ib it 3F p rovides a
s u m m a r y of l a n d s i d e f a c i l i t y
requirem ent s.
ARFF F ACILITIES
Den t on Airport is n ot cu r r en t ly served
by a dedica t ed a irport r escu e a n d
fir efigh t in g fa cilit y (ARF F ). Th e a ir por t
is pr ovided fir efight in g ser vices by a
Cit y fir e st a t ion sever a l miles away. In
t h e fu t u r e, con s id er a t ion s h ou ld be
given t o pr oviding m or e t imely ARF F
services to the a irport .
1)
500 poun ds of sodiu m -ba sed
dr y ch em ica l or h a lon 1211; or
2)
450 poun ds of pot a ssiu m -ba sed
d ry ch em ica l a n d wa t er wit h a
com m en su r a t e qu a n t it y of
Aqu eou s F ilm F or m in g F oa m
(AF F F ) t o t ot a l 100 ga llon s for
s im u lt a n eou s dr y ch em ica l a n d
AF F F foa m a p plica t ion .
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 fa cilit ies r equ ired t o m eet
pot en t ia l aviat ion dem an ds pr oject ed
for Den t on Air por t t h r ou gh t h e lon g
t er m p la n n in g h or izon . The n ext st ep is
t o develop a direction for developm en t
t o best m eet t h ese pr oject ed 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 , it s
schedu le, an d costs.
ARF F ser vices do n ot n ecessa r ily h a ve
t o be loca t ed on t h e a ir port . It is
possible t h a t a st a t ion cou ld be
con st r u ct ed nea r t he a irpor t a n d be
sh a r ed wit h t h e cit y, ser vin g bot h
com m u n it y a n d a ir por t needs. Wit h t h e
proposed fu t u r e d evelop m en t of t h e
Loop t o t h e wes t , a d dit ion a l fir e figh t in g
needs will be r equ ired n ea r t h e a ir por t .
3-26
01MP02-3F-3/3/03
AIRCRAFT STORAGE HANGARS
EXISTING
SHORT TERM INTERMEDIATE
NEED
NEED
LONG TERM
NEED
94
102
132
195
Executive Hangar Positions
N/A
57
69
98
Conventional Hangar Positions
N/A
69
94
122
129,000
108,000
140,400
206,700
45,200
90,600
106,800
153,600
Conventional Hangar Area (s.f.)
128,500
114,000
156,800
192,100
Maintenance Hangar Area (s.f.)
9,600
41,500
53,600
75,700
312,300
354,100
457,600
628,100
T-hangar Positions
T-hangar Area (s.f.)
Executive Hangar Area (s.f.)
Total Hangar Area (s.f.)
APRON AREA
EXISTING
SHORT TERM INTERMEDIATE
NEED
NEED
LONG TERM
NEED
Transient Positions
N/A
60
63
68
Locally-Based Aircraft Positions
N/A
37
25
35
32
97
88
103
54,900
77,100
71,800
82,800
Total Positions
Total Apron Area (s.y.)
TERMINAL SERVICES AND VEHICLE PARKING
EXISTING
Terminal Building Space (s.f.)
Total Parking Spaces
Total Parking Area (s.f.)
SHORT TERM INTERMEDIATE
NEED
NEED
LONG TERM
NEED
1,600
8,200
11,200
17,800
120
205
265
405
38,200
64,575
83,475
127,550
Exhibit 3F
LANDSIDE REQUIREMENTS
Chapter Four
ALTERNATIVES
Chapter Four
ALTERNATIVES
The previous chapters have focused on
the available facilities, the existing and
potential future demand, as well as quantified the level of facilities that are needed
both now and in the future. The purpose
of this chapter is to formulate and examine rational airport development
alternatives that can address the planning horizon demand levels. Because
there are literally a multitude of possibilities and combinations thereof, intuitive
judgement is necessary to focus in on
those opportunities which have the
greatest potential for success.
environmentally compatible plan is
derived. With this information, as well as
the input and direction from government
agencies, airport users, and other local
stakeholders, a basic airport concept can
evolve into a realistic development plan.
The major functional areas of an airport
must be considered in the formulation of
alternatives. At Denton Airport (DTO),
these include the airfield and landside
general aviation facilities. In addition,
operational support facilities and surface
access for all these functions must
be considered. The interrelationships of
these functional areas require that they
be evaluated both separately and
as a whole to ensure the most functionally efficient, cost-effective, and
Prior to presenting the development
alternatives, it is helpful to first review
some of the important developments
since the last master plan which was
completed in 1994. Recounting past planning considerations and implementation
can help to identify current issues for this
alternatives evaluation.
4-1
Th e followin g a r e fa cilit y impr ovemen t s
inclu ded in t h e pr eviou s a ir por t la you t
pla n :
R EVIEW OF 1994
MAST ER P LAN
In 1994, t h e city a dopt ed t h e Airport
Master Pla n S t u d y for t h e Den t on
Air por t .
Th e ba s ic a s su m p t ion s
ou t lined in t h e p reviou s st u d y a r e
dis t in ct ively differ en t fr om t h ose
inclu ded in t h is pla n . The pr eviou s
p la n n in g effort cons ider ed t h e findin gs
pr epa r ed by the N or t h Cen t r a l Texa s
Cou n cil of Govern m en t s (NCTCOG)
st u dy, T h e N eed for a S atellite Airport Ph ase I R eport.
Th e N CTCOG s t u dy wa s con du ct ed t o
eva lu a t e t h e impa ct s of t h e for ecast
ca pa cit y con st r a in t s a t t h e Da lla s/F or t
Wor t h In t er n a t ion a l Air por t (DF W) a n d
Da lla s Love F ield . Ca p a cit y con cer n s
exam ined in t h e s t u dy in d ica t ed t h e
p ot e n t i a l n e e d for a d d i t i on a l
com m er cia l pa ssen ger ca pa cit y r elief a t
a r ea airports. Th e st u dy indica t ed t h a t
a s ma ny as t wo m illion en pla n em en t s
fr om DF W a n d Da lla s Love Field cou ld
be expect ed t o occu r a t sa t ellit e a ir por t s
by 2015. DTO was list ed in t he st udy
a s a possible loca t ion for on e of t h e
sat ellite a irport s.
D u e t o t h e pr oject ed ca pa cit y
con st r a in t s a n d p oten t ia l sh iftin g of
ca pa cit y t o DTO, th e pr eviou s m a st er
p la n n in g effor t considered t he u lt im a t e
needs of n ot on ly gen er a l a via t ion
dema nd, bu t a lso com m er cia l ser vice
dema nd. Th e m a st er plan developed
t wo fa cilit y pla n s. Th e a p pr oved a ir por t
la you t p la n (ALP ) cen t er ed a r ou n d t h e
n eeds of th e airport rem ain ing as a
gener a l a via t ion, r eliever a ir por t . A
s econ d p la n , t h e Poten tial E xpan sion
Capability Plan, con sider ed t h e u se of
t h e a ir por t by com m er cia l jet a ir cr a ft .
C
In t er im ext en sion of Ru n wa y 1735 t o 6,000 feet (com plet ed).
C
U lt im a t e ext en sion of Ru n wa y
17-35 t o 7,500 feet t o m eet fu ll
a r r a y of gen er a l a via t ion a ir cr a ft .
C
Con st r u ct ion of pa r a llel gener a l
a via t ion r u n wa y 5,000 feet lon g
by 75 feet wide a n d 700 feet west
of t h e exist ing r u n wa y t o provide
a ddit ion a l gener a l a via t ion
ca pa cit y (if t h e com m er cia l pla n s
wer e im plem en t ed, t h is wou ld
ser ve a s a pa r a llel t a xiwa y).
C
Const r u ct ion of t en eigh t -u n it Tha ngar s.
C
Con st r u ct ion of a n ew a ir por t
t er m in a l bu ildin g, au t om obile
p a r kin g lot , a n d a ir cr a ft p a r kin g
a p r on n or t h of t h e cu r r en t
fa cilit y.
C
Developm en t of la r ge h a n ga r a n d
fixed ba s e op er a t or (F BO)
pa r cels. (Complet ed.)
C
In t er im a ir car go developm en t
a r ea in t h e s ou t h er n por t ion of
t h e t er m in a l a r ea .
Th e followin g fa cilit y im pr ovemen t s
wer e include d in t h e Poten tia l
Expan sion Capability Plan:
C
4-2
Con s t r u ct a n ew west side
Ru n wa y 17R-35L, 2,500 feet west
of t h e cu r r en t r u n wa y. Th e
C
r u n wa y wa s pla n n ed t o be 10,000
feet lon g an d 150 feet wide.
C
Modify t h e int er im Ru n wa y 17R35L to be used as a pa r a llel
t a xiwa y.
C
Const r u ct ion of a com m u t er
t er m in a l (in clu din g bu ildin g,
a p ron , an d aut omobile par kin g
lot ) on t h e west side of t h e
a ir por t .
C
New com m er cia l ter mina l access
r oa dwa y a cces sed fr om t h e s ou t h .
C
F u t u r e com m er cia l/in du st r ia l
d e velopm en t a r ea wes t of
Ru n wa y 17L-35R com plet e wit h
ou t er r oa d fr om H ighwa y 380 to
t h e n or t h t o 35W t o t h e s ou t h .
C
IS S U E C O N S ID ER AT IO N S
Th e p rim a r y goa l for Den t on Air por t
h a s n ot ch a n ged fr om t h e p reviou s
m a st er pla n . It is t o oper a t e t h e a ir por t
a s a fir st -cla ss gen er a l a via t ion fa cilit y,
a n d t o develop it t o it s full poten t ia l t o
ser ve a ll gen er a l a via t ion a ir cr a ft u p t o
a n d in clu din g
h igh er -per for m a n ce
a ir cr a ft . Th e u ltim a t e goa l, h owever,
h a s ch a n ged.
Th is pla n will n ot
con sider t h e u se of t h e a irport by
com m er cia l ca r r iers, a n d t h e elemen t s
designed t o a ccom m oda t e com m er cia l
ca r r ier s will n ot be for wa r ded in t h is
pla n .
Ba sed upon oper a t ion a l ch a r a ct er ist ics
t oda y a nd t h os e a n t icip a t ed in t h e
fu t u r e, t h e a irport sh ou ld be plan ned for
m or e ba sed a ir cr a ft in t h e long r a n ge
(450 versu s t h e pr eviou s 301) a n d
sligh t ly m or e a n n u a l oper a t ion s
(227,000 ver su s t h e pr eviou s 224,300).
U lt im a t e Ca t egory I (Cat I)
a ppr oa ch fr om t h e sou t h t o bot h
Ru n wa ys 35L a n d 35R.
E x h i b i t 4 A ou t lin e s t h e k e y
con sider a tion s for t h is a lt er n a t ives
an alysis. Th e k ey issu e a t t h e a ir port is
r ela t ed t o t h e pr ima r y goa l ou t lined
a bove. Since th e last m a s t er pla n , t h e
F eder a l Avia t ion Adm in ist r a t ion (F AA)
h a s u pgr a ded it s a ir port des ign
st a nda rds for a ir por t s ser vin g t h e
h igh er -p er for m a n ce gen er a l a via t ion
a ir cr a ft . In pa r t icula r , t h e F AA h a s
becom e st r in gen t in en s u rin g t h a t
a ir por t s do everyt h ing pr a ct ica l to meet
t h e design st a n da r ds for r u n wa y sa fet y
ar eas (RSA).
Op er a t ion a l t r a ffic in t h e year 2000
t u r n ed ou t t o be lower t h a n for eca st in
t h e pr eviou s m a st er pla n .
Based
a ir cr a ft t ot a led 107 in 1991 a n d wer e
forecast t o r ea ch 184 by 200 0. Th is is
n ea r ly iden t ica l t o t h e a ct u a l 183 bas ed
a ircra ft in 2000.
Th e r u n wa y ha s been exten ded 1,000
feet t o t h e sou t h a s pla n n ed. Taxiwa y
in fr a s t r u ct u r e r em a in s ess en t ia lly t h e
sa m e a s it wa s in 1991, th e only
differ en ces bein g t h e ext en sion of t h e
pa r a llel t a xiway t o t h e n ew sout h en d of
t h e r u n wa y. F ollowing t h e gener a l
gu id a n ce of t h e m a s t er pla n , s ever a l
m ediu m a n d la r ge con vent ion a l h a n ga rs
a n d n est ed T-h a n gar s h a ve been
const ru ct ed.
As discu ssed in t h e p reviou s ch a p t er ,
n eith er en d of t h e exist ing r u n wa y
m eet s t h e design st a n d a r ds for t h e
exten ded r u n wa y sa fet y a r ea . Over t h is
period, t h e Texas Depa r t m en t of
4-3
con sider modifying Hickory Creek.
B e ca u s e of t h e e n vi r on m e n t a l
se n sit ivit y, h owever , n o sin gle
a lt er na t ive will con sider m odifyin g b ot h
of th ese creeks.
Tr a n spor t a t ion (TxDOT) - Avia t ion
Division h a s becom e t h e a gen t for
gener a l a via t ion a ir por t s in Texa s, in
lieu of t h e F AA. TxDOT h a s developed
it s own s t a n da r d s, ba s ed u pon t h os e
est a blished a n d m a in t a in ed by t h e
F AA.
A secon d en viron m en t a l con sider a t ion
a ssociat ed wit h p ot en t ia l a lt er n a t ive
developm en t is t h e loca t ion of
r esiden ces t o t h e n or t h . N or t h er ly
ext en sion s m a y imp a ct t h ese r esiden ces
by increa sed n oise exp osu r e or m a y
r equ ir e t h e fee sim ple a cqu isit ion of t h e
pr oper t ies t o m eet F AA design
sta nda rds.
Th e goa l of t h is pla n n in g effor t is t o
m eet des ign st a n da r ds wh ile also
pr ovidin g a dequ a t e fa ci li t i es t o
a ccom m oda t e a n t icipa t ed gr owt h .
Cu r r en t ly, Ru n wa y 17-35 pr ovides
a dequ a t e lengt h for t h e m a jor it y of
a ir cr a ft oper a t in g a t t h e a ir por t . S om e
a ir cr a ft , h owever, a r e cu r r en t ly
con s t r a in ed by th is length dur in g h ot
con dit ion s.
Th e ba sic m eth odology employed t o
defin e a ir cr a ft n oise levels involves t h e
use 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 yNigh t Avera ge Sou n d Level (DN L) is
u sed in t h is st u d y t o a s ses s a ir cr a ft
n oise. DN L is t h e m et r ic cu r r en t ly
a ccept ed by t h e F AA, E n vir on m en t a l
P r ot e c t i o n 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 ba n
Developm en t (H U D) a s a n a ppr opr ia t e
m ea su r e of cu m u lat ive n oise exposu r e.
As corpora t e a ir cr a ft u se in cr ea ses a t
DTO, t h is len gt h cou ld sign ifica n t ly
lim it th e way in wh ich opera tors use
t h eir aircra ft. They ma y ha ve to ma ke
a n extr a st op for fu el or decr ea se t h e
loa d on t h eir a ircra ft. Both of th ese
opt ion s r edu ce flexibilit y a n d u t ilit y,
w h i c h i n t u r n r e d u ce s t h e
a t t r a ct iveness of u sin g cor por a t e
a ir cr a ft a t t h e a ir port . Con sider in g
t h is, th e facility requirem ent an alysis
con clu ded t h a t t h e a ir port sh ou ld
pr ovide a r u n wa y of a t leas t 7,000 feet .
It wou ld be ideal for t h e a ir por t t o
provide u p t o 7,500 feet of r u n wa y
len gt h .
These t h r ee feder a l a gen cies h a ve ea ch
ident ified th e 65 DNL noise con t ou r a s
t h e t h r es h old of in com pa t ibilit y,
m ea n in g t h a t n oise levels below 65
DNL a r e con sider ed com pa t ible wit h
u n d er lyin g lan d uses. Most feder a llyfu n ded airport n oise stu dies use DN L a s
t h e pr im a r y m et r ic for eva lu a t in g n oise.
E a ch a lt er n a t ive con sider ed will ou t lin e
specific environm ent al concern s.
Th e a lt er n a t ives a n a lysis must also
con sider t h e p ot en t ia l en vir on m en t a l
im pa ct s of ea ch a lt er n a t ive.
Th e
exist in g a ir p or t s it e is bou n d ed on t h e
n or t h by Dr y F or k Cr eek a n d on t h e
sou t h by H ickor y Cr eek. Th e pr eviou s
m a st er pla n in clu ded developm en t t o
t h e n or t h in t o Dr y F or k Cr eek . Th e
a lter n a t ives in th is cha pter will also
Th e a ir port could r ea ch a n d exceed it s
a n n u a l ser vice volu m e (ASV) in t h e
la t er s t a ges of t h e p la n n in g period.
Ca pa cit y cou ld be grea t ly en h a n ced
wit h t h e developm en t of a pa r a llel
4-4
01MP02-4A-3/24/03
AIRFIELD CONSIDERATIONS
• Extend Runway 17/35 up to 7,500 feet to
meet commercial and corporate aircraft needs
• Construct parallel runway to increase
airport capacity
• Taxiway improvements to enhance
operational efficiency
• Additional instrument approach capabilities
LANDSIDE CONSIDERATIONS
• Enlarge airport terminal building and
terminal apron
• Provide optimum locations for additional
airport service providers
• Provide areas for additional aircraft
storage hangars
LAND USE CONSIDERATIONS
• Identify highest and best use of airport property
• Specify areas which may be needed and should
be reserved for aviation use
• Ensure adequate property is available for
development beyond the scope of this plan
• Indicate areas which could be utilized for purposes other than aviation
• 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
r u n wa y. Con sider a t ion sh ou ld a lso be
given t o a lt er n a t ives t h at cou ld increa se
a ir field efficiencies such a s t a xiwa y
imp r ovemen t s a n d im pr oved n a viga t ion a l a id s. All a lt er n a t ives pr esen t ed
will con s id er t h e con s t r u ct ion of a n ew
pa r a llel t a xiway loca t ed 400 feet east of
t h e r u n wa y cen t er line.
fa cilities a t Den t on Air por t a n d
con t in u e t o develop a n d op er a t e t h e
a ir por t a s a fir st -cla ss a ir por t t h a t ca n
ca t er t o a ll a ir cr a ft , in clu d in g h igh er per for m a n ce gen er a l a via t ion a ir cr a ft .
On t h e lan dside, con sider a t ion m u st be
given t o providin g a dequ a t e h a n ga r
spa ce for a wide va r iety of gener a l
a via t ion n eeds. Th is in clu des cor por a t e
a via t ion , F BOs , a n d a ir cr a ft st ora ge
ha ngar s. Th e fa cilit y requ irem en t s
ind ica t ed t h a t h an ga r needs cou ld m or e
t h a n double over t h e pla n n in g h or izon .
F a cilit y requirem ent s an alysis also
ou t lined t h e n eed for a la r ger t er m in a l
bu ildin g.
Th e "do-n ot h in g" a lt er n a t ive essen t ia lly
con sider s keepin g t h e a ir port in it s
p res en t con d it ion a n d n ot p r ovid in g for
a n y t yp e of im p r ovem en t t o t h e exist in g
facilities. Th e pr im a r y r esu lt of t h is
a lt er n a t ive wou ld be t h e in a bilit y of t h e
a ir por t to sat isfy t h e pr oject ed a via t ion
dem a n ds of t h e a irport ser vice a r ea .
N O ACTION ALTE RN ATIVE
Th e n or t h er n port ion of t h e Da lla s /F or t
Wor t h M e t r op l ex con t i n u e s t o
experience str ong socioecon om ic growth .
Th e gen er a l a via t ion in du st r y h a s
experien ced a n ext en ded per iod of
a d ju s t m en t over t h e last 20 yea r s, bu t it
is n ow s een a s a gr owt h in d u st r y on ce
m or e. While overa ll, gener a l a via t ion
growth will be slow, th e dem a nd for
h i g h e r -p e r for m a n ce a i r cr a ft i s
exper ien cin g t h e st r on gest r a t e of
growth .
A fin a l con sider a t ion is m a xim izing t h e
a bilit y of t h e a irport t o be selfsu st a in in g.
Alter n a t ives sh ou ld be
con sider ed t h a t a r e n ot on ly cost effective bu t t h a t ca n in cr ea s e r even u e
pot en t ia l for t h e a ir por t . A s t r on g
r even u e ca pa bility will help to en s u re
t h a t t h e a irport does n ot becom e a
fin a n cia l bur den on t h e cit y a n d t h e
ta xpayers.
With height ened in t er est in secu r it y
d u e t o t h e r ecen t t er r or is t a t t a ck s in t h e
U n ited St a t es, cor por a t e gener a l
a via t ion cou ld expect dem a n d for
pr iva t e execu t ive a ir cr a ft t o grow even
m or e. Alt h ou gh som e r est r ict ions (e.g.
Class B a ir spa ce) m a y wor k t o cou n t er ba la n ce t h is, th ese r ea son s, com bined
wit h Dent on Airport ’s role as a
st r a t egica lly-loca t ed r eliever a ir por t ,
in dica t e a need t o be ca pa ble t o respond
t o a n t icipa t ed dem a n ds for imp r oved
facilities.
N O N -D EVELO P MENT
ALT ER N ATIVES
N on -d evelop m en t a lt ern a t ives include
t h e “n o a ct ion ” or “d o n ot h in g”
a lter n a t ive, tr an sfer r in g ser vice t o a n
exist in g a irport , or developin g a n
a ir por t a t a n e w loca t ion . P r eviou s
p la n n in g effort s ha ve considered th ese
a lt ern at ives. Th e gen er a l con clu sion
h a s been t o t a k e a d va n t a ge of exist in g
4-5
Th er e is on ly on e ot h er a ir por t in t h e
r egion t h a t ca n a ccom m oda t e a ll of t h e
a ir cr a ft n ow u sin g Den t on Airpor t . F or t
Wor t h Allia n ce Airpor t is loca t ed 14
n a u t i ca l m i l e s (n m ) t o t h e
sou t h /sou t h west . Alt h ou gh Allia n ce
pr ovides a m ple a ir side facilit ies a nd t wo
pa r a llel r u n wa ys wit h gr ea t er t h a n
8,000 feet , th e a ir port is bein g
developed a s t h e west er n h em isph er e’s
fir st in du st r ia l a ir por t . Th e a ir por t
cu r r en t ly ha s 20 ba s ed a ir cr a ft a n d
experien ces a pp r oxima t ely 70,000
a n n u a l oper a t ion s. The a irport is u sed
by com m er cial ca r go ca r r iers, n ot a bly
F ed E x. Although tr an sfer of DTO’s
d em a n d t o Allia n ce is p ossible, it would
n o t b e p r u d e n t or fe a s i b l e .
Developm en t cost s a n d t h e a ir por t ’s
dir ect ion cou ld significa n t ly hin der t h e
sh ift . Th e incon venien ce t o u sers of
DTO wou ld m a ke t h is a lt er n a t ive
u n a t t r a ct ive to users wish in g loca l
access.
On e of t h e k ey con sider a t ion s of t h is
m a st er pla n is imp r oving t h e exten ded
r u n wa y s a fet y a r ea s . A “n o a ct ion ”
a ppr oa ch wou ld ignor e t h is sa fet y
con cer n a n d is u n a ccept a ble to th e F AA
a n d TxDOT.
S ER VICE F ROM
AN O TH E R AIR P OR T
Th e a lt er n a t ive of sh ift in g a ll a via t ion
ser vices t o a n ot h er exist in g a ir por t wa s
fou n d even less desir a ble du e t o t h e
impa ct a t r a n sfer would h a ve on bot h
t h e existing Dent on Airpor t u s er s a n d
ot h er a irport s in t h e r egion . With 225
ba sed a ir cr a ft a n d m or e t h a n 100,000
a n n u a l oper a t ion s, t h e r eloca t ion of
ser vices wou ld a ffect t h e ca pa cit y of
ot h er a ir por t s.
Den t on Air por t ’s st r a t egic loca t ion n ea r
t h e Den t on bu sin ess dist r ict wit h a ccess
t o I nt er st a t e 35 (bot h ea st a n d west )
m a kes it a key a ir por t in su ppor t of
loca l com m er ce.
Th e Met r oplex is
s u pp or t ed by more t h a n 12 r eliever
facilities, a n d for good rea s on . Th e
DF W r egion is h om e t o on e of t h e
n a t ion ’s largest concent ra tions of
a ir cr a ft , bot h com m er cia l a n d gen er a l
a via t ion .
An ot h er opt ion would be con s t r u ct in g a
n ew a ir por t . F r om t h e socia l, politica l,
a n d en vir on m en t a l s t a n dp oin t s , t h e
com m it m en t of a n ew la r ge la n d a r ea
mu st a lso be con sider ed. Ther e h a s
been significa nt opposition in t he pa st
t o a t t empt s t o develop new a irport s in
t h e m et r opolit a n a r ea . F u r t her m or e,
t h e developm en t of a n ew a ir por t
sim ila r t o Den t on Air por t would likely
ta ke a m in im u m of t en yea r s t o becom e
a r ea lit y.
Wh ile t h e ot h er reliever a irport s ar e
con v e n i e n t for t h e i r p a r t icu la r
com m u n it y, Den t on Airport is t h e on ly
r eliever in t h e boom in g n or t h wes t er n
por t ion of t he Metr oplex.
The
a d va n t a ges t o t h e com m u n it y of t h is
loca t ion ar e exten sive, a s is evidenced
by t h e n u m ber of m a jor em p loyer s t h a t
h a ve a ir cr a ft ba sed or a t t r a ct cor por a t e
a ir cr a ft a ct ivit y a t Den t on Air por t .
Th e pot en t ia l exist s for sign ifica n t
en vir on m en t a l im pa ct s a ssocia t ed wit h
d is t u r bin g a la r ge la n d a r ea wh en
developin g a n ew a irport sit e. To
develop a n ew sit e wit h t h e ca pa bilit ies
of Den t on Air por t cou ld ea sily cost over
4-6
followin g su bsect ion s exa m ine ea ch
r u n wa y a n d t h e pot en t ial a lter n a t ives
for m eet in g t h e cu r r en t a n d lon g r a n ge
dem a n d a t Den t on Air por t .
$100 m illion dolla r s a n d wou ld n ot
provide t h e st r a t egic loca t ion t h a t
Den t on Airport does t oda y.
Over a ll, t r a n sfer r ing ser vice t o a n
exist in g a ir por t in t h e r egion or t o a n
en t ir ely n ew fa cilit y a r e u n r ea son a ble
a lter n a t ives t h a t sh ou ld not be pu r su ed
fu r t h er a t t h is t ime. Den t on Air port is
a va lu a ble a sset t o t h e econ om ic
dyn a m ics of t h e Den t on a r ea . I t sh ou ld
be developed t o t h e exten t pr a ct ica l t o
m a in t a in a n d p rom ot e com m er ce in t h e
a r ea .
RU N WAY 17-35 S AFE TY
ARE A DE TER MINATION
F AA Or der 5300.1F, Mo d i fi c a t io n o f
Ag e n c y
Air p o rt
Design,
Co n s t ru c t i o n , a n d Eq u ip m e n t
S t a n d a rd s ind ica t es in P a r a gr a p h 6.d .
t h e following:
“. . . Ru n wa y sa fet y a r ea s a t bot h
ce r t i fi ca t e d a n d n on -ce r t ifica t e d
a ir por t s t h a t d o n ot m eet d im en s ion a l
st a nda rds a re su bject t o F AA Order
5 2 0 0 . 8 , R u n w a y S a f e t y Ar e a
P r o g r a m. Modifica t ions t o st a nda rds
a r e n o t issu ed for n on st a n da r d r u n wa y
sa fet y a r ea s.”
AIRFIELD ALT ER N ATIVES
Th e fa cilit y r equ ir em en t s a n a lysis in
t h e p reviou s ch a p t er in d ica t ed t h a t
Ru n wa y 17-35 d oes n ot con for m t o t h e
F AA sa fet y des ign st a n da r ds a s
ou t lined in F AA AC 150/5300-13,
Airp ort D e s i g n . Wh ile t h e exist in g
pa vem en t len gt h of Ru n wa y 17-35 is
n ot a dequ a t e t o m eet t h e m ost
d em a n d in g a ir cr a ft cu r r en t ly op er a t in g
a t t h e a ir port , th e m ost cr it ica l a n d
im m edia t e issu e is ru n wa y sa fet y ar ea
(RSA). In p a r t icu la r , t h e r u n wa y sa fet y
a r ea ext en din g beyon d bot h en ds of t h e
r u n wa y.
F AA Order 5200.8 establishes t he
p roced u res t h a t t h e F AA will follow in
im plem en t in g t h e Ru n wa y S a fet y Ar ea
P r ogr a m . P a r a gr a p h 5 of t h is Or der
sta tes:
“Th e object ive of t h e Run wa y Sa fet y
Ar ea P r ogra m is t h a t a ll RSA’s a t
feder a lly obliga t ed a ir port s . . . sh a ll
con form t o t h e st a n da r ds con t a in ed in
AC 150/5300-13, Ai rp o r t D e s i g n , t o
t h e ext en t pr a cticable.”
Exh ibit 4B depict s t h e cu r r en t
con dit ion s of DTO. As depict ed, bot h
t h e n or t h a n d sou t h ends of t h e r u n wa y
fa ll short of F AA design sta nda rds for
RSA. Th e n or t h ea s t er n cor n er of t h e
RSA is 100 feet s h or t of st a n da r d du e t o
t h e loca t ion of Ma sch Br a n ch Roa d. To
t h e sou t h , Hickory Cr eek a n d t r ees
a llow for t h e r u n wa y t o p rovide on ly
200 feet of RSA beyond t he r u n wa y en d
(800 feet sh or t of s t a n da r d ).
Th e
Th e Or der goes on t o ind ica t e in
P a r a gra ph 8.b.:
“Th e Regiona l Airport s Division
Ma n a ger sh a ll r eview a ll da t a collect ed
for ea ch RSA in P a r a gr a ph 7, a lon g
wit h t h e su pport in g docu m en t a t ion
4-7
len gt h exceeds t h a t wh ich is
r equ ired for t h e exist in g or
pr oject ed design a ir cr a ft .
pr epa r ed by t h e r egion /ADO for t h a t
RSA, a n d m a ke one of t h e followin g
determ ina tions:
(1)
Th e exi st in g R SA m eet s t h e
cu r r en t st a nda rds con t a in ed in
AC 150/5300-13.
c.
A
com b in a t ion
of r u n w a y
r eloca t ion , s h ift in g, gra din g
r ea lignm en t , or r edu ct ion .
(2)
Th e existing RSA does not m eet
t h e cu r r en t st a n da r ds, bu t it is
pr a ct ica ble to impr ove th e RSA
so t h a t it will meet cu r r en t
sta nda rds.
d.
Declared dista nces.
e.
E n gin eer ed Ma t er ia ls Arr estin g
Syst em s (E MAS).”
(3)
Th e exist in g RSA ca n b e
imp r oved t o en h a nce sa fet y, bu t
t h e RSA will st ill n ot m eet
cur ren t st an dar ds.
(4)
Th e exist ing RSA does n ot m eet
cu r r en t st a n d a r ds , a n d it is n ot
pr a ct ica ble t o im p r ove t h e RSA.”
Th e pr eviou s ch a pt er s h a ve iden t ified
t h e cu r r en t sa fet y a r ea pr oblem . Ou t of
t h e list above, severa l basic options can
be con sider ed a t Den t on Airport . The
fir st , a n d m os t st r a ight for wa r d,
a lt er n a t ive is to fu lly m eet t h e design
st a nda rds by p r ovidin g for t h e clea r in g
a n d pr oper fill a n d gr a din g of t h e sa fet y
a r ea a n d object fr ee a r ea off t h e r u n wa y
ends.
Th is is cert ain ly th e most
des ir a ble a s l on g a s p h ys ica l,
e n v i r on m e n t a l , a n d e c o n om i c
considera t ions can be accom m oda t ed.
Appendix 2 of F AA Or der 5200.8
pr ovides th e direction for a n RSA
det er m in a t ion . This includes t h e
a lt er n a t ives t ha t m ust be eva lua t ed.
Pa ra graph 3 of Appendix 2 sta tes:
Th e n ext opt ion is t o r eloca t e, s h ift , or
r ea lign t h e r u n wa y. At Den t on Air por t ,
t h is cou ld be a n ew r u n wa y west of t h e
cu r r en t loca t ion , a n ew or ien t a t ion , or a
r u n wa y a t a n ot h er a ir por t . Th e opt ion
of a n ot h er a irport h a s been discu ssed
ea r lier in t h is ch a pt er a n d h a s been
deem ed u n desir a ble.
“Th e fir st a lt er n a t ive t h a t m u st be
con sider ed in ever y ca se is con st r u ct in g
t h e t r a dit ion a l gr a ded r u n wa y sa fet y
a r ea s u rr ou n d in g t h e r u n wa y. Wh e re
it i s n o t p ra ct ic ab le to ob ta in t h e
e n tire s a fe t y a re a i n th is m an n e r,
a s m u c h a s pos sible sh ou ld be
o b ta i n e d .
Th en , th e followin g
a lt er n a t ives s h a ll be a d dr es sed in t h e
su pp ort in g docu m en t a t ion . . :
a.
R e loca t ion ,
s h i ft i n g , or
r ea lign m en t of t h e r u n wa y.
b.
Redu ct ion in r u n wa y len gt h
wh er e t h e exist ing r u n wa y
A t h ir d opt ion wou ld be t o s h ift t h e
t h r es h old of t h e r u n wa y to effect ively
r eloca t e t h e RSA a n d t h e object fr ee
a r ea (OF A) wit h in t h e a va ila ble gra ded
a n d clear ed a r ea . Th is is a ccom plished
by eit h er r eloca t in g or disp la cin g t h e
t hr eshold. U n less com bin ed wit h a n
a ddit ion of pa vemen t a n d/or sa fet y
a r ea , reloca t ed a nd displa ced th resh olds
4-8
NORTH
Airport Property Line
0
1,000
2,000
Ultimate Pavement
Object Free Area (OFA)
SCALE IN FEET
Runway Safety Area (RSA)
Runway Protection Zone (RPZ)
JOHN CARRELL DR.
SPARTAN DR.
IRD D
WARB
WESTCOURT RD.
SKYLANE
YF
OR
KC
RE
EK
RD.
.
NCH CA LN
A
R
N
B
O
R
H
AE
SC
MA
E DR.
SABR
R.
FM 1515 AIRPORT RD.
65 DNL Noise Contour
HICKOR
Y CREE
K
DR
01MP02-4B-11/16/01
LEGEND
Exhibit 4B
CURRENT CONDITIONS
La n din g D i st a n c e Av a ila ble (LD A) Th e ru nwa y length declar ed ava ila ble
a n d s u it a ble for la n din g.
gen er a lly r edu ce t h e effect ive len gt h of
t h e r u n wa y. Th e p or t ion of p a vem en t
beh in d a r eloca t ed t h r es h old is n ot
a va ila ble for t a keoff or lan din g. Th e
port ion of pa vemen t beh ind a displa ced
t h r esh old is n ot a va ila ble for la n din g,
h owever , it m a y b e a va ila ble for t a keoff
r oll. This option m ust be weigh ed n ot
on ly a ga in st t h e cost s of ph ysically
im plem en t in g t h e r eloca t ion or
displa cem en t , bu t a ls o t h e effect s on t h e
oper a t ion a l ca pa bilities of t he a irfield,
a n d t he const ra int s it places on t h e
u ser s of t h e a ir por t .
Th e m ost cr itica l of t h e decla r ed
dist a n ces a t Den t on Airport a r e ASDA
a n d LDA.
Eva lu a t ion s of t h e
effectiveness of ea ch a lt er n a t ive will
focu s on th ese two declared dista nces.
If a r edu ct ion in effective r u n wa y len gt h
is involved, cost s t o t h e u ser s m u st be
considered. Th ese cost s a r e t ypically
a ssociat ed wit h t h e n eed t o diver t t o
a n ot h er a ir por t wh en con st r a in ed, or t o
ba s e a t a n ot h er a ir por t a lt oget h er .
Declar ed dist a n ces a r e u sed by t h e F AA
t o define t h e effective r u n wa y len gt h for
la n d in g a n d t a keoff wh en eit h er a
displa ced or r eloca t ed t h r esh old is
involved.
Declar ed d is t a n ces a r e
defined a s t h e a m ou n t of r u n wa y t h a t is
declar ed a va ila ble for certain ta keoff
a n d la n din g oper a t ions. Th e fou r t ypes
of declar ed dist a n ces, a s defined in F AA
Advisor y Cir cula r 150/530-13, Airp ort
D e s i g n , ar e as follows:
A la st opt ion would be t o d et er m in e h ow
m u ch sa fet y ar ea ca n be pr ovided
wit h ou t sign ifica n t ly a ffectin g t h e
op er a t ion s of t h e u ser s of t h e a ir por t .
Th is is obviou sly less desir a ble t o t h e
F AA a n d wou ld be a n a ccept a ble
det er m in a t ion only if t h e pr eviou s
opt ion s a r e pr oven in fea sible, a n d it is
pr oven t h a t t h e a lt er n a t ive will n ot
u n n ecessa r ily en da n ger lives or
pr oper t y. P a r a gra ph 4 of t h e Appen dix
sta tes:
Ta k e o f f Ru n Ava il a bl e (TORA) - Th e
r u n wa y lengt h declar ed a vaila ble an d
su it a ble for t h e gr ou n d r u n of a n
a ir pla n e t a kin g off.
“. . . An y port ion of la n d t h a t will
increa se t h e RSA, even if it is bu t a n
increm en t a l in cr ea se, a n d will n ot
r esu lt in m eet in g t h e st a n da r d fully, is
pr efera ble a nd will s er ve a s a st a r t in g
point for t h e con sider a t ion of a ddit ion a l
a lter n a t ives . . . Increm ent al gains m ust
be obt a ined wh en ever possible. The
ga in m a y be rela t ively litt le, bu t a n y
ga in is va lu a ble.”
Ta k e o f f D i st a n c e Av a i la b le (TOD A)
- Th e TORA plu s t h e lengt h of a n y
r em a in in g r u n wa y a n d/or clea r wa y
beyon d t h e fa r en d of t h e TORA.
Ac c e l e r a t e -S t o p D i st a n c e Av a i la b le
(AS D A) - The ru nwa y plus st opwa y
len gt h decla r ed a va ila ble for t h e
a cceler a t ion a n d deceler a t ion of a n
a ircra ft a bor t ing a t a keoff.
P a ra gra ph 4.f. of t h e Appen dix fu r t h er
sta tes:
“At a n y t im e, wh en it is n ot pr a ct ica ble
t o obt a in a sa fet y a r ea t h a t m e et s t h e
4-9
t h e pr eviou s ch a pt er in d ica t ed t h a t t h e
a irport will n eed t o pr ovide up t o 7,500
feet of len gt h t o fu lly a ccom m oda t e
cor por a t e a ir cr a ft over t h e lon g t er m of
t h e pla n n in g per iod. Th er efore, a n y
a lt er n a t ive t o be considered mu st
provide ca pa bilit y beyond t h e exist in g
len gt h a n d m u st ser ve t o imp r ove sa fet y
beyond existing conditions.
cu r r en t st an dar ds, con sider a t ion sh ou ld
be given t o en h a n cin g t h e sa fet y of t h e
a r ea beyond t h e r u n wa y en d wit h t h e
in st a lla t ion of E MAS.
The AC
150/5220-22, Ch a n ge 1, E n gi n e ere d
M a t e r i a l s Ar r e s t i n g S y s t e m s
(E MAS ) for Aircraft Ove rru n s ,
p er t a in in g t o t h e in st a lla t ion a n d u se of
EMAS, pr ovides d et a ils on design t o be
con sider ed in det er m in in g fea sibilit y of
t h is a lt er n a t ive.”
E a ch a lt er n a t ive will be eva lu a t ed in
r e l a t i on t o d eve l op m en t cos t s ,
op e r a t ion a l con s i d e r a t ion s, a n d
pot en t ia l en viron m en t a l im pa ct s.
E n vir on m en t a l im pa ct s t o be consider ed
a r e poten tia l noise im pa ct s a n d
pot en t ia l im p a ct s t o Dr y F or k a n d
H ickor y Creeks. These could include
a ffect s on t h e floodwa y/floodpla in ,
wetlan ds, biotic comm u n it ies , a n d a r ea
st or m wa t er dr a ina ge.
Recogn izing t h e difficu lt ies a ssocia t ed
wit h a ch ieving a st a n da r d sa fet y ar ea
a t a ll a ir por t s, t h e F AA u n der t ook
r es ea r ch pr ogr a m s on t h e u s e of va r iou s
m a t er ia ls for a r r es t in g syst em s.
E n g i n e e r e d M a t e r ia l s Ar r e s t in g
Syst em s (E MAS) a r e com pr ised of h igh
en er gy absor bing m a t er ials of select ed
st r en gt h wh ich will r elia bly a n d
pr edicta bly cru sh u n der t h e weigh t of
a n a ir cr a ft .
A m a jor con s id er a t ion is t h e oper a t ion a l
effect on u sers. While safety is the first
a n d for em os t con s id er a t ion , a n
a lt er n a t ive th at redu ces t h e effective
r u n wa y lengt h cou ld h a ve an impa ct on
user s.
Accor din g t o t h e AC, E MAS is n ot t o be
con sider ed a su bst itu t e for , n or
equ ivalen t t o, a n y len gt h or wid t h of
sa fet y a r ea , a n d does n ot a ffect declar ed
d is t a n ce ca lcu la t ion s . I t is a ls o n ot
int en ded t o m eet t h e F AA d efin it ion of
a stopway. Due to the h igh cost t o
im plemen t a nd t o replace if used,
E MAS will not be considered as a
fea sible alt ern at ive for t his an alysis.
E MAS cost s a ppr oxim a t ely $3.0 m illion
per r u n wa y en d t o in st a ll.
B a s e l i n e Co n d i t i o n
F or eva lu a t ion of t h e va r iou s op t ion s
a n d a lt er n a t ives, a ba selin e con dit ion
mu st be con sider ed.
F or DTO, a
ba selin e con dit ion wou ld be t h e
displa cem en t of t h e n or t h en d of t h e
r u n wa y 100 feet a n d t h e sou t h en d 500
feet . Th e sou t h en d displa cem en t of 500
feet will r equ ir e som e t r ee r em ova l a n d
sligh t m odifica t ion t o t h e em ba n km en t
of H ickory Cr e ek sou t h of t h e r u n wa y
end. Considering th ese displacement s,
t h e ba selin e con dit ion wou ld a llow
Ru n wa y 17-35 to provide 5,500 feet of
In m a n y alt er n a t ive eva lu a t ion s , t h e
ba selin e con dit ion is t h e “No Act ion ” or
“Do N ot h in g” a lt er n a t ive. Wh en t h e
p rim a r y n eed t o be a ddr essed is sa fet y
design sta nda rds, doing n ot h in g ca n n ot
be con sid er ed a via ble ba selin e
con dit ion beca u s e t h e s a fet y con cer n
would r em a in . An a lysis con du ct ed in
4-10
A r edu ct ion of oper a t ion a l lengt h ,
esp ecially t a keoffs t o t h e sou t h , wou ld
sign ifica n t ly im pa ct bu sin es s jet
opera tions. P r ovidin g on ly 5,500 feet of
t a keoff t o t h e sou t h wou ld requ ir e m a n y
business jet s cu r r en t ly op er a t in g a t t h e
a ir por t t o eit h er r ed u ce t r ip len gt h or
weigh t on boar d, or t o simply oper a t e
fr om a n ot h er a ir port .
This h olds
esp ecially t r u e for t h e h ot t er m on t h s
wh en jet en gines a r e less efficient .
ASDA (t a k eoff len gt h ) t o t h e s ou t h ,
5,900 feet of ASDA t o t h e n or t h , a n d
5,400 feet of la n din g len gt h in bot h
directions.
Th e Ba seline Altern at ive represent s t he
m a xim u m effective r u n wa y len gt h t h a t
ca n be obt a in ed on t h e exis t in g
a lign m en t wit h in t h e exist in g a ir por t
oper a t ion s a r ea (AOA). Wit h t h e
r u n wa y an d RSA r em a in in g wit h in t h e
exist in g const ra ints, t h e Ba s elin e
Alt e r n a t ive h a s n o a ppr ecia bl e
e n v i r on m e n t a l fa ct or s .
The
displa cem en t of t h e r u n wa y t hr esholds
would pla ce a ir cr a ft sligh t ly h igh er on
a p pr oa ch . A r edu ct ion in opera tions a s
a r esu lt of t h e d iver sion s a n d t h e
r eloca t ion of severa l bus in ess jet
a ir cr a ft t h a t wou ld u se t h e field would
fu r t h er r ed u ce t h e n ois e gen er a t ed fr om
t h e a ir por t .
Now t h a t a ba seline con dit ion h a s been
o u t l i n e d , o t h e r d e v e l op m e n t
a lter n a t ives ca n be exa m in ed in ligh t of
t h e ba seli n e a d va n t a ge s a n d
disadva nt ages. Th e followin g s ect ion s
w i l l ou t l in e p ot e n t i a l a i r fi e l d
a lter n a t ives a imed a t bot h m a xim izin g
oper a t ion a l sa fet y a n d capa cit y, wh ile
a t t h e sa m e t im e m eet in g pr oject ed
d em a n d for eca st t o occu r a t DTO over
t h e long r a nge plan nin g per iod. It
sh ou ld be n ot ed t h a t a lt h ou gh t h e
ba selin e condit ion is fea sible, it is n ot
pr a ct ica l.
Th is a lt er n a t ive would
provide a ser vice level less t h a n exist in g
ca pa bilit ies pr ovided , sign ifica n t ly
lim it in g t h e u t ilit y of t h e a ir por t .
Const r u ct ion cos t s a s socia t ed wit h t h e
Ba selin e Alter n a t ive a r e m oder a t e. Th e
largest cost item wou ld be t h e
r econ figu r a t ion of t h e m ediu m in t en sit y
a ppr oa ch ligh t in g syst em wit h r u nwa y
a lign m en t lights (MALSR), inclu din g
pla cin g a t lea s t on e ligh t u n it in t h e
pa vemen t wh ich cou ld cos t u p t o
$500,000. Ot h er cost s in clud e 200 feet
of emba nk men t on th e sou t h end,
r u n wa y r em a r kin g, an d m odifica t ion t o
t h e r u n wa y ligh t in g. I n t ot a l, t h e
ba selin e con dit ion cou ld r ea ch on e
million dollar s.
Al te r n a t i v e A
Th e fir st opt ion in t h e r u n wa y sa fet y
a r ea determ ina tion is t o look a t m ea n s
by wh ich t h e r u n wa y sa fet y a r ea cou ld
be ext en d ed t o t h e n or t h a n d s ou t h fr om
ea ch r u n wa y en d, wh ile pr ovidin g 7,500
feet of len gt h . Ex h ib it 4C d ep ict s t h e
a r ea t h a t t h e fu ll sa fet y a r ea a n d object
fr ee a r ea wou ld n eed t o en com pa ss off
ea ch en d of t h e r u n wa y. Th is wou ld
in volve ext en din g t h e RS A a n d OF A
sou t h in t o t h e H ickory Cr eek floodwa y.
Cost s wit h t h e Ba selin e Alt er n a t ive a r e
r ea s on a ble a n d n o con st r u ct ion would
be n ecessa r y b eyon d t h e exist in g AOA.
Th e op er a t ion a l cost s, h owever , cou ld
sign ifica n t ly ou t weigh t h e ben efits
a ch ieved by th e baseline impr ovemen ts.
4-11
r et u r n in g it t o it s ea st er ly r u n beyon d
th e RSA.
As depict ed, th e r u n wa y cou ld be
exten ded up t o 600 feet n or t h wit h ou t
im p a ct in g t h e Dr y F ork floodwa y. S om e
t r ee r em ova l would be n ecessa r y a n d a n
a ddit ion a l 28 a cr es of lan d wou ld n eed
t o be a cqu ir ed t o t h e n or t h for r u nwa y
p rot ect ion zon e (RP Z). Th e F AA a n d
TxDOT r equ ir e t h a t , if poss ible, a n
a ir por t a cqu ir e, in fee sim ple, t h e a r ea
wit h in t h e RP Z t o pr ovide sa fet y for
bot h t h os e in t h e a ir a n d on t he groun d.
If fee sim ple a cqu isit ion is n ot fea sible,
t h e F AA a n d TxDOT will allow t h e
pur cha se of a viga t ion easemen ts, wh ich
pr ovides t h e a ir por t wit h r igh t s t o t h e
a irsp a ce.
S h ift in g t h e r u n wa y t o t h e sout h would
r equ ir e the acquisition of a ppr oxim a t ely
45 a cr es of la n d a t a cost of $650,000.
Th e sout h er ly ext en sion in clu din g t h e
r u n wa y, pa r a llel t a xiw a y, a n d
flood pla in /Hickor y Cr eek r e-r ou t in g h a s
been est im a t ed a t $4.9 m illion . Tot a l
cost s of im plem en t in g t h e sou t h er ly
ext en sion h a ve been est im a t ed a t $5.55
m illion .
It s h ou ld be n ot ed t h a t a r ea s t o t h e
sou t h h a ve ot h er pla n n in g concern s. As
depict ed on t h e exh ibit , TXU h a s a n
a bove gr ou n d power line corr idor wh ich
r u n s a t a d ia gon a l fr om t h e sou t h ea st t o
H ickor y Creek. Th e cor r idor m eet s wit h
t h e cit y’s power lin e a n d u lt im a t ely
r u n s to the city’s subst a t ion t o t h e
n or t hwest of t h e a ir por t .
Th is
a lt er n a t ive wou ld r equ ir e t h e r eloca t ion
of t h e p ower lin e cor r id or . Als o, t h e
la n d t o t h e s ou t h wes t of t h e a ir por t a n d
H ickor y Cr eek is bein g d r illed for
n a t u ra l gas .
Fin a lly, th e cit y is
p la n n in g on developin g a west er n loop
for H ighwa y 288. Th e loop is st ill
con cept u a l with severa l alt er n a t ives
bein g consider ed.
On e a lt er n a t ive
would r ou t e t h e loop in a m a n n er sou t h
of t h e a ir port wh ich m a y be p r ohibit ive
for a n y s ou t h er ly ext en s ion .
Th e n or t h er ly ext en sion would r equ ir e
t h e clos u r e or r eloca t ion of Masch
Br a n ch Road sim ila r t o wh a t is depict ed
on t h e exh ibit .
As depicted, t h e
est ima t ed cost of r e-r ou t in g Ma sch
Br a n ch Roa d wou ld be $670,000. Th is
would also r equ ir e t h e r eloca t ion of t h e
MALSR a n d in s t r u m en t la n ding syst em
(ILS) equipment . Relocat ion of th ese
fa cilit ies a r e pr oject ed t o cost $1.8
m illion . Th e n or t h er ly ext en s ion of t h e
r u n wa y/pa r a llel t a xiwa y p a vem en t a n d
RSA h a s b een est im a t ed a t $1.17
m illion .
La n d a cqu isit ion cost s
a ssociat ed wit h t h is a lt er n a t ive h a ve
been est im a t ed a t $385,000. Thu s, t ot a l
cost s a ssociat ed with t h e pr oposed
n or t h er ly ext en sion of t h e r u n wa y a r e
est im a t ed a t $4.02 m illion .
Alt er n a t ive A a ls o dep ict s t h e
con st r u ct ion of a pa r a llel r u n wa y on t h e
west side of t h e a ir por t . Th is r u n wa y is
sh own a t 4,150 feet lon g by 75 feet
wide. Th e r u n wa y cou ld ser ve a ll sm a ll
a ir cr a ft a n d s ome m ed iu m -size d
a ir cr a ft .
Th is wou ld pr ovide an
a lt er n a t ive
r u n wa y
for t r a in in g
Alt er n a t ive A a ls o d ep ict s t h e ext en sion
of Ru n wa y 17-35 900 feet s ou t h . As
depict ed on Ex h ib it 4C, th is wou ld
r equ ir e m odifica t ion t o H ickory Creek
a n d t h e floodpla in /floodwa y. Th is is
a ccom plished by t u r n in g t h e cr eek t o
t h e sout h a pproxima tely 400 feet west
of its cur ren t sou t h erly ben d, th en
4-12
01MP02-4C-11/16/01
LEGEND
Existing Airport Property Line
NORTH
Ultimate Airport Property Line
0
1,000
2,000
PROPOSED WESTERN BLVD.
Ultimate Pavement
Object Free Area (OFA)
SCALE IN FEET
OFA Improvement
RSA Improvement
Runway Protection Zone (RPZ)
65 DNL Noise Contour
Floodplain Improvement
RELOCATED
MASCH BRANCH RD.
IRD D
WARB
E DR.
SABR
LN.
NCA
O
.
R
RD AE
NCH
BRA
H
ASC
JOHN CARRELL DR.
SPARTAN DR.
WESTCOURT RD.
R.
JIM CHRISTAL RD.
FM 1515 AIRPORT RD.
Runway Safety Area (RSA)
SKYLANE
TXU POWER LINE CORRIDOR
M
600' RUNWAY
EXTENSION
35
L
RELOCATED STREAM
HICKOR
Y CREE
K
RUNWAY 17R-35L 4,150' x 75' (Ultimate)
TOM COLE RD.
DR
YF
OR
KC
RE
EK
900' RUNWAY
EXTENSION
700'
17
R
CITY OF DENTON
POWER SUBSTATION
35
R
17
L
RUNWAY 17-35 5,999' x 150' (Existing)
RUNWAY 17L-35R 7,499' x 150' (Ultimate)
Exhibit 4C
ALTERNATIVE A
pr oject , wh ich m a y n eed t o go t h r ou gh a
r igid ben efit-cost a n a lysis (BCA) d u e t o
it s pr oject ed cost s.
An y p r oject
exceedin g five m illion dolla r s is su bject
t o t h e BCA.
a ct ivit ies pr ovidin g a ddit ion a l ca pa cit y
r elief for t h e exis t in g r u n wa y.
Alt h ou gh it would n ot be ser ved by a
pa r a llel t a xiwa y, t h e pa r a llel r u n wa y
would be p r ovided t h r ee t a xiwa ys
dir ectly lin k in g t h e r u n wa y t o t h e ea st side t er m in a l a r ea .
Th e cost of
con s t r u ct in g t h e p a r a llel r u n wa y/
t a xiway syst em as d epict ed h a s been
est im a t ed a t $2.5 m illion .
Th e loca t ion of t h e TXU power lin e
cor r idor , n a tu ra l gas dr illing sta tions,
a n d p r op os ed Loop 28 8 cou ld
in divid u a lly, or collect ively, pr oh ibit a
sout h er ly ext en sion.
Ad va nt a ges: Alter n a t ive A inclu des a ll
n ece s sa r y a ir field im p r ovem en t s
i d e n t i fi e d t h r ou gh t h e fa ci l i t y
r equ ir em en t s a n a lys is. Th e RSA a n d
r u n wa y len gt h r equ ir em en t s a r e m et
t h r ou gh a 600-foot n or t h er ly ext en sion
a n d a 900-foot sou t h er ly ext en sion .
Al te r n a t i v e B
Th e n ext a lt er n a t ive con sider s t h e
ext en sion of Ru n wa y 17-35 en t ir ely t o
t h e n or t h .
This a lter n a t ive wa s
pr oposed in t h e p reviou s m a st er pla n .
Depict ed on Ex h ib it 4D , Alt er n a t ive B
pr oposes a 1,500-foot exten sion of
Ru n wa y 17-35 t o t h e n or t h . To m eet
RSA requirem ent s, t h e s ou t h en d of t h e
r u n wa y is shown displa ced 700 feet .
Th e displa cem en t wou ld a llow for
a dequ a t e RSA, however , t h e r u n wa y
would n ot pr ovide th e fu ll 7,500 feet for
oper a t ion a l len gt h . Ta keoffs t o t h e
sou t h a n d la n din gs in bot h dir ect ion s
would be lim it ed t o 6,800 feet , wh ile
t a keoffs t o t h e n or t h wou ld be a ffor ded
t h e fu ll pavem en t lengt h of 7,500 feet .
As depicted, t h e pa r a llel r u n wa y would
provide sign ifica n t ca pa city r elief
s er vin g pr im a r ily loca l t r a in in g
op e r a t i on s .
On ly t h e H ick or y
Creek/floodplain is m odified.
Ext endin g t h e r u n wa y 600 feet t o t h e
n or t h r ed u ces im p a ct s on h om eown er s
a n d la n d -own er s t o t h e n or t h . Th e
u lt im a t e 65 DN L n ois e con t ou r r em a in s
m ost ly on exist ing pr oper t y own ed by
t h e a ir por t . On ly a s m a ll p or t ion of t h e
65 DN L n ois e con t ou r ext en d s s ou t h
beyon d exist in g pr oper t y boun ds (wh ich
is in clu ded in u lt im a te pla n n ed
p rop er t y a cqu is it ion ).
As depict ed, ext en din g th e r u n wa y
1,500 feet n or t h wou ld requ ir e r er ou t in g Dr y Fork Creek a nd t h e
floodpla in , or m odify t h e r ou t in g u s in g
box cu lver t s. Th is a lt er n a t ive would
a l s o r equ ir e t h e a cqu is it ion of
a ppr oxim a t ely 82 acres of la n d a t a n
est ima t ed cost of $1.95 million . The
cost a ssu m es t h e a cqu isition of severa l
r esiden ces a lon g J im Chr ista l Roa d.
E xt en sion of t h e r u n wa y a n d pa r a llel
t a xiway a s depict ed h a s been est ima t ed
D i s a d v a n t a g e s : Th e u lt im a t e
ext en sion of Ru n wa y 17-35 a s depict ed
h a s been est im a t ed a t $9.57 m illion .
Th e r e-r ou t in g of H ickor y Cr eek a n d t h e
floodpla in will n eed t o first be a ppr oved
by t h e city, th en pr oceed t h r ou gh t h e
feder a l p er m it t in g p roces s. F ed er a l
a gen cies will n eed t o a ppr ove th e
4-13
D isa d v a n t a ges:
Th e pr im a r y
disadva n t a ge wit h t h is a lt er n a t ive is
t h e pr oper t y acquisit ion r equ irem en t s
n or t h of t h e a ir por t . Th is would include
t h e a cqu isit ion a n d r eloca t ion of
r esiden t s t o t h e n or t h if r equ ired by t h e
F AA a n d TxDOT due t o t h eir loca t ion in
t h e pr oposed RPZ. It is possible to
a cqu ir e a viga t ion ea s em en t s in lieu of
fee sim ple a cqu isit ion , h owever , th is
would h a ve t o be a ppr oved by t h e F AA
a n d TxDOT.
If ea s em en t s wer e
a llowed, n oise con cer n s cou ld a r ise. As
depict ed, t h e 65 DN L con t ou r for t h is
a lt er n a t ive would extend n or t h t o
a ppr oxim a t ely 500 feet s ou t h of t h e
Masch Br a n ch Roa d a n d J im Ch r ist a l
in t er sect ion .
a t $4.1 m illion. Th u s, t h e t ot a l cost of
developin g Ru n wa y 17-35, as d epict ed
on E x h ibi t 4D , is estima ted t o cost
$6.05 m illion . I t sh ou ld be n ot ed t h a t
t h is a lt er n a t ive p rop os es t h e clos u re
a nd r emoval of Masch Br a nch Roa d.
Alt er n a tive B a lso pr esen t s t h e
con st r u ct ion of a west side pa r a llel
r u n wa y sim ila r t o Alt er n a t ive A,
h owever , t h e r u n wa y wou ld be 5,000
feet long.
This could be first
a ccom plished wit h a sh or t er r u nwa y,
t h en u ltim a t ely lengt h en ed t o 5,000
feet . Th e pr im a r y goal of cons t r u ct in g a
pa r a llel r u n wa y would be t o a id in
ca pa cit y r elief. Th u s, t h e pla n sh ou ld
include a r u n wa y of a t leas t 4,000 feet
t o ser ve a s a t r a in in g r u n wa y for sm a ll
a ir cr a ft .
Al te r n a t i v e C
It is con ceiva ble, h owever , th a t t h is
r u n wa y cou ld pr ovide gr ea t er u t ilit y if
it wer e a va ila ble for u se by most
m edium -sized a ir cr a ft , in clu d in g m a n y
business jet s. Ther efor e, Alt er n a t ive B
pr esen t s t h e pa r a llel r u n wa y a t 5,000
feet t o m eet t his pot ent ial need. Th e
con st r u ct ion cost s for t h is r u n wa y
con figu r a t ion h a ve been est im a t ed a t
$3.3 m illion , in clu din g t h e a cqu isit ion of
a ppr oxim a t ely 28 acres of la n d t o m eet
RP Z r equ ir em en t s.
Th e fin a l a ir field alt er n a t ive is
p resen t ed on Ex h ib it 4E.
This
a lt er n a t ive con sider s t h e developm en t
of th e westside para llel ru nwa y as th e
u lt im a t e p rim a r y r u n wa y for t h e
a ir por t . Th is a lt er n a t ive would a ga in
r equ ir e t h e s ou t h en d of t h e exis t in g
r u n wa y t o be displa ced 700 feet . As a
r esu lt , t h e exist in g r u n wa y would
provide 5,300 feet of len gt h for t a keoffs
t o t h e sou t h a n d la n din gs in both
directions a nd 6,000 feet for t a k eoffs t o
t h e n or t h .
A d v a n t a g es : Alter n a t ive B pr ovides
n ea r ly 7,000 feet for a ll a ir cr a ft
op er a t ion s wh ile m eet in g F AA RSA
s t a n da r ds. Th e n or t h er ly ext en sion
on ly a ffects Dr y F ork Cr eek a n d wou ld
n ot impa ct t h e TXU power cor r id or , ga s
dr illin g st a t ion s, or Loop 28 8. Th is
a lt er n a t ive would cost significan tly less
t h a n Alter n a t ive A.
Alt er n a t ive C includes th e con st r u ct ion
of a 7,500-foot by 100-foot r u n wa y on
t h e west side of t h e a ir por t . As depict ed
on t h e exhibit, t h is a lter n a t ive would
r equir e the a cquisit ion of a ppr oxim a t ely
112 a cr es t o t h e n or t h a n d 52 a cr es t o
t h e s ou t h . La n d a cqu is it ion for t h is
4-14
01MP02-4D-11/16/01
RUNWAY 17L
RUNWAY 35R
ASDA (ft.)
6,800
7,500
LDA (ft.)
6,800
6,800
LEGEND
Existing Airport Property Line
Ultimate Airport Property Line
PROPOSED WESTERN BLVD.
Ultimate Pavement
Object Free Area (OFA)
NORTH
JIM CHRISTAL RD.
FM 1515 AIRPORT RD.
0
1,000
OFA Improvement
Runway Safety Area (RSA)
2,000
RSA Improvement
SCALE IN FEET
Runway Protection Zone (RPZ)
65 DNL Noise Contour
Floodplain Improvement
WESTCOURT RD.
ASDA
SCH
MA
JOHN CARRELL DR.
SPARTAN DR.
R.
IRD D
WARB
LN.
NCA
O
RD. AER
NCH
BRA
E DR.
SABR
LDA
Accelerate Stop Distance Available
Landing Distance Available
SKYLANE
TXU POWER LINE CORRIDOR
700' DISPLACED
THRESHOLD
35
R
17
L
RUNWAY 17-35 5,999' x 150' (Existing)
RUNWAY 17L-35R 7,499' x 150' (Ultimate)
1,500' RUNWAY EXTENSION
700'
35
L
CITY OF DENTON
POWER SUBSTATION
TOM COLE RD.
DR
HICKOR
Y CREE
K
YF
OR
KC
RE
EK
17
R
RUNWAY 17R-35L 5,000' x 75' (Ultimate)
Exhibit 4D
ALTERNATIVE B
01MP02-4E-2/27/03
RUNWAY 17L
RUNWAY 35R
ASDA (ft.)
5,300
6,000
LDA (ft.)
5,300
5,300
LEGEND
Existing Airport Property Line
Ultimate Airport Property Line
PROPOSED WESTERN BLVD.
Ultimate Pavement
Object Free Area (OFA)
JIM CHRISTAL RD.
FM 1515 AIRPORT RD.
NORTH
0
1,000
OFA Improvement
Runway Safety Area (RSA)
2,000
RSA Improvement
SCALE IN FEET
Runway Protection Zone (RPZ)
65 DNL Noise Contour
WESTCOURT RD.
Floodplain Improvement
JOHN CARRELL DR.
SPARTAN DR.
R.
IRD D
WARB
LN.
NCA
O
.
R
RD AE
NCH
BRA
H
SC
MA
E DR.
SABR
ASDA
LDA
SKYLANE
Accelerate Stop Distance Available
Landing Distance Available
TXU POWER LINE CORRIDOR
700' DISPLACED
THRESHOLD
35
R
17
L
RUNWAY 17-35 5,999' x 150' (Existing)
RUNWAY 17L-35R 5,999' x 150' (Ultimate)
700'
400'
35
L
17
R
CITY OF DENTON
POWER SUBSTATION
TOM COLE RD.
DRY
FOR
K CR
EEK
HICKORY CREEK
RUNWAY 17R-35L 7,000' x 100' (Ultimate)
Exhibit 4E
ALTERNATIVE C
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
sim ply t a kin g th e sh or t t er m p a t h of
least r esist a n ce ca n h a ve a s ign ifica n t
effect on t h e lon g t er m via bilit y of a n
a ir por t . Allowing developm en t wit h ou t
r ega r d t o a fu n ct ion a l, lon g t er m pla n
cou ld r es u lt in a h a ph a za r d a r r a y of
bu ildin gs a n d sm a ll r a m p a r ea s, wh ich
will event ua lly preclude th e most
efficient u se of t h e va lu a ble spa ce a lon g
t h e fligh t line.
a lt er n a t ive is est ima t ed a t $3.72
m illion . Th e con st r u ct ion of t h e r u n wa y
a n d n ew pa r a llel t a xiway h a s been
est im a t ed a t $12.6 m illion wh ich
inclu des r e-r ou t in g Dr y F or k Cr eek a n d
t h e floodpla in . Th er efor e, t ot a l cost s
a ssociat ed with con st r u ct ion of a n ew
west - side pr im a r y ru n wa y ha ve been
est im a t ed a t $16.32 m illion .
Ad v a n t a g es: Alt er n a t ive C would
provide a dequ a t e len gt h a n d sa fet y
st a nda rds t o m eet t h e u ltim a t e fa cilit y
needs out lined by project ed dem a n d
levels. P r ovidin g a pr im a r y r u n wa y on
t h e west side of t he a irpor t will
sign ifica n t ly en h a n ce, a n d be en h a n ced
by, t h e developm en t of Loop 288
im m edia t ely west of t h e a irport (Tom
Cole Roa d).
TERMINAL AREA
CON S ID ER ATIONS
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 high a ctivity a rea is th 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 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 la r ge
convent iona l ha n ga r s h ou sin 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 con vent ion a l
h a n ga r st r u ct 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 . Th e bes t loca t ion for h igh
a ct ivit y ar eas is a lon g t h e fligh t lin e
n ea r midfield for ea se of a ccess t o a ll
a rea s of t he a irfield.
D i s a d va nt a ges: Alt h ou gh u lt im a t e
needs a r e m et , t h is a lt er a t ive would fa ll
s h or t of im m edia t e a ir field n eeds.
S t a gin g of t h is a lt er n a t ive would likely
pr oh ibit m eet in g la r ge a ir cr a ft r u n wa y
lengt h s in t h e sh or t t er m a s it cou ld
ta ke m or e t h a n t en yea r s t o becom e a
r ea lit y. The cost of developin g t h is
a lt er n a t ive wou ld be m or e t h a n t h e
p reviou s a ltern a t ives. Wit h west side
developm en t possible, a ll exist in g
d em a n d is on t he east side a n d cou ld
pose a r isk of r u n wa y in cu r sion s a n d
dela ys h a vin g t o cr os s t h e exis t in g
r u n wa y t o r ea ch t h e pr oposed pa r a llel
r u n wa y.
Th e m ediu m a ct ivit y u s e d efin es t h e
n ext level of a ir port 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 con ven t ion a l
h a n ga r s t or a ge on t h e a ir por t . A
con ven t ion a l h a n ga r s t r u ct u r e in t h e
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
L AN D S ID E
ALT ER N ATIVES
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,
4-15
a lin ea r con figu r a tion pa r a llel t o t h e
p r im a r y r u n w a y .
Th e linea r
con figu r a t ion a llows for gr ea t er dept h
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 n wa ys
wh er e a pplica ble.
2,500 squ a r e feet . Th e best loca t ion for
m ed iu m a ct ivit y use is off t h e
im m edia t e fligh t line 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 gar s for a ircra ft st or a ge.
Low act ivit y a r ea s sh ou ld be loca t ed in
less conspicuous ar eas.
This use
ca t egor y will r equ ir e elect r icity bu t
gen er a lly does n ot r equ ire wa t er or
sewer u tilities.
Review of t h e 1994 Airport Master Plan
S t u d y ind ica t ed a n u m ber of ch a n ges a t
t h e a irport over t h e pa st seven yea r s.
Of n ote, sever a l h a n ga r s in t h e
sou t h er n por t ion of t h e t er m in a l h a ve
been con st r u ct ed (eg. N ebrig ha ngar s)
a s well as r a m p s pa ce a d ded t o t h e
n or t h a n d a n old h a n ga r n or t h ea st of
t he t erm ina l ha s been ra zed.
I n a d d i t ion t o t h e fu n ct i on 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 first -class a ppea r a n ce t o
Den t on 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.
P r eviou s developm en t s h a ve left t h e
a irpor t with a m ple developa ble spa ce.
Als o, d u e t o pr oper pla n n in g in t h e pa st ,
fu t u r e developm en t will a llow for t h e
m a xim iza t ion of a vaila ble spa ces wit h
a dequ a t e sepa r a t ion of a ct ivit y a r ea s.
Th er efor e, the t wo la n dside a lter n a t ives
discu ssed below will be ver y sim ila r in
t h e exist in g t er m in a l a r ea .
Th e
p rim a r y differ en ce in t h e t wo pr oposed
lan dside a lt er n a t ives will be t h e
pr oposed cha nges to t h e a ir por t
t er m in a l bu ildin g.
Th e exist in g t erm ina l ar ea a t DTO h a s
been developed wit h some ba sic
sep a r a t ion of u ses by activity levels.
Th e t er m ina l building 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 nga r s on t h e fligh t line. The Th a n ga r fa cilit ies (low a ct ivit y levels)
a n d execut ive h a n ga r 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 . Th e n or t h er n por t ion of t h e
t er m in a l a r ea h a s been pr im a r ily
developed for t er m ina l s er vice p rovid er s
an d large stora ge ha ngar facilities.
Th e a lt er n a t ives will a lso pr esen t t wo
developm en t a lt er n a t ives con sider in g
t h e developm en t of a west side pa r a llel
r u n wa y. Th e first will con sider a
westsid e pa ra llel ru nwa y designed for
sm a ll an d medium -sized a ircra ft (ARC
B-II). Th e secon d con sider s t h e r u n wa y
bein g developed for la r ge a ircra ft (ARC
D-II).
Id ea lly, t er m in a l ar ea fa cilit ies a t
gener a l a via t ion a ir port s sh ou ld follow
4-16
sized a ir cr a ft . As depict ed, t he west side
cou ld pr ovide 40 a cr es for gen er a l
a via t ion fa cilit ies.
LANDS IDE ALTERNATIVE 1
Th e fir st la n ds ide a lt er n a t ive con sider s
t h e developm ent oppor t u n it ies if a n
ea st side t er m in a l r em a in s oper a t ion a l.
Exh ibit 4F dep ict s a pot ent ial lan dside
developm en t pla n u n der t h is scen a r io.
Th e a ir port h a s a m ple s pa ces a va ila ble
t o m or e t h a n a d equ a t ely m eet t h e
a via t ion dem a n d levels well beyon d t h e
lon g t er m pla n n in g per iod. F or t h is
r ea s on , considera tion h as been given t o
t h e developm en t of n on -a via t ion la n d
uses. Ex h ib it 4F depict s 10 a cres on
t h e ea s t sid e a n d 70 a cr es on t h e
west side a va ila ble for com m er cia l/
in du st r ia l u ses . Allowin g com m er cia l/
indu st r ia l u s es on t h e a ir por t in a r ea s
n ot n eeded for a via t ion will gr ea t ly
en h a n ce t h e a ir por t ’s fin a n cia l posit ion .
F or exa m ple, if on ly h a lf of t h e spa ce
pr oposed in t h is a lt er n a t ive is leased t o
com m er cia l/ indust rial u sers, t h e
a ir por t could r eceive $200,000 a n n u a lly
in lease r evenu es.
As depict ed on t h e exhibit, th e east side
t er m in a l a r ea (exist in g t er m in a l a r ea ),
u ltim a t ely developed, could pr ovide
a m ple h a n ga r a n d t er m in a l s u pp or t
fa cilit ies t o m eet t h e lon g t er m d em a n d
levels. Th e n or t h er n port ion of th e east
side t er m in a l a r ea cou ld su ppor t u p t o
t h r ee m or e 110-foot by 11 0-foot h a n ga r s
t o t h e n or t h of Wa r bir d Dr ive. I n t h e
s ou t h er n por t ion of t h e t erm ina l ar ea ,
t h i s a l t e r n a t i v e p r op os e s t h e
developm en t of a ddit ion a l T-h a n ga r s t o
t h e ea st of t h e t wo exist in g T-ha n ga r
fa cilities. Six a ddit ion a l 100-foot by100foot h a n gar s cou ld be con st r u ct ed
bet ween S pa r t a n D rive a n d J oh n
Ca r r ell Dr ive. On t h e n or t h side of
Spa r t a n Dr ive, five 200-foot by 1 70-foot
cor por a t e pa r cels cou ld be lea sed t o
corpora te opera tors.
LANDS IDE ALTERNATIVE 2
Th e secon d la n dside a lt er n a t ive is
pr esen t ed on Ex h ib it 4H. As depict ed,
t h is a lt er n a t ive is ver y s im ila r t o t h e
p reviou s a lter n a t ive in t h e ea st
t er m in a l a r ea . The on ly ch a n ge in t h e
east t er m in a l a r ea pr oposed in t h is
a lt er n a t ive is t h e t er m in a l bu ildin g.
Alt er n a t ive 2 presen t s t h e la you t of a
n ew a irport t er m ina l building com plex
t h a t wa s in clud ed in t h e p reviou s
m a st er pla n . Th e a dva n t a ge of t h e
r eloca t ed sit e would be t h e la r ge a p r on
w h i ch p r o vi d es g r e a t e r d e p t h .
Obviou sly, t h e disa dva n t a ge wou ld be
t h e r equ ir ed r em ova l of t h e exist in g
sit e.
Alt er n a t ive 1 inclu des t h e en lar gemen t
or r a zin g a n d con s t r u ct ion of a 100-foot
by 50-foot a ir port t er m in a l bu ildin g. As
depict ed on Ex h ib it 4F , a n d en lar ged
on Ex h ib it 4G, t h e t er m in a l bu ildin g is
pr oposed t o r em a in in it s cu r r en t
loca t ion , but enla rged or com plet ely
replaced. This alter n a t ive a lso depict s
t h e la you t of a n en la r ged a pr on
pr ovidin g a dequ a t e spa ce for la r ge
a ir cr a ft p a r kin g a n d cir cu la t ion .
On t h e west side of t h e a ir port , th e pla n
dep ict s a sch em a t ic la you t of gener a l
fa cilit ies con sider in g t h e pa r a llel
r u n wa y des ign for sm a ll a n d m ediu m -
Alt er n a t ive 2 con sider s a schem a t ic
la you t of ter mina l facilities on t he west
4-17
a lt er n a t ives involved 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 wer e con s id er ed a t ea ch st a ge
of developm en t .
side of t h e a ir por t wit h a r un wa y
designed t o ser ve la r ge a ir cr a ft (a s wa s
pr oposed in Alt er n a tive C earlier). In
compa rison t o t h e p reviou s a lter n a t ive,
Alt er n a t ive 2 r equ ires t h e u se of m or e
west side pr oper t y for a viat ion -r elat ed
fa cilit y developm en t . Th e pr eviou s
a lter n a t ive’s design st a n da r d a llowed
for fa cilit y pla cem en t on ly 500 feet t o
t h e wes t of t h e r u n wa y cen t er lin e
depict ed by t h e bu ildin g r est r ict ion lin e
(BRL). Th e BRL is es t a blis h ed t o t h a t
on -a ir por t bu ildin gs will n ot obst r u ct
t h e sa fe oper a t ion of t h e r u n wa y.
Consider in g la r ge a ir cr a ft wit h a s low
a s a Ca t I a ppr oa ch m inim u m r u n wa y
design , t er m ina l ar ea fa cilit ies cou ld be
developed 750 feet west of t h e r u n wa y
cen t er lin e.
Upon r eview of t h is rep or t by t h e
P la n n in g Advisor y Com m it t ee (P AC),
t h e pu blic, a n d cit y officia ls, a fin a l
m a st er pla n con cept ca n be for m 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 n d 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 ir por t m u st r epr esen t a mea 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 ir side a s
well as t he la ndside, to a ccom m oda t e
forecast dem a n d. I n a dd it ion, it m ust
pr ovide (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 owth beyon d t h e lon g
t er m pla n n in g per iod. Th e r em a in in g
ch a p t er s will be d edica t ed t o r efinin g
t h e ba sic con cept 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 .
Du e t o th e need for m ore a viat ion u se
spa ce, t h e west side cou ld pr ovide 48
a cr es of la n d for n on -a via t ion r elat ed
in du st r ia l/com m er cia l u ses . With t h e
10 a cr es a va ila ble on t h e ea st side, t h e
a ir por t cou ld pr ovide a t ot a l of 58 a cr es
of n on -a via t ion in du st r ia l/com m er cia l
leas e spa ce.
S U MMAR Y
Th e p rocess u t ilized in a s ses sin g t h e
a irside a n d lan dside developm en t
4-18
JOHN CARRELL DR.
R.
IRD D
WARB
COMMERCIAL/
INDUSTRIAL
LEGEND
AVIATION RESERVE
Existing Airport Property Line
Ultimate Airport Property Line
SPARTAN DR.
FM 1515 AIRPORT RD.
01MP02-4F-2/27/03
SKYLANE
Building Restriction Line (BRL)
Ultimate Pavement
Ultimate Roads/Parking
Ultimate Building
Lease Parcel
Commercial/Industrial
E DR.
SABR
RD.
NCH
A
R
HB
ASC
A
ONC
AER
LN.
COMMERCIAL/
INDUSTRIAL
Aviation Reserve
M
35
L
17
R
T-HANGAR AREA
TERMINAL SERVICES AREA
T-HANGAR/BOX HANGAR AREA
NORTH
COMMERCIAL/INDUSTRIAL
0
500
1,000
SCALE IN FEET
Exhibit 4F
LANDSIDE ALTERNATIVE 1
PARALLEL RUNWAY ARC B-II DESIGN
01MP02-4G-11/21/01
TERMINAL ALTERNATIVE A
NORTH
LEGEND
0
300
Existing Airport Property Line
SCALE IN FEET
Ultimate Airfield Pavement
Ultimate Road/Parking
Ultimate Building
Pavement to be Removed
AUTO
PARKING
TERMINAL BUILDING
APRON
APRON
TERMINAL ALTERNATIVE B
AUTO
PARKING
TERMINAL BUILDING
APRON
AIR TRAFFIC
CONTROL TOWER
Exhibit 4G
TERMINAL ALTERNATIVES
JOHN CARRELL DR.
R.
IRD D
WARB
COMMERCIAL/
INDUSTRIAL
LEGEND
AVIATION RESERVE
Existing Airport Property Line
Ultimate Airport Property Line
SPARTAN DR.
FM 1515 AIRPORT RD.
01MP02-4H-3/24/03
SKYLANE
Building Restriction Line (BRL)
Ultimate Pavement
Ultimate Roads/Parking
Ultimate Building
Lease Parcel
Commercial/Industrial
E DR.
SABR
RD.
NCH
A
R
HB
ASC
A
ONC
AER
LN.
COMMERCIAL/
INDUSTRIAL
Aviation Reserve
M
35
L
17
R
T-HANGAR AREA
TERMINAL SERVICES AREA
T-HANGAR/BOX HANGAR AREA
NORTH
0
500
1,000
COMMERCIAL/INDUSTRIAL
SCALE IN FEET
Exhibit 4H
LANDSIDE ALTERNATIVE 2
PARALLEL RUNWAY ARC D-II DESIGN
Chapter Five
AIRPORT PLANS
Chapter Five
AIRPORT PLANS
concept will be further refined after the
final review meeting with the PAC.
This chapter describes, in narrative
and graphic form, the recommended
direction for the future use and development of Denton Airport.
RECOMMENDED CONCEPT
The airport master planning process has
evolved through several analytic efforts
in the previous chapters. These efforts
intended to analyze future aviation
demand, establish airside and landside
needs, and evaluate options for the
future development of the airport and its
facilities.
The recommended master plan concept
incorporates the airfield development
proposed in Alternative B presented in
Chapter Four - Alternatives. Landside
development will consider many of the
improvements suggested in both landside alternatives. The recommended concept provides the airport with the
availability to meet the increasing
demands on the airport by corporate aircraft, while also providing adequate
space for small general aviation aircraft
operators.
In the previous chapter, several development alternatives were analyzed to
explore different options for the future
growth and development of Denton
Airport. The development alternatives
were refined into a single recommended
concept for the master plan after meeting
with the Planning Advisory Committee
(PAC) which provided feedback to the
consultant. It is expected that this
The finalized concept provides for both
anticipated facility needs over the next
twenty years as well as for some facility
needs beyond the planning period. The
following sections summarize specific
5-1
wit h in a ppr oa ch ca t egor ies B, C, a nd D
a n d airpla ne design groups (ADGs) I
a n d II u se t h e a ir por t on a les s fr equ en t
basis.
a irside a n d la n dside r ecom m en da t ion s
inclu ded in t h e fina l con cep t . Th e
r ecom m en ded con cept is s h own on
Ex h ib it 5A.
An a lysis con du ct ed in Ch a pt er Th r ee,
F a cilit y Requirem ent s, concluded t ha t
Den t on Air por t ’s cu r r en t cr it ica l design
a ir cr a ft a r e bu sin ess a ir cr a ft in clu din g
t h e Beech King Air 200 a n d t h e Lea r 35
wh ich fa ll with in ARC B-II a nd C-I,
r espect ively. In a ddit ion to these ba sed
a ir cr a ft , t h e a irport is u sed by t r a n s ien t
cor por a t e a ir cr a ft on a regu lar basis
t h a t fa ll wit h in a pproach cat egories C
an d D and ADG II.
AIR F IE LD D ES IGN S TAN D ARD S
Th e F eder a l Avia t ion Adm in ist r a t ion
(F AA) a n d t h e Texa s Dep a r t m en t of
Tr a n spor t a t ion (TxDOT) - Avia t ion
Division h a ve est a blish ed d esign
cr iter ia t o define t h e ph ysica l
dim en sions of r u n wa ys a n d t a xiwa ys,
a n d t h e imaginary su rfa ces s u rr ou n d in g
t h em wh ich pr ot 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 . Th ese design
st a nda rds a lso define t h e sepa r a t ion
cr it er ia for t he pla cemen t of lan dside
facilities.
Th e Ma s t er P la n a n t icip a t es t h at
t u r bojet a ir cr a ft u se, pa r t icu la r ly
business jet aircraft u se, would increa se
in t h e fu t u r e con sist en t wit h n a t ion a l
t ren ds a n d F AA for ecas t s.
It is
a n t icipa t ed t h a t t h e a irport will be
in cr ea sin gly u t ilized by bu sin esses a n d
fr a ct ion a l own er sh ip gr ou ps wh o a r e
con d u ct in g bu sin ess in t h e Den t on a r ea .
It is a n t icipa t ed t h a t som e of t h is
growth will be s pu r r ed by t h e n or t h er ly
expa n sion of t h e Met r oplex.
As discu ssed p r eviou sly, F AA a n d
TxDOT design cr it er ia pr ima r ily cen t er
a r ou n d t h e a ir port ’s crit ica l design
a ir cr a ft . Th e cr it ica l a ir cr a ft is t h e
most dem a n din 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 (ta ke-offs or lan dings) per
year a t t h e a ir port . Fa ct or s in clu ded in
a ir por t design in clu de a n a ir cr a ft ’s
wingspan , a ppr oa ch speed, a n d, in som e
cases, t h e r u n wa y a ppr oa ch visibilit y
m in imu ms. Th e F AA h a s est a blished
t h e Air por t Refer en ce Code (ARC) t o
r ela t e t h es e fa ct or s t o a ir field design
sta nda rds.
F or pla n n in g p u r poses, t h e fu t u r e
cr it ica l a ir cr a ft for Den t on will con t in u e
t o be ARC C/D-I I. P la n n in g u p t o ARC
C/D-II will a llow t h e a ir por t t o
a ccom m oda t e t h e m a jor it y of business
jet s on t h e m a r k et t od a y. Mor eover ,
m e e t i n g AR C C /D - I I d e s i g n
r equ ir em en t s will ensu re t h a t t h e
a ir por t is su ita ble to meet t h e exist in g
a n d fu t u r e dem a n ds of business users,
en s u rin g t h a t t h e Cit y of Den t on will
r em a in com pet itive with ot h er r egion a l
mu nicipalities.
Den t on Air port is p r esen 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 e m a jor it y of t hese a ircra ft include
sin gle a n d m u lti-en gine a ir cr a ft wh ich
fa ll in t o ARC A-I a n d B-I cat egor ies . In
a d dit ion , larger business t ur bop rop a n d
t u r bojet a ir cr a ft t h a t fa ll
5-2
01MP02-5A-2/28/03
LEGEND
Airport Property Line
Ultimate Airport Property Line
Ultimate Pavement
Object Free Area (OFA)
Existing Runway Protection Zone (RPZ)
Ultimate Runway Protection Zone (RPZ)
Ultimate Easement
JOHN CARRELL DR.
Building Restriction Line (BRL)
SPARTAN DR.
IRD D
WARB
LN.
NCA
O
.
R
RD AE
NCH
BRA
H
ASC
E DR.
SABR
R.
JIM CHRISTAL RD.
FM 1515 AIRPORT RD.
Lease Parcel
WESTCOURT RD.
SKYLANE
DR
Y
FO
RK
CR
EEK
M
NORTH
0
1,000
2,000
SCALE IN FEET
Exhibit 5A
RECOMMENDED CONCEPT
E xt en d in g t h e r u n wa y will a lso requ ir e
m odifica t ion of Dry Fork Creek n or t h of
t h e r u n wa y. Dr y Fork Creek t r a verses
t h e n or t h er n por t ion of t h e a ir por t in a
n or t h west er ly t o sou t h ea st er ly m a n n er .
Th e u lt im a t e p la n could include
r u n n in g t h e cr eek u n der t h e r u n wa y
t h r ou gh t h e u s e of box-cu lver t s,
con cr et e pipe, or ot h er equ iva len t s, or
r er ou t in g t h e cr eek t o t h e n or t h a r ou n d
t h e RSA. The u ltim a t e la you t a n d
des ign of t h e cr eek will need t o be
a ccom plished t h r ou gh en gin eer in g
de sign a n d Cor ps of E n gineer s
per m it t in g pr oject s befor e t h e r u n wa y is
const ru ct ed.
Th e r ecom m en d ed con cep t , s h own on
Exh ibit 5A, in clu des r ecom m en da t ion s
p rovided on Alt er n a t ive B of t h e
p r eviou s ch a pt er .
Of pr im a r y
con sider a t ion , Airport Alter n a t ive B
pr ovides t h e a ir por t wit h t h e m ea n s for
a ccom m od a t in g most bu siness a ir cr a ft
needs. To m eet t h ese n eeds, t h e pla n
inclu des t h e ext en sion of Ru n wa y 17-35
1,500 feet n or t h . Th is ext en sion will
a llow t h e r u n wa y t o p rovid e a d equ a t e
oper a t ion a l len gt h for bu sin ess a ir cr a ft
with hea vy loads.
Th e r ecom m en ded con cept a lso depicts
a 700-foot t h r es h old dis pla cem en t of
Ru n wa y 35.
As discuss ed in t h e
p reviou s ch a pt er , t h e r u n wa y sa fet y
a r ea (RSA) sou t h of t h e r u n wa y is
in a dequ a t e t o m eet a ir por t r efer en ce
code C/D-II. Th e RSA is r equ ir ed t o
exten d 1,000 feet beyon d t h e r u n wa y
ends, h owever, th e loca t ion of t h e
loca lizer a nd downwa rd slope of t h e
em ba n k m ent for H ickory Creek obstr uct
th e RSA. Th e pla n in clu des r ebu ildin g
t h e em ba n k m en t of t h e s ou t h wes t er n
por t ion of t he RSA in order t o provide
300 feet of RSA beyon d t h e r u n wa y.
Th e r em a in ing 700 feet of RSA is m et
t h r ou gh t h e r u n wa y d is pla cem en t .
It sh ou ld be noted t h a t TxDOT will
r equ ir e specific ju st ifica t ion for t h e
ext en sion before fun ding is provided.
Th e p la n n ed len gt h will en s u re t h a t t h e
a i r p o r t w i l l b e c a p a b l e of
a ccom m od a t in g a ll pr oject ed a ir cr a ft
a ct ivit y.
Du r in g h ot w e a t h er
con dit ion s, som e a ir cr a ft m a y n eed t o
lea ve with less fu el or pa yloa d du e t o
t h e RSA deficiency, however, 6,800 feet
sh ou ld n ot be a lim it in g fa ct or in a n y
bu sin ess aircra ft (up t o ARC D-II)
own er ’s decision t o ba se or oper a t e a t
Den t on Air por t .
Th e design of t a xiwa y a n d a pr on a r ea s
mu st also con sider t h e cr it ica l a ir cr a ft
iden t ified for Den t on Air por t . Th e
p rim a r y con sider a t ion is given t o t h e
wingspan of t h e m ost dem a n din g
a ir cr a ft t o op er a t e a t t h e a ir por t . Th e
pa r a llel a n d con n ect in g t a xiways,
t r a n s ien t a p r on a r ea s, a n d a ir cr a ft
m a in t en a n ce a r ea s h a ve a ll been
designed t o a ccom m oda t e a ir cr a ft
wit h in ADG I I wh er ever a ppr opr iat e.
Table 5A su m m a r izes a ir port design
cr it er ia for bot h t h e cu r r en t a n d fu t u r e
cr it ica l a ir cr a ft .
Alt h ough t he r un way will provide 7,500
feet of pa vemen t , oper a t iona l len gt h s
a va ila ble for a ir cr a ft use a r e les s. Th e
displa cem en t of Ru n wa y 35 redu ces t h e
la n din g len gt h a va ila ble (LDA) for bot h
Ru n wa ys 17 a n d 35 t o 6,800 feet a ft er
t h e ext ension .
Th e a cceler a t e-st op
d is t a n ce (AS DA) (t a k e-off r equ ir em en t )
would also be 6,800 feet for Ru n wa y 17
bu t wou ld be th e fu ll 7,500 feet for
Ru n wa y 35.
As discu ssed in t h e
p reviou s ch a p t er , a fu ll RSA is n eeded
for bot h en ds for la n din g ca lcu la t ion s
a n d beyon d t h e far en d on ly for t a ke-off
ca lcu la t ion s.
5-3
TABLE 5A
A i r fi e l d P l a n n i n g D e s i g n S t a n d a r d s ( U l t i m a t e )
D e n ton Airpo rt
E x i s ti n g
R u n w a y 1 7 -3 5
U l t i m a t e P a r a ll e l
R u n w a y 1 7 L -3 5 R
C /D -I I
B -I I
D E S IG N S T A N D A R D S
A i r p o r t R e fe r en c e C o d e (A R C )
Runw ays
L en g t h (ft .)
7 ,5 0 0
5 ,0 0 0
150
100
S i n g le W h e e l (S W L )
3 0 ,0 0 0
3 0 ,0 0 0
D u a l W h e e l (D W L )
7 5 ,0 0 0
n /a
S h ou ld er W id t h (ft.)
10
10
500
150
1 ,0 0 0
300
800
500
1 ,0 0 0
300
W id t h (ft.)
400
400
L en gt h B ey on d R u n w a y E n d (ft.)
200
200
40
40
131
131
66
66
P a r a lle l T a xiw a y C en t er lin e (ft .)
400
300
Air cr a ft P a r k i n g Ar e a (ft .)
500
400
20 ft . H ei gh t C le a r a n ce
640
390
35 ft . H ei gh t C le a r a n ce
745
495
In n er W id t h (ft.)
1 ,0 0 0 /1 ,0 0 0
500
O u t er W id t h (ft.)
1 ,7 5 0 /1 ,5 1 0
700
L en g t h (ft .)
2 ,5 0 0 /1 ,7 0 0
1 ,0 0 0
5 0 :1 /3 4 :1
2 0 :1
W id t h (ft.)
P a ve m en t S t r en gt h (lbs .)
R u n w a y S a fe t y A r e a
W id t h (ft.)
L en gt h B ey on d R u n w a y E n d (ft.)
O b j e ct F r e e A r e a
W id t h (ft.)
L en gt h B ey on d R u n w a y E n d (ft.)
O b s t a cle F r e e Zon e
T a x iw a y s
W id t h (ft.)
O F A (ft .)
C en t er lin e t o F ixe d or M ova bl e O bje ct (ft.)
R u n w a y C e n t e rli n e t o :
B u ild in g R es t r ict ion L in e (ft .)
R u n w a y P r o t e c ti o n Zo n e s
A p p r oa ch S l op e (p e r F .A .R . P a r t 7 7 )
5-4
35. It is pla n n ed t h a t GP S will provide
t h is op por t u n it y in t h e fu t u r e. It sh ou ld
be noted, h owever , t h a t t h is a pp roa ch is
su bject t o F AA r eview a n d m a y not be
a ppr oved given t h e pr oximit y of DF W t o
t h e s ou t h .
Cu r r en t ly, p a r a llel Ta xiwa y A r u n s
fr om t h e t er m ina l ar ea t o each en d of
t h e r u n wa y. Ta xiwa y A is n ot a t r u e
pa r a llel r u n wa y a s it t r a n s it ion s
t h r ough t h e t er m in a l. Th e exist in g
la you t of Ta xiway A r ed u ces t a xiin g
efficiencies, esp ecially in t h e t er m in a l
a r ea .
Th e pla n ca lls for t h e
developm en t of a fu ll len gth pa r a llel
r u n wa y.
Th e exist in g p or t ion s of
Ta xiway A will be in cor por a t ed in t o t h e
fu t u r e t er m in a l t a xiwa y syst em .
Wit h t h e evolut ion of GP S, it is lik ely
t h a t Dent on Airpor t will h a ve th e
oppor t u n it y t o be ser ved by im pr oved
GP S instr ument appr oach minimu ms in
t h e fu t u r e.
Ru n wa y 17 h a s been
pla n n ed for a GP S a pp roa ch p rovid in g
CAT I m in im u m s (on e-ha lf m ile
visibilit y a n d 200-foot clou d ceilin gs ).
Th is a ppr oa ch will be a d equ a t e for t h e
fu t u r e. Th e pla n s a lso ca ll for a GP S
a ppr oa ch pr ovidin g n ot lower t h a n
t h r ee-qu a r t er s of a m ile visibilit y
m in im u m s t o Ru n wa y 35. In or der t o
a ch ieve CAT I m in im u m s, a m ediu m
in t en sit y a p pr oa ch ligh t syst em wit h
r u n wa y en d a lign m en t ligh t s (MALSR)
is r equ ir ed a n d is cu r r en t ly pr ovided t o
Ru n wa y 17. For Ru n wa y 35, a MALS
(MALSR wit h ou t t h e r u n wa y a lign m en t
light s) would be requir ed.
Th e recom m ended concept also inclu des
t h e u lt im a t e developm en t of a 5,000foot by 100-foot pa r a llel r u n wa y t o t h e
west . It is envision ed t h a t t h is ru n wa y
will be n eeded a t s om e p oin t in t h e
fu t u r e t o aid a ir field capa city, t h u s,
r ed u cin g pr oject ed dela ys. Th e pla n
con sider s th e prima ry use of t h e
pa r a llel r u n wa y for sm a ll a ir cr a ft a n d
t r a in in g opera tions. P r ovidin g 5,000
feet , h owever , will a llow t h e a ir por t t o
ser ve t h e m a jor it y of a ir cr a ft op er a t in g
a t t h e a ir por t wh en t h e pr im a r y r u n wa y
is cl os e d (e g . m a i n t e n a n ce or
emergencies).
Th e pla n n ed n ew Run wa y 17-35 would
h a ve ru nwa y protection zones (RPZs)
ext en din g beyon d exist in g a ir por t
pr oper t y.
Th e RP Zs for pa r a llel
Ru n wa y 17-35 considers a n ot lower
t h a n on e m ile visibilit y a ppr oa ch
minim um s. It is an ticipated t ha t t hese
a ppr oa ch es ca n be pr ovided by GP S
imp r ovemen t s expect ed t o occu r in t h e
next t en years.
As p reviou sly m en t ion ed, a n a lysis in
p reviou s ch a p t er s in d ica t ed t h a t pla n s
s h ou ld be m a d e t o u p gr a d e t h e
in s t r u m en t a p pr oa ch ca p a bilit ies of t h e
a ir por t . Cu r r en t ly, Den t on Air port is
ser ved by a n instrum en t lan din g system
(ILS) a ppr oa ch t o Ru n wa y 17, n on dir ect ion a l bea con (NDB) or globa l
posit ion in g sys t em (GP S) t o Run wa y 17,
a n d GP S t o Run wa y 35. Th e a ppr oa ch
ca pa bilit ies for Runwa y 17 ar e a dequ a t e
a nd sh ould be ma int a ined.
These RP Zs wou ld requ ir e t h e Cit y t o
obt a in propert y right s, eit h er in t h e
for m of a n a viga t ion ea sem en t or in fee
sim ple. Th e F AA a n d TxDOT wou ld
pr efer fee simple acquisit ion of
pr oper t ies in t h e RP Z, bu t a viga t ion
F u t u r e pla n s con sider t h e implem en t a t ion of a n ot lower t h a n t h r eequ a r t er s of a m ile a ppr oa ch t o Ru n wa y
5-5
provide for a d equ a t e p a r kin g of la r ge
a ir cr a ft , t h e con cept in clu des exp a n sion
of t h e a ir cr a ft p a r kin g a p r on a d ja cen t
a n d n or t h of t h e t er m in a l bu ildin g.
Im m edia t ely sou t h of t h e t er m in a l
bu ildin g is t h e loca t ion of t h e a ir por t
t r a ffic con t r ol t ower (ATCT). The pla n
inclu des t he developm en t of a ddit ion a l
con ven t ion a l h a n ga r s n or t h of t h e
t er m in a l bu ildin g a dja cen t t o t h e
expa n ded a p r on . Th ese h a n ga r s cou ld
house a ir por t bu s in es ses or cou ld be
u sed for bu lk st or a ge of la r ge a ir cr a ft .
ea sem en t s a r e a ccept a ble. Aviga t ion
ea sem en t s give th e City th e right s of
cer t a in a ir spa ce over a given pr oper t y.
Th e h eigh t is lim ited in s u ch a m a n n er
t h a t a ppr oa ch es a n d depa r t u r es will n ot
be obst r u ct ed by fu t u r e developm en t in
t h e a p pr oa ch . I n a dd it ion , developm en t
t h a t wou ld encou r a ge a con gr ega t ion of
people in t h e RP Z would be prohibited.
Th e Cit y h a s im plem en t ed h eigh t a n d
h a za r d zon in g a r ou n d t h e a ir por t . Th e
or d i n a n ce a l s o i n cl u d e d n oi s e
im plica t ion s of a ir cr a ft oper a t ion s.
Addit ion a l con ven t ion a l h a n ga r a n d
cor por a t e h a n gar developm en t is
p la n n ed n or t h a n d sou t h of t h e t er m in a l
bu ildin g.
Th e p la n in clu d es t h e
a llowa n ce for cor por a t e d evelop m en t
pa r cels wh ich wou ld per m it t h e t en a n t
t o develop h a n gar fa cilit ies t o su it t h eir
needs. Th e p la n in clu des developm en t
wh ich will m ir r or t h e exis t in g Nebr ig
a n d Associat es fa cilit ies. T-h a n ga r
developm en t is p la n n ed in t h e s ou t h er n
por t ion of t h e t er m ina l ar ea .
LAN D S ID E
All la n dside fa cilit ies a t Den t on Air por t
a r e loca t ed on t h e ea st s id e of t h e
r u n wa y.
As previously men t ioned,
Ta xiway A con n ect s t h e m a in t er m in a l
a p r on a d ja cen t t h e t er m in a l bu ildin g t o
eith er en d of t h e r u n wa y. Th e t er m in a l
bu ildin g is cen t r a lly loca t ed, wit h
a ir por t fixed base opera tors an d
specialt y oper a t or s loca t ed bot h 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. Th e a ir por t a lso pr ovides
con ven t ion a l, cor por a t e, a n d T-h a n ga r
spa ces n or t h a nd sou t h of t h e t er m in a l
bu ildin g.
Aft er fu t u r e t er m in a l n eeds h a ve been
p la n n ed for , s om e a r ea s m a y be used for
ot h e r pu r pose s .
Allowin g t h e
s ou t h ea s t er n por t ion of t h e a irport t o be
u t ilized for comm ercial or indu str ial use
would provide gr ea t er r even u e t h a n
h a n ga r developm en t s. Com m er cia l or
in du st r ia l leases consider t h e en t ir e
pa r cel wit h ou t h a vin g t o pr ovide
t a xiway or a p r on p a vem en t s , wh ich in
t u r n , m a y provide a h igher r evenu e
yield on t h e a r ea . Du e t o it s lim it ed
a irside a va ila bilit y, t h e s ou t h ea s t er n
por t ion of t h e t er m in a l a r ea , ea st of
Sk ylan e, h a s been plan ned for
com m er cia l/in du st r ia l, n on -a via t ion
u ses t ha t could a id in m a xim izing
airport r evenu es.
Th e pr im a r y goa l of la n dside fa cilit y
p la n n in g is to provide a dequa t e spaces
wh ile a lso m a xim izin g op er a t ion a l
efficiencies a n d la n d u ses . Ach ievin g
t h is goa l yields a developm en t sch em e
wh ich segr ega t es a ir cr a ft u s er s (la r ge
vs. s m a ll a ir cr a ft ) wh ile m a xim izin g t h e
a ir port ’s r even u e pot en t ia l.
Exh ibit 5A depict s t h e r ecom m en ded
lan dside developm en t p la n for t h e
a ir por t . As depict ed, t he pla n in cludes
r ep la cin g or r em odelin g/expa n din g t h e
a ir por t t er m in a l bu ildin g. I n or der t o
5-6
Th e ultim at e plan calls for t h e
con st r u ct ion of a pa r a llel r u n wa y t o
en h a n ce a n d im p r ove a ir por t ca pa cit y
a n d delay. The const r u ction of a west
side pa ra llel ru nwa y, a s presen t ed on
t h e r ecom m en ded con cept , will a llow for
t h e developm en t of a dditiona l la ndside
facilities.
Th e p la n in cludes t h e
developm en t of t er m in a l services an d
h a n ga r fa cilities on a new west side
fligh t lin e. Comm er cia l/in du st r ia l la n d
u ses a r e pla n n ed im m edia t ely west of
t h is a r ea .
Th e ALP wa s pr ep a r ed on a com p u t er a ided d ra ft in g (CAD) s ys t em for fu t u r 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 ult iple la yer s t h a t p er m it s t h e u ser t o
focu s in on a n y s ect ion of t h e a ir por t a t
a desir a ble sca le. Th e pla n ca n be u sed
a s ba se in form a t ion for design , a n 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 developm en t a n d m or e det a il
con cer n in g exist in g con dit ion s a s m a de
ava ilable th rough design su rveys.
Th e u lt im a t e la n dside p la n fa r exceeds
t h e needs a n d goal of t h is pla n n in g
effor t .
Con sider a t ion of fa cilit y
developm en t beyond t h e scope of t h is
p la n n in g effort will, however, provide
t h e Cit y wit h a vision wh ich will yield a
fir st -class a via t ion fa cilit y ca pa ble of
m a in t a in in g r evenu es wh ich exceed
oper a t ion a l cost s. I t sh ou ld be n ot ed
t h a t t he developm en t of a ll fa cilit ies
sh ou ld con sid er a est h et ics a h igh
pr iorit y. The a irport is often th e first
a n d last im pr ession a cor por a t e
decision -m a ker ha s of t h e com m u n it y.
Consider a t ion sh ou ld a lways be given t o
t h e developm en t of fa cilit ies which m eet
a via t ion dem a n d wh ile pr esen t in g a
positive ima ge to all user s.
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
lan dside developm en t , will be inclu ded
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 followin g pr ovides a br ief
discu ssion of t h e a ddit iona l dr a win gs t o
be inclu ded wit h t h e ALP .
F .A.R. P ART 77 AIR S P ACE P LAN
F eder a l Avia t ion Regu la t ion (F.A.R.)
P a r t 77, Obje c t s Affec ting Na vi ga ble
Ai rs p a c e, was est a blished for u se by
loca l a u t h or it ies t o con t r ol t h e h eigh t of
object s n ea r t h e a ir por t . Th e P a r t 77
Air spa ce P lan inclu ded in t h is m a st er
pla n is a gr a ph ic depiction of t h is
r egu la t or y cr it er ion .
Th e P a r t 77
Air spa ce P la n is a t ool t o a id loca l
a u t h or ities in d et er m inin g if pr oposed
developm en t cou ld pr esen t a h a za r d t o
a ir cr a ft u s in g t he a irport . The Airspa ce
P la n ca n be a cr it ica l t ool for t h e a ir por t
s pon s or ’s u s e in p la n n in g aga inst fu t u r e
developm en t lim it a t ion s.
Th e Cit y
sh ou ld do all in its p ower t o en s u re
developm en t st a ys below t h e P a r t 77
su r fa ces t o p rot ect t h e fu t u r e r ole of t h e
a ir por t . Th is cou ld especially be tr u e
wit h Denton as th e City looks t o a
AIR P O R T L AY O U 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 Den t on 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 by F AA a n d
TxDOT t o det er m in e fun din g eligibilit y
for fut ur e developmen t pr ojects.
5-7
!
fu t u r e of in cr ea sed cor por a t e a ir cr a ft
op er a t ion s wh ich r ely h ea vily on t h e
best n a viga t ion a l t echn ology, pr ovidin g
t h e m os t pr ecis e a p pr oa ch es a t t h e
lowest clou d ceilin g h eigh t s a n d r u n wa y
visibilit y m in im u m s a va ila ble. Th e
followin g discussion will describe those
a ppr oa ch su r fa ces t h a t m a ke u p t h e
r ecom m en ded F .A.R. P a r t 77 oper a tions
a t Den t on Air por t .
An a ppr oa ch su r fa ce is a lso est a blished
for ea ch r u n wa y. Th e a p pr oa ch su r fa ce
begin s a t t h e s a m e wid t h a s t h e
p rim a r y su r fa ce a n d exten ds u pwa r d
a n d ou t wa r d fr om t h e pr im a r y su r fa ce
en d a n d is cen t ered a lon g an exten ded
r u n wa y cen t er lin e.
Th e fu t u r e
a ppr oa ch su r fa ce t o Run way 17 ext ends
50,000 feet from t he en d of t h e p rim a r y
su r fa ce a t a n u pwar d slope of 50 t o 1 t o
a widt h of 16,000 feet . Ru n wa y 35 , a t
t h e opposit e en d, is pr oposed for n on pr ecision a ppr oa ch , an d exten ds 10,000
feet fr om t h e en d of t h e pr im a r y su r fa ce
a t a n u pwa r d slope of 34 t o 1 t o a width
of 3,500 feet . The pla n n ed pa r a llel
r u n wa y con sider s a visua l or n ot lower
t h a n on e m ile appr oa ch r equ irin g a 20
t o 1 a ppr oa ch slope.
F .A.R . P a r t 77 Im a g i n a ry S u rfa c e s
Th e P a r t 77 Air sp a ce P la n a ss ign s
t h r ee-dim en sion a l im a gin a r y a r ea s t o
ea ch r u n wa y. Th ese im a gin a r y sur fa ces
em a n a t e fr om t h e r u n wa y cen t er lin e
a n d a r e d im en s ion ed a ccor din g t o t h e
visibilit y minim um s a ssocia ted wit h t h e
a ppr oa ch t o t h e r u n wa y end a n d size of
a ir cr a ft t o op er a t e on t h e r u n wa y. Th e
P a r t 77 im a gin a r y su r fa ces inclu de t h e
pr im a r y su r fa ce, app r oa ch su r fa ce,
t r a n sit ion a l su r fa ce, h or izon t a l su r fa ce,
a n d con ica l su r fa ce. P a r t 7 7 im a gin a r y
s u rfa ces a r e described in t h e followin g
par agra phs.
!
AP P ROACH SU RF ACE
!
TRANSITION AL SU RF ACE
E a ch r u n wa y h a s a t r a n sit ion a l su r fa ce
t h a t begins a t t h e ou t side edge of t h e
p rim a r y su r fa ce a t t h e sa m e eleva t ion
a s t h e r u n wa y. Th e t r a n sit ion a l su r fa ce
also con n ect s wit h t h e a ppr oa ch
su r fa ces of ea ch r u nwa y. Th e su r fa ce
r ises a t a slope of 7 t o 1 up t o a h eigh t
150 feet above th e highest r u n wa y
eleva t ion .
At t h a t poin t , t h e
t r a n sit ion a l su r fa ce is r epla ced by t h e
h or izon t a l su r fa ce.
P RIMARY SU RF ACE
Th e pr im a r y su r fa ce is a n im a gin a r y
su r fa ce lon git u din a lly cen t er ed on t h e
r u n wa y. Th e pr ima r y sur fa ce exten ds
200 feet beyon d ea ch r u n wa y en d . Th e
eleva t ion of a n y p oin t on t h e p rim a r y
su r fa ce is t h e sa m e a s t h e eleva t ion
a lon g t h e n ea r es t a ss ocia t ed poin t on
t h e r u n wa y cen t er line. Un der P a r t 77
regulat ions, t h e p rim a r y s u rfa ce for t h e
fu t u r e a ppr oa ch es t o exist ing Ru n wa y
17-35 is 1,000 feet wide. Th e pla n n ed
pa r a llel r u n wa y wou ld h a ve a 500-foot
wide pr ima r y sur fa ce.
!
H ORIZONTAL SURF ACE
Th e h or izon t a l su r fa ce is esta blished a t
150 feet above th e highest eleva t ion of
t h e r u n wa y su r fa ce. H a ving n o slope,
t h e h or izon t a l su r fa ce con n ect s t h e
t r a n sit ion a l a n d a pp roa ch su r fa ces t o
5-8
ON -AIRP ORT LAN D U S E P LAN
t h e con ica l su r fa ce a t a dist a n ce of
10,000 feet fr om t h e en d of t h e p rim a r y
su r fa ces of ea ch r u n wa y.
!
Th e object ive of t h e On -Air por t La n d
Use P la n is t o coor din a t e u s es of t h e
a ir p or t p r o p er t y in a m a n n e r
com pa t ible wit h t h e fu n ct ion a l design of
t h e a ir port fa cilit y. Airport lan d use
p la n n in g is im por t a n t for t h e order ly
develop m en t a n d efficient u se of
a va ila ble spa ce.
CONICAL SURF ACE
Th e conical sur face begins a t t h e ou t er
edge of t h e h or izon t a l s u rfa ce. Th e
con ica l su r fa ce t h en con t in u es for a n
a ddit ion a l 4,000 feet h orizont a lly a t a
slope of 20 t o 1. Th er efore, a t 4,000 feet
fr om t h e h or izont a l su r face, t h e
eleva t ion of t h e con ica l su r fa ce is 350
feet a bove t h e h igh est a ir por t eleva t ion .
Th er e a r e t wo pr im a r y con sider a t ion s
for a ir port la n d u se pla n n in g: fir st , t o
secu r e t h ose a r ea s es sen t ia l t o t h e sa fe
a n d efficien t oper a t ion of t h e a ir por t ;
a nd, secon d, t o det er m in e com pa t ible
la n d u ses for t h e ba lan ce of t h e pr oper t y
wh ich would be most a dvant ageous t o
t h e a ir port a n d com m u n it y. Th e pla n
dep ict s t h e r ecom m en d a t ion s for
u lt im a t e lan d u se developm en t on t h e
a ir por t . Wh en developm ent is proposed,
it sh ou ld be dir ected t o t h e a ppr opr ia t e
la n d u se a r ea dep ict ed on t h is pla n .
INNER P ORTION OF THE
AP P ROACH S U RF ACE P LAN
Th e In ner P ort ion of t he Appr oa ch
Su r fa ce P la n is a s ca led dr a win g of t h e
RP Z, RSA, OF Z, a n d OF A for ea ch
r u n wa y end. A pla n a n d pr ofile view of
ea ch RPZ is provided t o fa cilit a t e
iden t ifica t ion of obst r u ct ion s t h a t lie
wit h in t h ese sa fet y a r ea s. Deta iled
obst r u ct ion a n d fa cilit y da t a is pr ovided
t o ident ify plan ned impr ovemen ts a nd
th e disposition of obstr uctions.
P ROP ERTY MAP
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 con t r ol of t h e
a ir por t .
TE RMIN AL AR EA P LAN
Th e Ter m ina l Ar ea P lan pr ovides
gr ea t er det a il concern ing la ndside
imp r ovemen t s a n d a t a la r ger sca le
t h a n on t h e ALP . Th is dr a win g d epict s
t h e ea st developm en t pla n s. The west
side pla n is inclu ded on t h e ALP
dr a win g.
S U MMAR Y
Th e r ecom m en ded m a st er pla n con cept
h a s been developed in con ju n ct ion wit h
t h e P AC, t h e Cit y of Den t on , a n d t h e
loca l cit izen s an d is designed to assist
t h e Cit y in m a kin g d ecis ion s on fu t u r e
developm en t a n d gr owt h of Den t on
Air por t .
This plan provides th e
n eces sa r y developm en t t o a ccom m oda t e
a n d s a t is fy t h e a n t icipa t ed growth over
t he n ext t went y year s a nd beyond.
5-9
fa cilit y will be capa ble of h a n dlin g a
wide r a n ge of cir cu m st a n ces . Th e
r ecom m en ded pla n pr ovides t h e Cit y
wit h a gen er a l gu ide t h a t if followed ca n
m a in t a in t h e a ir por t ’s lon g t er m
via bilit y a n d a llow t h e a ir por t t o
con t in u e t o pr ovide a ir t r a n spor t a t ion
ser vices t o t h e r egion .
F lexibilit y will be ver y im por t a n t t o
fu t u r e developm en t a t t h e a ir por t .
Act ivit y project ed over t h e n ext t wen t y
year s m a y n ot occu r a s pr ed ict ed . Th e
pla n ha s a t t empt ed to consider
dema nds t h a t m a y be pla ced on t he
a ir por t even beyon d t h e t wen t y-year
p la n n in g h or izon t o en s u re t h a t t h e
5-10
Chapter Six
FINANCIAL PLAN
Chapter Six
FINANCIAL PLAN
The analyses completed in previous
chapters evaluated development needs at
the airport over the next twenty years
and beyond based on forecast activity
and operational efficiency. However, the
most critical 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 each item contained
in the plan can be assured. The purpose
of this chapter is to provide financial
management information and tools
which will help make the master plan
achievable and successful.
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 will
examine the overall cost of each item in
the development plan and present a
development schedule. The recommended improvements are grouped and
divided by planning horizon: short term,
intermediate term, and long term. Table
6A summarizes the key milestones for
each of the three planning horizons.
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).
6-1
TABLE 6A
P lan n in g Ho rizo n Mile sto n e Su m m ary
De n ton Airport
Interm ed iate
Term
Lo n g
Term
Curre n t
Sh ort
Term
45,600
67,600
53,800
80,000
65,000
96,500
91,500
135,500
113,200
133,800
161,500
227,000
154
42
22
4
3
179
48
26
7
5
215
54
35
10
6
293
76
54
18
9
Tot a l B a s e d Ai rc ra ft
225
265
320
450
To ta l AIA’s
168
530
640
900
An n u a l Op e r a t io n s
Tot a l It in er a n t
Tot a l Loca l
To ta l Op e ra ti on s
B a s e d Ai rc ra ft
Sin gle E n gin e
Mu lt i-E n gin e
Tu r bop rop
J et
H elicopt er
Th e cost est im a t es pr esen t ed in t h is
ch a pt er h a ve been increa sed t o a llow for
en gin eer in g a n d ot h er con t ingen cies
t h a t m a y a r ise on t h e pr oject . Ca pit a l
cost s pr esen t ed h er e sh ou ld be viewed
on ly a s est im a t es su bject t o fu r t h er
r efin em en t d u rin g design.
Neverth eless, t h ese est ima t es 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
fea sibilit y a n a lyses in t h is ch a p t er .
Cost est im a t es for ea ch of t h e
developm en t p roject s lis t ed in t h e
ca pit a l improvemen t plan ar e listed in
cu r r en t (2002) dollar s. Ex h ib it 6A
pr esen t s t h e pr oposed ca pit a l pr ogra m
for Den t on Air por t .
Th e sh ort t er m pla n n in g h orizon
con t a in s it em s of high pr iorit y, a n d
th ose t h a t sh ou ld be con sidered a s th e
a ir por t begins t o a pp r oa ch t h e
m ilestones ident ified for t h e sh or t t er m .
As sh or t t er m h or izon a ct ivit y levels are
rea ched, it will be t im e t o pr ogr a m for
t h e in t er m ed ia t e t er m ba s ed u pon t h e
n ext a ctivit y m ilest ones. 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.
As a m a st er pla n is a con cept u a l
docu m en t , implemen ta tion of th ese
ca pit a l p roject s sh ou ld on ly be
u n der t a ken a ft er fu r t h er r efin em en t of
t h eir des ign a n d cos t s t h r ou gh
a r ch it ect u r a l a n d en gin eer in g a nalyses.
6-2
01MP02-6A-1/14/03
Project
Cost
SHORT TERM PROGRAM (0-5 YEARS)
1. Construct GA terminal building (4,000 s.f.)
$700,000
2. Land acquisition for runway extension (140 ac.)
700,000
3. Construct hangar access taxiways (1,800' x 35')
430,000
Extend utilities (water, sewer, and waste) and roads southeast
300,000
4. Environmental Assessment for runway extension
200,000
5. Realign parallel taxiway (4,500' x 50')
1,825,000
6. Install taxiway lighting (4,500 l.f.)
250,000
500,000
7. Install security fencing (30,000 l.f. with gates)
4,200,000
8. Extend Runway 17-35 & parallel taxiway 1,500 feet north
1,800,000
9. Relocate Runway 17 ILS equipment/MALSR
10. Improve Runway 35 RSA/Displace Runway 35 700'
95,000
1,026,900
11. Reconstruct T-hangar taxilanes (30,400 s.y.)
12. Rehabilitate and mark aprons (27,800 s.y.)
100,600
2,145,000
13. Construct GA apron (35,900 s.y.)
80,000
14. Replace VASIs with PAPIs
18,500
15. Construct GA auto parking lot (5,100 s.f.)
65,000
16. Modify Airport Entrance Road (500 l.f.)
17. Rehabilitate South Terminal Roads (2,000 l.f.)
60,000
SHORT TERM TOTAL
$14,496,000
INTERMEDIATE TERM PROGRAM (6-10 YEARS)
1. Expand south terminal apron - Phase I (10,000 s.y.)
$520,000
2. Construct stub taxiway to north apron and pave grass islands
182,000
40,000
3. Install 60 tie-downs
4. Rehabilitate T-hangar taxilanes
1,066,200
1,960,500
5. Rehabilitate apron (55,900 s.y.)
6. Construct fuel storage facility
487,500
1,100,000
7. Construct corporate apron (19,500 s.y.)
8. Construct south terminal apron - Phase II (16,700 s.y.)
875,000
9. Rehabilitate Runway 17-35 (6,000' x 150')
362,000
157,000
10. Rehabilitate parallel & stub taxiway (7,800' x 50')
INTERMEDIATE TERM TOTAL
$6,750,200
LONG TERM PROGRAM (11-20 YEARS)
1. Acquire Property for Parallel Runway (85 ac.)
$385,000
3,200,000
2. Construct Parallel Runway/Taxiway System (5,000' x 75')
1,300,000
3. Construct west side parallel taxiway (5,000' x 35')
4. Construct West Apron (40,000 s.y.)
1,600,000
500,000
5. Construct West Terminal Road/Extend Infrastructure*
6. Rehabilitate Runway 17L-35R (7,500' x 150')
452,500
2,665,400
7. Rehabilitate apron (76,000 s.y.)
8. Rehabilitate parallel & stub taxiways (9,600' x 50')
168,900
INTERMEDIATE TERM TOTAL
$10,271,800
$31,518,000
TOTAL PROGRAM COSTS
FAA/
TxDOT
Share
Local
Share
$300,000
630,000
387,000
0
180,000
1,642,500
225,000
450,000
3,780,000
1,620,000
85,500
924,210
90,540
1,930,500
72,000
9,250
32,500
30,000
$12,389,000
$400,000
70,000
43,000
300,000
20,000
182,500
25,000
50,000
420,000
180,000
9,500
102,690
10,060
214,500
8,000
9,250
32,500
30,000
$2,107,000
$468,000
163,800
36,000
959,580
1,764,450
0
990,000
787,500
325,800
141,300
$5,636,430
$52,000
18,200
4,000
106,620
196,050
487,500
110,000
87,500
36,200
15,700
$1,113,770
$346,500
2,880,000
1,170,000
1,440,000
0
407,250
2,398,860
152,010
$8,794,620
$26,820,050
$38,500
320,000
130,000
160,000
500,000
45,250
266,540
16,890
$1,477,180
$4,697,950
*Assumes utilities extend from future improvements west of airport
Exhibit 6A
CAPITAL IMPROVEMENT PROGRAM
Th e short term CIP con sider s 18
pr oject s for t h e r ou ghly five-year period.
Th e a ir port is cur r en t ly inclu ded in
TxDOT’s t er m in a l bu ild in g pr ogr a m for
2003 wh ich pr ovides 50-50 gr a n t
a ssist a n ce. Th e p rogr a m in clu d es t h e
con st r u ct ion of a n ew bu ildin g/
r em od elin g of t h e old bu ildin g t o cost
$700,000.
TxDOT will m a t ch 50
p er cen t of t h e cost u p t o $600,000.
Thu s, t h e r em a in in g $100,000 will need
t o com e fr om t h e Cit y of Den t on .
S HOR T TER M IMP ROVEMEN TS
Th e Texa s Dep a r t m en t of Tr a n s por t a t ion (TxDOT) - Avia t ion Division is
t h e distr ibut ion sour ce for feder a l a n d
st a t e gr a n t fu n d in g for t h e Cit y of
Den t on . Du e t o t h e la r ge n u m ber of
r equ est s fr om a ir por t s a cr oss t h e st a t e
a n d limit ed fu n din g ava ilable, TxDOT’s
gr a n t pr ocess will gen er a lly on ly
provide a n a ir por t wit h in t er m it t en t
fu n din g a ss ist a n ce. Th is is t o sa y t h a t
TxDOT m a y p rovid e fu n d in g for a
pr oject t h e cu r r en t fis ca l yea r , bu t m a y
n ot pr ovide a ddit ion a l a ssist a n ce for
severa l yea r s t h er ea ft er .
F or t h is
r ea s on , develop m en t p r oject s for t h e
s h or t t er m h a ve been p la n n ed a ccor din g
to priority needs.
H a n ga r d e v e l o p m e n t i n t h e
s ou t h ea s t er n por t ion of t h e t er m in a l
a r ea is pla n n ed in t h e n ext sever a l
year s. Th e CIP in clu d es ext en d in g
u t ilit ies sout hea st a nd t axiway a ccess
fr om Ta xiwa y J t o t h e ea st . U t ilit y
i m p r ov e m e n t s i n cl u d e r o a d s ,
wa s t ewa t er , wa t er , s ewer , a n d elect r ic.
Th e sh or t t er m pr oject s h a ve not been
a ssi g n e d sp ecific year s beca u s e
TxDOT’s fun din g cycle t ypically a llows
for gran ts on a n “as-needed” basis a s
fu n ds a r e a va ila ble.
TxDOT will
a ssim ila t e t h e ca pit a l pr oject s pr ovided
in t h is pla n in t o th eir CIP . If fu n d in g
a s sis t a n ce is n ot a va ila ble fr om TxDOT,
t h e City will n eed t o r equ est
d is cr et ion a r y fu n din g a ssist a n ce fr om
t h e F edera l Avia t ion Admin ist r a t ion
(F AA). Discr et ion a r y fu n din g is m or e
difficu lt t o receive a s Dent on Airport
mu st n ot on ly com pet e wit h ot h er st a t e
airports, bu t ot h er a ir por t s a cr os s t h e
cou n t r y a s well.
Th e s h or t t er m pla n in clu des r e-rout in g
Ta xiway A. Cu r r en t ly, Ta xiway A is a
qu a si-pa r a llel t a xiway wit h only t h e
n or t h er n a n d s ou t h er n por t ion s pa r a llel
t o t h e r u n wa y. Th e pla n inclu des
s t r a igh t en in g t h e m iddle port ion of t h e
t a xiwa y.
Als o in clu d ed is a dd in g
m ed iu m in t en sit y t a xiwa y ligh t in g for
t h e m idd le port ion of t h e t a xiwa y.
Severa l p roject s a r e p la n n ed t h a t a r e
a ssociat ed wit h t h e ext en sion of
Ru n wa y 17-35.
Th e pla n in clud es
ext en din g t h e r u n wa y an d pa r a llel
t a xiway 1,500 feet n or t h . In order t o
en ga ge t h is pr oject , t h e F AA will likely
r equ ir e a n en vir on m en t a l a s ses sm en t
st udy be com pleted a s pla n n ed. The
p la n n ed ext en sion is n or t h wh ich will
r equir e the a cqu isition of a ppr oxima t ely
Th e s h or t t er m p la n n in g h or izon ca pit a l
imp r ovemen t pr ogr a m cen t er s a r ou n d
t he imm edia t e needs of t h e a irport . Of
pr im a r y con cer n in t h e s h or t t er m a r e
im pr ovemen t s t o t h e r u n wa y, pa r a llel
t a xiwa y, a n d t h e t er m in a l bu ildin g.
6-3
a ssociat ed wit h t h e r u n wa y ext en sion .
Th e ext en sion will r equ ir e sp ecific
ju st ifica t ion in or der t o r eceive fu n d in g.
Th e Cit y s h ou ld con t in u e t o m on it or
a ir cr a ft oper a t ion s a n d r equ est t h a t
op e r a t or s p r ov i d e s u p p or t i n g
docu m en t a t ion for r u n wa y len gt h
needs.
140 a cr es of p roper t y. Th e pr oject will
also r equ ir e t h e displacemen t of t h e
Ru n wa y 35 t h r esh old t o com ply wit h
F AA r u n wa y sa fety ar ea (RSA)
requirem ent s. Also, th e ext en sion will
r equ ir e t h e r eloca t ion of t h e in s t r u m en t
la n d in g syst em (ILS) glides lop e a n t en n a
a n d a p pr oa ch ligh t ing syst em . The
r u n wa y ext en sion will a lso requ ir e
m odifica t ion of Dr y F or k Cr eek . Th e
cr eek ca n eit h er be re-rout ed ar oun d or
u n der n ea t h t he RSA. The fina l concept
will be r efined in t h e en gineer in g a n d
design process.
INTERMEDIATE TERM
IMP ROVEMEN TS
I nt er m edia t e t er m im p r ovem en t s focu s
on lan dside n eed s a n d pa vem en t m a in t en a nce issues. It is an t icipat ed th a t
t h e a ir port ’s a pr on spa ces will becom e
limit ed by th e int er m edia t e t er m
h or izon . F or t h is rea s on , t h e pla n ca lls
for a t wo-ph a se expan sion of t h e a p r on
ar eas.
P h a se I in clu d es t h e
developm en t fr om t h e west er n edge of
t h e exist ing a pr on t o Ta xiway A-5. The
s econ d ph a se in clu des pa vin g t h e a r ea
a t t h e s ou t h ea s t er n por t ion of t h e
t er m in a l a r ea .
Th e pla n in clu des exp a n sion of t h e
t er m in a l a pr on t o t h e n or t h . Th is
expa n sion will bet t er ser ve la r ge
a ir cr a ft pa r kin g n eeds a dja cen t t h e
t er m in a l bu ildin g. Th e developm en t
will a ls o a llow for a d dit ion a l
con ven t ion a l a nd cor por a t e h a n ga r s
n or t h of t h e t er m in a l bu ildin g in
a ccor da n ce wit h t h e r ecom m en ded
con cept .
Con st r u ct ion of a n ew
en t r a n ce road a nd pa r kin g lot t o ser ve
t h e n ew t er m in a l building is also
plan ned.
Two pr ojects h a ve been iden t ified wh ich
will provide ta xiway an d apr on a ccess
east of t h e flight line. Taxiway access
a n d a pr on con st r u ct ion a r e pla n n ed a t
t h e n or t h a n d sout h en ds of t h e
t er m in a l a r ea . Th ese facilities will
a l l ow for a d di t i on a l h a n g a r
developm en t , pr ovidin g bot h a ir cr a ft
p a r kin g an d access. Th e plan a lso
inclu des t h e con st r u ct ion of a n a p r on
im m edia t ely s ou t h of Airport Road, east
of Bu sin ess Air Cen t er . Th is facilit y
wou ld su pport a ir cr a ft pa r kin g a n d
m ovemen t for cor por a t e h a n ga r s a n d
additiona l airport businesses.
Ot h er p roject s in t h e s h or t t er m
pr ogra m in clu de t h e r econ st r u ct ion of
a p r on an d T-ha ngar access ta xiways,
a n d t h e con s t r u ct ion of 30,000 linea r
feet of per im et er fen cin g.
S h o rt t e r m p ro je c t s p r e s e n t e d o n
E x h i b i t 6A a n d g r a p h i c a l l y
d e p ic te d o n Ex h ib it 6B h a ve b ee n
e s ti m at e d at ap proxim a t e ly $14.5
m i l l io n t otal cost.
It s h ou ld be n ot ed t h a t m or e t h a n ha lf
of t h e s h or t t er m p rogr a m cos t s a r e
6-4
LEGEND
Airport Property Line
2 Land acquistion for runway extension (140 ac.)
Ultimate Airport Property Line
Lease Parcel
FM 1515 AIRPORT RD.
3 Construct hangar access taxiways (1,800' x 35')
4 Extend utilities (water, sewer, and waste) and roads southeast
5 Realign parallel taxiway (4,500' x 50')
6 Install taxiway lighting (4,500 l.f.)
7 Extend Runway 17-35 & parallel taxiway 1,500 feet north
8 Relocate Runway 17 ILS equipment/MALSR
9 Improve Runway 35 RSA/Displace Runway 35 700'
Existing Runway Protection Zone (RPZ)
Ultimate Runway Protection Zone (RPZ)
Ultimate Easement
Building Restriction Line (BRL)
WESTCOURT RD.
10 Reconstruct T-hangar taxilanes (30,400 s.y.)
11 Construct GA apron (35,900 s.y.)
Short Term Program
15
13 Construct GA auto parking lot (5,100 s.f.)
10
14
11
SPARTAN DR.
WARB
N.
RD.
AL
NCH ERONC
A
R
B
A
SCH
MA
E DR.
SABR
15 Rehabilitate South Terminal Roads (2,000 l.f.)
R.
IRD D
14 Modify Airport Entrance Road (500 l.f.)
JOHN CARRELL DR.
3
12 Replace VASIs with PAPIs
SKYLANE
4
13
1
9
2
7
5
12
6
9
OR
KC
RE
EK
8
DR
YF
01MP02-6B-2/28/03
SHORT TERM
1 Construct GA terminal building (4,000 s.f.)
NORTH
0
800
1,600
SCALE IN FEET
Exhibit 6B
SHORT TERM DEVELOPMENT PROGRAM
a ssist a n ce. Ma n y of t h ese pr oject s cou ld
be p h a sed u sin g RAMP fu n ds of $60,000
a n n u a lly, or u p t o $600,000 over t h e
fin a l t en yea r s of t h e pla n . To t a l l o n g
te rm pr oje c t s lis te d on Ex h ib it 6A
a n d g r a p h i c a ll y d e p i c t e d o n
Exh ibit 6C h a ve be e n e st im at e d t o
c o s t ap pro xi m at e ly $1 0.3 million in
to da y’s (2002) do llars .
Severa l projects in clu ded in t h e
in t er m edia t e t er m h or izon in volves
pa vemen t m a int en a n ce.
TxDOT
pr ovides t h e a va ila bilit y t o r eceive u p t o
$60,000 a n n u a lly t h r ou gh it s r ou t in e
a ir por t m a in t en a n ce pr ogr a m (RAMP )
on a 50-50 m a t ch in g ba sis. Th e ca pit a l
pr ogr a m con sider s full fu n din g (90/10),
h owever , if t h es e fu n d s a r e n ot
a vaila ble, t h e pr oject s cou ld be ph a sed
wit h 50/50 RAMP fun ds . P roje c t s
i n clu d e d in th e in te rm e di at e te rm
h a v e b e e n e stimate d to co st $6.75
m i l li o n a s p re se n te d on Ex h ib it 6A
a n d g r a p h i c a ll y d e p i c t e d o n
Ex h ib it 6C.
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 solely on t h e
fin a n cia l r esou r ces of t h e a ir por t .
Ca pit a l im pr ovem en t s fu n din g is
a va ila ble t h r ou gh va r iou s gr a n t s-in -a id
p rogr a m s on bot h t h e st a t e a n d feder a l
levels.
Th e followin g d iscu ssion
ou t lin es key sour ces of fu n din g for
ca pit a l improvemen ts a t Den t on
Air por t .
LON G TER M IMP ROVEMEN TS
Th e lon g t er m pla n n in g h or izon
pr im a r ily inclu des pr oject s a ssociat ed
wit h t he developm en t of a pa r a llel
r u n wa y. As a via t ion d em a n d increa ses,
t h e a irfield will becom e in cr ea sin gly
congest ed.
Th e p la n in clu d es t h e
developm en t of a 5,000-foot by 7 5-foot
pa r a llel r u n wa y.
Th e r u n wa y is
p la n n ed t o a ccom m oda t e a ll sm a ll
a ir cr a ft , including small business jets.
Th is r u n wa y cou ld be u t ilized for
t r a in in g opera t ions a nd for t im es wh en
t he pr ima ry r un way is closed.
F ED ER AL GRAN TS
Th r ou gh feder a l legislat 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 esta blished t o develop a n d
m a in t a in a sys t em of pu blic a ir por t s
a cr oss t h e U n it ed St a t es . Th e p u rpose
of t h is syst em a n d it s feder a lly-ba sed
fu n d in g is t o m a in t a in n a t ion a l defense
a n d t o pr om ot e int er st a t e com m er ce.
Th e m ost r ecent legisla t ion a ffect in g t h e
feder a l fu n din g was en a ct ed in ea r ly
2000 a n d is en t it led t h e Wen de ll H.
Fo rd Av ia ti on In v e s tm e n t a n d
Re form Ac t fo r t h e 21 s t Ce n tu ry or
AIR-21.
Th e plan a lso in clu des a pa r a llel
t a xiwa y, west of t h e pa r a llel r u n wa y t o
ser ve fu t u r e w es t side air por t
developm en t . West s ide impr ovemen t s
include a 40,000 squa re-yar d a pr on ,
r oa d s , p a r kin g lot s , a n d in fr a str uctu re/ut ilities.
Sim ila r t o t h e
in t er m edia t e t er m , t h e lon g t er m
pr ogr a m includes pa vem en t m a in t en a n ce con sider in g 90/10 fun din g
6-5
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
provide 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 o g 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 r esea r ch a n d developm en t ). The
Tr u st F u n d also 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.
t h r ou gh discret iona ry apport ionm ent s.
As men tioned ear lier, TxDOT is th e
a dm in ist r a t or of F AA’s gen er a l a via t ion
fu n d in g for t he St a t e of Texa s. I f
TxDOT does n ot h a ve a va ila ble th e
fu n d in g r equ est ed by t h e Cit y, th e Cit y
will n eed t o r equ est discr et ion a r y
fu n din g a ssist a n ce t h r ou gh t h e F AA.
F un ds a r e d is t r ibu t ed fr om th e Trust
F u n d ea ch yea r by t h e F AA fr om
a ppr opr ia t ion s by Con gr ess. A por 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 ser vice a ir por t s, ba sed u pon
en p la n em en t levels . Un der AIR-21, t h e
dist r ibu t ion for fisca l yea r 2000 is a
m in im u m of $650,000 t o ea ch
com m er cia l service airport . In t h e
r em a in in g yea r s of AIR-21, however,
t h e m in im u m en t it lem en t can increa se
t o $1.0 m illion a n n u a lly. Th is h igh er
fu n d in g is dependen t u pon 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 AIR-21 ea ch year .
Th e St a t e of Texa s pa r t icipa t es in t h e
F eder a l S ta t e Block Gr a n t pr ogr a m .
U n der t h e S ta t e Block Gr a n t P r ogr a m ,
t h e F AA a n n u a lly d is t r ibu t es gen er a l
a via t ion s t a t e a p por t ion m en t a n d
dis cr et ion a r y fu n ds t o TxDOT. Th e
st a t e t h en distribut es gra nt s to sta te
airports. In com plia n ce with TxDOT’s
legisla t ive m a n da t e t h a t it “a pply for ,
r eceive, a n d disbur se” federa l fun ds for
gener a l a via t ion a ir por t s, TxDOT a ct s
a s t h e a gen t of t h e loca l a ir por t s pon s or .
Alt h ou gh t h ese gra n t s a r e dist r ibut ed
by TxDOT, th ey con t a in a ll feder a l
obliga t ion s.
New t o t h is Bill is t h e in clu sion of
gener a l aviat ion en titlemen t funds.
E a ch gen er a l a via t ion a ir por t is n ow
eligible t o r eceive u p t o $150,000
a n n u a lly in e n t i t l e m e n t fu n d s
d ep en d in g u pon t h e a ir port ’s a ct ivit y
a n d in clu sion in t h e cu r r en t N a t i o n a l
P l a n o f In t e gra te d Airp ort S y st e m s
(NP IAS). Den t on Air por t is cu r r en t ly
e l i g i b l e a n d r e ce ive s t h e fu l l
en t itlem en t fu n din g as sist a n ce.
Th e Sta te of Texas a lso distr ibut es
fu n d in g t o gen er a l a via t ion a ir por t s
fr om t h e H igh wa y Tr u st F u nd. 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.
S TATE F U N D IN G P ROGR AM
Th e est a blish 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 first ident ifying t h e n eed,
t h en est a blish in g a r a n k in g, or pr ior it y
syst em . Iden t ifying a ll sta t e a ir por t
pr oject n eeds a llows TxDOT to esta blish
a bien n ia l pr ogr a m a n d bu dget for
developm en t costs. Th e m os t r ecen t
T h e r e m a i n i n g AI P f u n d s a r e
dist r ibut 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 fed er a l a s sis t a n ce
6-6
01MP02-6C-3/3/03
INTERMEDIATE
INTERMEDIATE TERM
TERM PROGRAM
PROGRAM
LEGEND
Expand south terminal apron - Phase I (10,000 s.y.)
2
Construct stub taxiway to north apron and pave grass islands
Airport Property Line
3
Rehabilitate T-hangar taxilanes
Ultimate Airport Property Line
4
Rehabilitate apron (55,900 s.y.)
Lease Parcel
5
Construct fuel storage facility
6
Construct corporate apron (19,500 s.y.)
7
Construct south terminal apron - Phase II (16,700 s.y.)
8
Rehabilitate Runway 17-35 (6,000' x 150')
9
Rehabilitate parallel & stub taxiway (7,800' x 50')
1
Acquire Property for Parallel Runway (85 ac.)
2
Construct Parallel Runway/Taxiway System (5,000' x 75')
3
Construct west side parallel taxiway (5,000' x 35')
4
Construct West Apron (40,000 s.y.)
5
Construct West Terminal Road/Extend Infrastructure*
6
Rehabilitate Runway 17L-35R (7,500' x 150')
7
Rehabilitate apron (76,000 s.y.)
8
Rehabilitate parallel & stub taxiways (9,600' x 50')
FM 1515 AIRPORT RD.
1
LONG
LONG TERM
TERM PROGRAM
PROGRAM
Existing Runway Protection Zone (RPZ)
Ultimate Runway Protection Zone (RPZ)
Ultimate Easement
Building Restriction Line (BRL)
Intermediate Term Program
WESTCOURT RD.
R.
IRD D
WARB
E DR.
SABR
2
N.
RD.
AL
NCH ERONC
A
R
B
A
SCH
MA
SPARTAN DR.
6
5
SKYLANE
3
7
1
7
4
JOHN CARRELL DR.
Long Term Program
8
9
8
2
6
2
DR
YF
OR
KC
RE
EK
2
1
3
1
4
5
NORTH
0
800
1,600
SCALE IN FEET
Exhibit 6C
INTERMEDIATE & LONG TERM
DEVELOPMENT PROGRAMS
pa vem en t s an d miscellan eous pr ojects.
Th e r ou t in e a ir por t m a in t en a n ce
pr ogra m (RAMP ) is a n a n n u a l fu n d in g
s ou r ce t o airports. Wit h RAMP , TxDOT
will pr ovide a 50 per cen t fu n din g m a t ch
for pr oject s u p t o $60,000. Th e pr ogra m
wa s in it ia lly design ed t o h elp a ir por t s
m a i n 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 inclu de con st r u ct ion of n ew
facilities. E xam ples of n ew fa cilit y
con st r u ct ion projects fu n da ble un der
RAMP inclu de: con s t r u ct in g a n a ir por t
a ccess r oa d, pa vin g t h e a ir port pu blic
pa r k in g lot , in st a llin g secur 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
airports on a n a nn ua l basis.
TxDOT CI P , Av ia tio n Im p ro ve m e n t
P r o g r a m 2003-2005, assu m ed th a t
a ppr oxim a t ely $32 m illion a n n u a l
feder a l AIP a n d $14 m illion st a t e fun ds
wou ld be a vaila ble.
T h e T xD O T b i e n n i a l p r og r a m
est a blishes a pr oject pr ior ity syst em
ba sed u pon t h e followin g object ives (in
or der of imp or t a n ce):
!
!
!
!
!
!
!
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
upgr a de facilities to a id a ir por t in
pr ovidin g for lar 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 por t 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 irport s t o provide ca pa cit y
r elief t o exist in g a ir por t s
Newer p rogr a m s in clu d ed in the TxDOT
fu n d in g m ech a n is m in clu de t er m in a l
bu ildin g a n d ATCT fu n din g. TxDOT
h a s fu n d e d t e r 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
$600,000 t ot a l pr oject cost . TxDOT ha s
r ecent ly con sider ed u pgr a din g t h e t ot a l
cost a llowa n ce on a case-by-case ba sis.
TxDOT a ls o fu n d s t h e con s t r u ct ion of
u p t o t wo ATCTs per year . Th e a m ou n t
of fu n din g a va ila ble for ATCT pr oject s
is determ ined on a case-by-case ba sis.
E a ch a irport pr oject for Den t on Air por t
mu st be ident ified and pr ogr a mm ed in t o
t h e st a t e CIP , th en com pet e with ot h er
a ir p or t p roject s in t h e s t a t e for fed er a l
a n d s t a t e fun din g.
In Texas , air por t developm en t pr oject s
t h a t meet TxDOT’s discret iona ry fun ds’
eligibilit y r equ irem en t s r eceive 90
p er cen t fu n din g fr om t h e AI P St a t e
Block Gr a n t pr ogr a m . Eligible pr oject s
include a ir field a n d a pr on facilities.
H owever , r evenu e-gener a t ing im pr ovem en t s such a s fuel facilities, ut ilities,
a n d h a n ga r s a r e n ot eligible for AIP
fu n d in g.
F AA F ACILITIE S AN D
EQU IP MEN T P ROGR AM
Th e Air wa y F a cilit ies Division 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 ipm en t (F &E ) P r ogr a m . Th is
a n n u a l pr ogr a m pr ovides fu n din g for
t h e in st a lla t ion a n d m a in t en a n ce of
v a r i ou s n a vi ga t ion 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 nd airports. Un der t h e F &E
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 sta nces, fu n d n ew a ir por t
6-7
a fu n ct ion of a ir por t cir cu m st a n ces a t
t h e t ime of pr oject imp lemen t a t ion (i.e.
r even u e bon d fin a n cin g wou ld likely n ot
be u sed u n less t h e a ct u a l level of
a irport ea r n in gs a n d r eser ves , a lon g
wit h en t itlem en t a n d discr et ion a r y
gr a n t s a va ila ble a t a pa r t icu la r t im e,
wer e in s u fficien t t o m eet pr oject costs).
As a r esult, th e assu m pt ion s a n d
a n a lyses prepa red for t h e m a st er pla n
mu st be viewed in t h e con t ext of t h eir
p rim a r y pur pose: t o exam ine wh et h er
t h er e is a r ea sona ble expecta t ion t h a t
r ecom m en ded imp r ovemen t s will be
fin a n cia lly fea sible an d im plemen t a ble.
pr ogr a m , fu n din g is pr ovided for F AA
a ir por t t r a ffic con t r ol t ower s, en r ou t e
n a viga t ion a l a ids su ch a s a VOR, a n d
on -a ir por t n a viga t ion a l a id s (s u 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 con sider ed by th e F AA Airwa y
F a cilit ies Division for t h e in st a lla t ion
a n d m a int en a n ce of n a vigat iona l aids
t h r ou gh t h e F &E pr ogr a m .
FIN A N C IN G O F
D EVELO P MENT P R O GR AM
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 hr ough a irport resour ces.
Usu a lly, t h is is a ccom p lis h ed t h r ou gh
t h e use 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 cost s fin a n ced t h r ou gh
obliga t ion bond in g m echa n ism s.
E a r lier in t h is ch a pt er , pr ogr a m m ed
expend itu r es wer e pr esen t ed in cu r r en t
(2002) dolla r s. F u t u r e expendit u r es
wer e ca t egor ized a ccor din g to ass igned
fin a n cin g r esp on sibilit ies, wit h t h e
a ir por t ’s responsible expenditu res t h e
p rim a r y focu s of t h ese fea sibilit y
an alyses. In th is section, th e base costs,
a s s u m e d t o b e t h e fi n a n ci n g
r esp on sibilit y of t h e a ir por t , a r e
a djust ed t o r eflect a va ila bilit y t o
d et er m in e t h e pr oject ed loca l sh a r e of
th ese proposed ca pit a l expen dit u r es in
cu r r en t dollar s. F in a n cin g a ssu m pt ion s
a r e t hen m a de, a nd t h e pr oject ed
a n n u a l a ir por t cost of t h ese pla n n ed
e x p e n d i t u r e s i s e s t i m a t e d for
in cor por a t ion in t o t h e ca s h flow
an alysis.
Th e airport is owned a n d oper a t ed by
t h e Cit y of Den t on t h r ou gh 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 revenue sour ces.
T h e s e r e ve n u e s a r e ge n e r a t e d
specifica lly by air por t oper a t ion s. There
a r e, h owever , rest r ict ion s on t h e u se of
r evenu es collect ed by t h e a ir port . All
receipts, excludin g bond pr oceeds 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. Tab le 6B pr esen t s h ist or ica l
expens es a n d r even u es for Den t on
Air por t .
At t h e ou t set , it m u st be em ph a sized
t h a t lon g ter m fea sibility a n a lyses s u ch
a s t h ese m u st be ba s ed on m a n y
assu mpt ions. In pra ct ice, pr oject s will
be u n d er t a ken wh en dem a n d a ct u a lly
war ra nt s, th us, ch a n gin g u n d er lyin g
a ssu m pt ions.
F u r t her , t h e a ct u a l
fin a n cin g of ca pit a l expend itu r es will be
6-8
TABLE 6B
H i s t o r ic a l O p e r a t i n g R e v e n u e s & E x p e n s e s
D e n ton Airpo rt
Ye a r
F Y 9 6 /9 7
F Y 9 7 /9 8
F Y 9 8 /9 9
F Y 9 9 /0 0
F Y 0 0 /0 1
OP ER ATIN G R EVEN UES
La n d Lea ses
$ 6 2 ,1 1 2
$ 6 4 ,6 5 1
$ 8 4 ,2 4 4
$ 9 3 ,6 0 0
$ 1 1 0 ,6 5 4
C o m m i s s i on F e e s
1 1 ,3 2 0
1 1 ,2 7 9
1 0 ,9 1 9
1 1 ,5 2 8
1 3 ,0 8 3
F u e l F l ow a g e F e e s
1 1 ,5 5 6
1 5 ,3 1 5
1 2 ,9 3 2
3 1 ,1 3 3
4 4 ,3 7 9
H a n g a r R en t s
3 ,2 4 0
3 ,2 5 5
3 ,8 0 0
4 ,5 4 8
5 ,1 9 0
T i e -d o w n F e e s
5 ,2 1 1
5 ,5 7 1
6 ,6 1 1
7 ,4 3 3
5 ,5 9 5
A g r i cu l t u r a l L e a s e s
4 ,6 3 8
4 ,6 3 8
4 ,9 2 9
4 ,6 0 0
2 ,3 0 0
0
0
0
0
0
$ 9 8 ,0 7 7
$ 1 0 4 ,7 0 9
$ 1 2 3 ,4 3 5
$ 1 5 2 ,8 4 2
$ 1 8 1 ,2 0 1
$ 1 1 7 ,6 5 8
$ 1 3 0 ,2 5 9
$ 1 4 4 ,8 5 8
$ 1 5 5 ,5 3 6
$ 1 5 7 ,3 5 5
1 2 ,3 6 4
1 6 ,8 4 3
1 7 ,8 9 0
2 0 ,2 1 9
1 9 ,0 1 0
M ot or P ool
0
3 ,7 2 2
4 ,1 6 8
3 ,9 7 6
9 ,0 4 3
As se t s
0
4 ,0 0 0
2 8 ,7 9 3
1 1 ,7 2 1
0
S u p p l ie s
3 ,3 1 1
3 ,2 3 0
3 ,6 6 0
3 ,4 6 9
7 ,3 6 8
M a in t en a n ce
2 ,6 8 9
2 ,7 3 7
2 ,4 7 4
4 ,3 6 2
2 ,2 2 9
Sundry
1 ,0 6 9
455
474
574
472
O p era ti n g E xp en ses
$ 1 3 7 ,0 9 1
$ 1 6 1 ,2 4 6
$ 2 0 2 ,3 1 7
$ 1 9 9 ,8 5 7
$ 1 9 5 ,4 7 7
O P ER A T IN G
I N C O M E /( L O S S )
( $ 3 9 ,0 1 4 )
( $ 5 6 ,5 3 7 )
( $ 7 8 ,8 8 2 )
( $ 4 7 ,0 1 5 )
( $ 1 4 ,2 7 6 )
Ga s Lease
O p era ti n g R ev en u es
OP ER ATIN G EXP EN S ES
P e r s on n e l S e r v i ce s
S e r v i ce s
Oper a t in g r even u es a t Den t on Air por t
include fu el s a les , h a n ga r leases,
gr ou n d lea ses, com m iss ion fees , a n d
ot h er in com e. As sh own on Tab le 6B ,
r even u es for t h e pa st t h r ee yea r s h a ve
fa llen sh or t of t ot a l expen dit u r es.
va r y in r a t es bet ween $0.05 to $0.15 per
s qu a r e foot p er yea r . Th e r a t es a r e
h igher for fa cilit ies wh ich h a ve a ccess t o
imp r oved fa cilit ies su ch a s p a vem en t
s t r en gt h s (a p r on a n d t a xiwa y) a n d
ut ilities. La n d lea ses a r e ba s ed on t h e
foot pr in t of t h e fa cilit y which is loca t ed
on t h e pa r cel.
Th e la r gest r even u e cent er by far for
t h e a ir por t is land leases. In fa ct , lan d
leas es t ot a l m or e t h a n 60 p er cen t of t h e
a ir por t ’s a n n u a l reven u e. Lan d lea ses
Th e n ext la r gest r evenu e cen t er is fu el
flowa ge fees . F u el flowa ge fees r a n ge
bet ween fou r per cen t a n d six p er cen t
per ga llon of t h e wh olesa le cost of fu el.
OP ERATING REVENUES
6-9
cen t er for t he a irport . The increa se in
op er a t in g expen ses ca n be dir ectly
a t t r ibut ed t o t h e increa se in p er son n el
cost s. Th e r em a in der of expen ses h a ve
held relat ively const an t.
Th e r a t e is based on fuel delivered t o
t h e op er a t or . Th e r a t es a r e lower for
t h ose oper a t or s wh ich own t h eir own
fu el fa r m . Th e h igh er r a t e is based on
bot h fu el flowage a n d r en t a l of t h e Cit yowned fuel ta nk s.
As is eviden t fr om t h e t a ble, t h e a ir por t
h a s n ot m a in t a in ed a p osit ive
oper a t ion a l in come over t h e la st five
year s. The existing revenu es do n ot
m eet opera tiona l costs. Th e a d dit ion of
t h e gas leas e in 2002, h owever , sh ou ld
a id t h e a irport in a ch ievin g a posit ive
oper a t ing in com e for F isca l Yea r 2003.
Th e a ir por t cu r r en t ly ch ar ges a
com m ission fee to airport opera tors.
Th is ch a r ge in clu d es a t en p er cen t
comm ission on a ir cr a ft t ie-d own fees
a n d s om e h a n ga r r en t a ls collect ed by
a ir por t bu sin ess es. Cit y-m a int a ined
t ie-down fees a r e $40 a n d $50 per
m on t h for sin gle en gin e a n d m u lt ien gin e a ir cr a ft on t h e n or t h r a m p , a n d
$30 a n d $40 p er m on t h for sin gle en gin e
a n d m u lt i-en gin e a ir cr a ft on t h e sou t h
ra m p.
F U TU RE CAS H F LOW
R e ve n u e s
Cu r r en t oper a t in g r even u es a ppea r t o
be a d equ a t e t o cover a ir por t op er a t in g
expenses.
Leases sh ould include
pr ovisions for t h e a d ju s t m en t of t h e
lease a m ou n t du e t o increa ses in t h e
con su m er price index (CPI) an d
pr oper t y valu es. The t ypica l review
per iod ra nges up t o five yea r s. Air por t
leas es d o h a ve a CP I a dju s t m en t a n d it
is r ecom m ended t ha t a ll new a nd/or
a pplica ble lea ses in clu de a r eview of t h e
CP I a nd p r oper t y valu e every t h r ee
year s s o t h a t necessa r y a dju st m en t s ca n
be ma de to lease r at es.
Th e airport a lso r eceives r even u es fr om
City-own ed h a n ga r s .
Th e a ir por t
cu r r en t ly ch a r ges $65 per m on t h for t h e
open T-h a n ga r facilit y. Ot h er r evenu es
include a gr icu ltu ra l an d gas leases.
Th e ga s lea se bega n in 2002, a llowin g
t h e explor a t ion a n d m in in g of n a t u ra l
ga s pr odu ct s in t h e ea s t er n a n d wes t er n
p or t ion s of t h e a ir port . It is a n t icipa t ed
t h a t t h e ga s lea se will provide $150,000
a n n u a lly.
OP ERATING EXP ENSES
Revenu es a r e a n t icip a t ed t o con t in u e t o
gr ow wit h a via t ion a ct ivit y. As m or e
a ir cr a ft ba se a t t h e a ir port , a ddit ion a l
r evenu es for h a n ga r r en t , t ie-d own s ,
a n d fu e l s a l e s w i ll i n cr e a s e
pr opor t ion a t ely. Revenu es will a lso be
bolst er ed by t r a n sien t a ir cr a ft a ct ivit y
t h a t increa ses fu el sa les a n d a via t ion
bu siness t h a t r esu lt s in com m ission
fees.
Gen er a lized oper a t in g exp en ses for
Den t on Airport inclu de per son n el
services, gen er a l ser vices, m ot or pool,
a sset s (equ ip m en t ), m a in t en a n ce, a n d
su n dr y. As in dicat ed in Tab le 6B ,
a ir por t oper a t in g expen dit u r es h a ve
increa sed over t he pr evious five year s.
P er son n el ser vices h a s been , an d will
con t in u e to be, th e single largest cost
6-10
P r oposed h a n gar developm en t inclu des
bot h execut ive a n d con ven t ion a l/
cor por a t e h a n ga r s .
Th es e h a n ga r s
cou ld h ou s e cor por a t e a ir cr a ft a nd/or
a ddit ion a l F BO-t yp e bu s in es ses . Th er e
is pot en t ia l t h a t a t lea s t on e a ddit ion a l
F BO/specia lt y oper a t or cou ld oper a t e a t
t h e a ir por t . Thu s, com m ission r eceipt s
cou ld double a n n u a lly, d ep en d en t upon
t h e n u m ber of n ew bu sin esses a t t r a ct ed
t o t h e a ir por t .
F u t u r e r evenu e pr oject ion s con sider ed
sligh t ly increa sin g cu r r en t fee ra t es for
exist in g h a n ga r a nd groun d leases.
Most of t h e h a n ga r s a t t h e a ir por t a r e
pr iva t ely-own ed wit h la n d lea ses pa id
t o t h e Cit y. I t is pla n n ed t h a t fu t u r e
h a n ga r con st r u ct ion will a lso be by
pr iva t e en t it ies, h owever , con sider a t ion
m a y be given for t h e Cit y t o develop
ha ngar s. N ew h a n ga r a n d gr ou n d
lea ses will n eed t o be es t a blish ed in
s u ch a m a n n e r t h a t t h e City will be a ble
t o a m or t ize its developm en t cost s over a
rea sona ble t ime period.
An ot h er im p or t a n t fa ct or t o con sider is
t h e pot en t ial u se of a vaila ble propert y
for indust rial/comm ercial uses. Th e
a ir por t ha s appr oxima tely 20 acres of
pr oper t y on t h e ea s t sid e a n d 50 acres of
pr oper t y on t h e west side a va ila ble for
in du st r ia l/com m er cia l uses. These u ses
cou ld inclu de wa r eh ou se spa ce, hot el,
ligh t m a n u fa ct u r in g, ga s st a t ion /
con ven ien ce st or e, et c. Th e a ir por t h a s
t h e opt ion of deve lopin g fu t u r e
in dust r ia l/com m er cia l sit es for leas e t o
individua l t en a n t s, or en t er in g in t o a
m a st er groun d lea se wit h a pr iva t e
developer wh o wou ld per for m t h e
n eces sa r y developm en t a n d offer bot h
sit es a n d bu ild in gs t o t en a nt s. Ma st er
gr ou n d lea ses offer a su bst a n t ia l
fin a n cia l a dva n t a ge t o a p r iva t e
developer a s t h er e a r e n o u p -fr on t
a cqu isit ion cost s a n d lea se pa ym en t s
a r e fu lly dedu ct ible for t a x pur poses,
wh er eas, own ed la n d ca n n ot be
depreciat ed. Th e cas h flow pr oject ion s
con sider ed t h e a ir port pr ovidin g a
m a st er gr ou n d lea se for pr iva t e
d e v e l op m e n t of t h e i n d u s t r ia l/
com m er cia l propert ies r eceivin g a la n d
lea se r a t e of $0.10 per squ a r e foot .
Sh ou ld t h e City decide to con st r u ct Th a n ga r fa cilit ies, for exa m ple, cost s ca n
gen er a lly equ a l $20,000 per u n it . Thu s,
a 10-u n it T-h a nga r cou ld cos t a s m u ch
a s $200,000 t o con st r u ct . S im ply t o
r et ir e t h e bon d debt ser vice for t h e
con st r u ct ion of a 10-u n it fa cilit y over a
15-year per iod a t a six percent inter est
r a t e, in dividu a l h a n ga r r a t es wou ld
n eed t o be a t lea st $185 per m on t h . Th is
does n ot in clu de t h e con st r u ct ion of
a ddit ion a l t a xila n e a cces s t o t h e
ha ngar s. T-h a n ga r ta xilan es, h owever ,
m a y be fu n ded a t 90 per cen t by TxDOT
(st a t e or federa l gra nt s-in-a id).
If t h e Cit y does n ot con s t r u ct t h e
pr oposed h a n ga r fa cilit ies, t h e Cit y’s
on ly ca pit a l cos t wou ld be 10 per cen t of
t h e t a x i la n e con s t r u ct i on (t h e
r em a in in g 90 p er cen t wou ld com e fr om
feder a l or st a t e gr a n t s ). Th e Cit y h a s
a llowed t h e developm en t of pr iva t elyown ed h a n ga r s in t h e pa st . P r iva t elyown ed fa cilities offer t h e Cit y
significan t sa vings.
6-11
Revenu e a n d expen se pr ojections h a ve
been m a de for t he en d of ea ch p la n n in g
h or izon . Thu s, ea ch p la n n in g h or izon
con sider s t h e fa cilit ies a n d ser vices
r equ ired t o meet dem an d requirem ent s.
Ca sh flow pr oject ion s in dica t e fu t u r e
r evenu es s h ou ld ris e a t a gr ea t er r a t e
t h a n expen ses . An a lysis p r esen t ed in
Table 6C in dicat es t h a t t h e Cit y sh ou ld
be ca pa ble of obt a in in g su fficien t
op er a t in g r even u es t o offset expenses.
TABLE 6C
A n n u a l A v e r a g e O p e r a t i n g R e v e n u e & E x p e n s e P r o je c t i o n s ( 2 0 0 2 $ )
D e n ton Airpo rt
P L A N N I N G H O R I ZO N
S H OR T TE R M
INTE RME D IATE
L ON G TE R M
OP ER ATIN G R EVEN UES
La n d Lea ses
$ 9 5 ,9 7 3
$ 2 1 0 ,3 2 0
$ 6 0 6 ,0 4 9
C o m m i s s i on F e e s
1 4 ,8 7 8
1 8 ,1 4 3
2 3 ,4 4 5
F u e l F l ow a g e F e e s
5 1 ,0 2 3
6 3 ,2 6 2
8 3 ,5 4 8
H a n g a r R en t s
7 ,9 9 8
1 5 ,1 9 1
3 5 ,7 7 3
T i e -d o w n F e e s
5 ,9 5 7
6 ,5 6 8
7 ,4 4 3
A g r i cu l t u r a l L e a s e s
1 ,3 0 2
490
154
1 5 5 ,7 3 9
1 6 9 ,0 1 1
1 8 7 ,6 7 3
$ 3 6 0 ,9 3 3
$ 4 8 2 ,9 8 4
$ 9 4 4 ,0 8 5
$ 2 0 4 ,5 0 2
$ 3 0 4 ,2 6 7
$ 5 1 2 ,3 1 4
2 1 ,1 0 9
2 4 ,8 2 5
3 0 ,5 9 4
9 ,8 6 8
1 1 ,3 0 0
1 3 ,4 5 2
1 2 ,7 9 0
1 4 ,6 4 7
1 7 ,4 3 5
S u p p l ie s
8 ,1 8 2
9 ,6 2 2
1 1 ,8 5 8
M a in t en a n ce
2 ,4 7 5
2 ,9 1 1
3 ,5 8 7
524
616
760
O p era ti n g E xp en ses
2 8 3 ,5 1 3
$ 3 6 8 ,1 8 9
$ 5 9 0 ,0 0 1
O P ER A T IN G
I N C O M E /( L O S S )
$ 7 7 ,4 2 0
$ 1 1 4 ,7 9 5
$ 3 5 4 ,0 8 4
Ga s Lease
O p era ti n g R ev en u es
OP ER ATIN G EXP EN S ES
P e r s on n e l S e r v i ce s
S e r v i ce s
M ot or P ool
As se t s
Sundry
cou ld be h igh er if t h e Cit y d evelops on a i r p or t i n d u s t r ia l /com m e r ci a l
pr oper t ies. It is likely th a t r evenu e
bonds would be n ecessa r y t o fu n d t h is
con s t r u ct ion .
Also, th e Cit y cou ld
expect
m a int en a n ce
costs
and
E xp e n s e s
F u t u r e expen ses cou ld va r y dep en din g
u pon t he City’s desire to develop,
oper a t e, a nd m a int a in a ddit ion a l
ha ngar s. Sim ilar ly, fu t u r e expenses
6-12
docu m en t .
Ra t h er , t h e a bilit y t o
cont inuously m on it or t h e exis t in g a n d
forecast sta tu s of airport a ctivity mu st
be pr ovided a nd m a int a ined. Th e issu es
u pon wh ich t h is m a st er pla n is ba sed
will rem a in valid for a n u m ber of year s.
Th e p rim a r y goa l is for t h e a ir por t t o
evolve in t o a fa cilit y t h a t will best ser ve
t h e air t ra nsport at ion n eeds of t h e
r egion a n d t o evolve in t o a selfs u pp or t in g econ om ic gen er a t or for t h e
Cit y of Den t on .
a dm in ist r a t ive cost s a ssocia t ed wit h
oper a t ing t h e fa cilit ies.
As t he a irpor t con t inu es t o grow,
a ddit ion a l em ployees m a y u lt im a t ely be
needed.
Mos t su cces sfu l gen er a l
a via t ion a ir port s h a ve a t lea st a fu llt im e a ir por t m a n a ger . Oft en t im es , t h e
a irport st a ff ca n in clu de u p t o t en
employees. Den t on Air por t ’s fu t u r e
st a ffin g r equ ir em en t s cou ld r ea ch six
over t h e lon g ter m . P ot en t ia l a ir por t
em ployees cou ld in clu de a fu ll-t im e
a ir p or t m a n a ger , a n oper a t ion s
m a n a ger , a fu ll/pa r t -t im e a dm in ist r a t ive ass ist a n t , an d u p t o t h r ee
m a in t en a n ce per sonn el. Consid er in g a
st a ff of t h is size, air por t per son n el
ser vice cost s wer e est im a t ed a t
a pp r oxima t ely $512,000 a n n u a lly.
Th e a ct u a l n eed for fa cilit ies is m ost
a ppr opr ia t ely est a blish ed by a ir por t
a ct ivit y levels ra t h er t h a n a specified
da t e. F or exa m ple, pr oject ion s h a ve
been m a de a s t o wh en a ddit ion a l
h a n ga r s m a y be needed at t he a irport .
In r ea lit y, h owever , th e t im e fra m e in
wh ich th e developmen t is needed m a y
be su bst a n t ia lly differ en t .
Act u a l
dem a n d m a y be slower t o develop t ha n
expect ed. On t h e oth er h a n d, h igh
levels of d em a n d m a y es t a blis h t h e n eed
t o a cceler a t e t h e developm en t on t h e
n or t h s id e of t h e a ir port . Alt h ough
every effor t h a s been m a de in t h is
m a s t e r p l a n n i n g p r oce s s t o
con ser va t ively est im a t e wh en fa cilit y
developm en t m a y be needed, a via t ion
d em a n d will dict a t e wh en fa cilit y
imp r ovemen t s n eed t o be dela yed or
a ccelera t ed.
It sh ou ld be n ot ed t h a t pr oposed ca pit a l
imp r ovemen t s m a y, a t t im es (especially
in t h e sh or t t er m ), exceed t h e Cit y’s
a bilit y t o fu n d fr om gen er a l fun ds.
Thu s, debt ser vice obliga t ion s will lik ely
con t in u e t h r ou gh t h e lon g ter m
pla n n in g h or izon . P r oject s wh ich m a y
r equ ir e bon d in g a n d su bsequ en t debt
ser vi ce exp en s e in clu de pr oject s
a ssociat ed wit h t h e ext en sion of
Ru n wa y 17-35 to 7,500 feet a nd t he
con st r u ct ion of t h e pa r a llel r u n wa y.
F u t u r e ca sh flow a n a lysis is pr esen t ed
in Tab le 6C.
Th e r ea l va lu e of a u sa ble m a st er pla n
is in k eeping t h e issu es a n d object ives
in t h e m in d s of t h e m a n a ger s a n d
d ecis ion -m a k er s so t h a t t h ey a r e bet t er
a ble t o r ecognize ch a n ge an d it s effect .
In a d dit ion t o a d ju s t m en t s in a via t ion
dema nd, decision s m a de a s t o wh en t o
u n d e r t a k e t h e i m p r ov e m e n t s
r ecom m en ded in t h is m a st er pla n will
impa ct t h e per iod t h a t t h e pla n r em a in s
S U MMAR Y
Th e b e s t m ea n s t o begin t h e
im plem en t a t ion of t h e r ecom m en da t ion s in t h is m a st er plan is to first
r ecogn ize t h a t pla n n in g is a con t in u ou s
pr ocess t h a t does n ot en d wit h
com plet ion a n d a ppr ova l of t h is
6-13
a ir por t in t er m s of a ir cr a ft op er a t ion s
a n d ba sed a ir cr a ft . An a lysis of a ir cr a ft
dem a nd is cr it ica l t o t h e t im in g a n d
n eed for n ew a irport fa cilit ies. Th e
in for m a t ion obt a in ed from con t in u a lly
m on it or in g a ir por t a ct ivit y will provide
t h e da t a n ecessa r y to deter m in e if t h e
developm en t sch edu le s h ould be
a ccelera t ed or decelera t ed.
valid. Th e for m a t u s ed in t h is pla n is
int en ded t o r edu ce t h e n eed for for m a l
a n d cost ly u pd a t es sim ply t o adjust t h e
t im in g. Upd a t in g ca n be d one by t h e
m a n a ger, t h er eby im pr ovin g t h e p la n ’s
effectiveness.
In su m m a r y, th e plan ning process
r equ ires t h e City of Den t on t o
con sist en t ly m on it or t h e p rogr es s of t h e
6-14
Appendix A
ENVIRONMENTAL EVALUATION
Ap p e n d i x A
E N VIR ON ME N TAL
EVALU ATION
D en t on Ai r p or t
An a lysis of t h e p ot en t ia l en vir on m en t a l im p a ct s of p rop os ed a ir por t d evelop m en t
pr oject s is a n im por t a n t com pon en t of t h e Airpor t Ma st er P la n pr ocess . Th e pr im a r y
pur pose of t h is s ection is t o evalu a t e t h e pr oposed developm en t pr ogr a m for Den t on
Air por t t o det er m in e wh et h er pr oposed developm en t a ct ion s cou ld in dividu a lly or
collect ively a ffect t h e qu a lit y of t h e en vir on m en t .
A m a jor com ponen t of t h is eva lu a t ion is coor din a t ion wit h a ppr opr ia t e feder a l, st a t e,
a n d loca l a gen cies t o iden t ify pot en t ia l en vir on m en t a l con cer n s t h a t sh ou ld be
con sider ed pr ior t o design 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 ent s a nd/or in for m a t ion r ega r d in g
t h e pr oposed a irport developm en t . Issu es of con cer n t h a t were ident ified a s p a r t of t h is
process a r e pr es en t ed in t h e followin g d iscu ssion . Let t er s r eceived fr om va r iou s
a gen cies a r e in clu ded a t t h e en d of t h is Appen dix.
An y m a jor im pr ovem en t s pla n n ed for Den t on Air port will r equ ir e com plia n ce wit h t h e
N ational E n viron m en tal Policy Act (N E PA) of 1969, a s a m en ded. F or pr oject s n ot
“ca t egorically exclud ed” u n der FAA Order 5050.4A, Airport E n viron m en tal H an d book ,
com plia n ce wit h NE P A is gen er a lly sa t 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 (EA). In ins t a n ces wh er e significa n t en viron m en t a l impa ct s a re expect ed,
a n E n vir on m en t a l Im pa ct St a t em en t (E IS) m a y be r equ ir ed. Wh ile t h is sect ion of t h e
Ma st er Pla n is not designed t o sat isfy NEP A’s requirem ent s for a n E A or E IS, it is
int en ded t o supply a pr elim ina ry r eview of environm ent a l issu es th a t would n eed to
be a n a lyzed in m or e det a il wit h in t h e N E P A pr ocess . Th is eva lu a t ion con sider s a ll
A-1
en vir on m en t a l ca t egories included in t he N EP A process as r equ ir ed by FA A Ord er
5050.4A, A irport E n viron m en tal H an d book .
P R O P O S ED D EVELO P MENT
As a r esu lt of t h e Airport Ma st er P lan a n a lysis, two air por t imp r ovemen t s h a ve been
r ecom m en ded for im p lem en t a t ion over t h e lon g r a n ge p la n n in g h or izon. These
im pr ovemen t s in clu de t h e following.
•
•
•
•
•
•
•
A 1,500-foot ext en sion of Ru n wa y 17-35 t o t h e n or t h .
Ru n wa y sa fet y ar ea (RSA) imp r ovemen t s a n d displa cem en t of Ru n wa y 35.
Rea lign m en t of Ta xiwa y A.
Const r u ct ion of a wes t sid e 5,000-foot pa r a llel r u n wa y.
Acquisition of a pproxima t ely 110 acres of lan d.
Closu r e a n d r em ova l of Ma sch Br a n ch Roa d.
Va r iou s lan dside impr ovemen ts in clu din g an expa n ded a pr on a r ea , in cr ea sed
h a n ga r fa cilit ies , con s t r u ct ion of a n ew t er m in a l bu ild in g, con s t r u ct ion of a n
a ir por t t r a ffic con t r ol t ower (ATCT), developm en t of a west side t er m in a l facilit y,
a n d west side com m er cial a n d in du st r ial developm en t .
EN VIRO N MENT AL CO N S EQ U EN CES - S P ECIFIC IMP ACT S
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 F AA Order 1050.1D, Policies
a n d Proced u res for Con sid ering En vironm ental Im pacts, a n d F AA Order 5050.4A,
Airport E n viron m en tal H an d book a s gu idelin es . Sever a l fa ct or s a r e con sider ed in a
for m a l environm ent al docum ent , such a s an E A or a n E I S, wh ich a r e n ot in clu ded in
a n en vir on m en t a l eva lu a t ion . Th ese fa ct or s in clu de det a ils r ega r din g t h e pr oject
loca t ion , h ist or ica l perspect ive, existing condit ions a t t he a irport , an d t he p u rp os e a n d
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 docu m en t a lso in clu des t h e r esolu t ion of issu es/im pa ct s
ident ified a s sign ifica n t du r in g t h e en vir on m en t a l pr ocess. Cons equ en t ly, th is
en vir on m en t a l eva lu a t ion on ly ident ifies pot en t ial en viron m en t a l issues a nd d oes n ot
addr ess m it iga t ion or t h e r esolut ion of en viron m en t a l im p a ct s . E a ch of t h e specific
im pa ct ca t egor ies ou t lin ed in F AA Order 5050.4A a re a ddressed.
N OIS E
Air cr a ft s ou n d em is sion s a r e oft en t h e m ost n ot icea ble environm en t a l effect a n a ir por t
will pr oduce on t h e su r r oun din g com m u n it y. If t he soun d is sufficient ly loud or
fr equ en t in occu r r en ce, it m a y in t 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.
A-2
To det er m ine t h e n oise-r elat ed imp a ct s t h a t t h e pr oposed developm en t cou ld h a ve on
t h e environm ent sur roun ding Dent on Airport , n ois e exp os u re p a t t er n s were a n a lyzed
for both exist in g a ir port a ct ivit y con d it ion s a n d p roject ed lon g ter m a ctivity conditions.
N ois e Co n to u r D e ve lo pm e n t
Th e ba sic met h odology em ployed t o 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 ccept ed by t h e F AA, E n vir on m en t a l P r ot ect ion Agen cy (E P A), a n d
Dep a r t m en t of Housing an d Ur ban Developmen t (HUD) as a n a ppr opr iat e m ea su r e 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 comp a t ibilit y, m ea n in g t h a t n oise levels below
65 DN L a r e consider ed com pa t ible wit h u n der lyin g 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 h e a ver a ge A-weight ed soun d level as m ea su r ed 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 . t o 7:00 a .m .). DN L 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 d ecrea ses a t a con st a n t r a t e in a ll dir ect ion s fr om a sou r ce, poin t s of equ a l
DN L n oise levels 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 lin es a r e t h en su per im posed on a m a p of t h e a ir por t a n d it s en viron s. It is
im p or t a n t t o r ecognize th a t a line d ra 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 sid e 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 n ot pr ecisely define n oise im pa cts. Never t h eless, 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 between t he a irport a nd a ny
s u rr ou n d in g developm en t ; (2) a ssess r ela t ive exp osu r e levels; (3) as sist in t h e
pr epa r a t ion of a ir por t en vir on s la n d u se p la n s ; a n d (4) p rovid e gu id a n ce in t h e
developm en t of la n d u se con t r ol devices, such a s zon in g or din a n ces, s u bdivision
regulat ions, an d building codes.
Th e noise cont our s for Den t on Airport h a 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
Cen t er of t h e U.S. Depa r t m en t of Tr a n sport a t ion a t Ca m br idge, 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 odels a ccept a ble for feder a lly-fu n ded
noise an alysis.
Th e I N M is a comp u t er m odel wh ich a ccou n t s for ea ch a ir cr a ft a lon g fligh t t r a cks
d u rin g a n a vera ge 24-hour period. These flight tra cks a r e cou pled with sepa 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 INM wh ich r ela t e t o n oise, dist a n ces, a n 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.
A-3
Com pu t er inpu t files for t he n oise an a lysis assu 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 irport a s identified on t h e Airport La yout Dr a win g.
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 iona 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. F or m ore deta iled inform at ion of th e aviat ion forecast s for
Denton Airport , refer t o Cha pter Two, Aviat ion Dema nd F orecast s.
TABLE A
Av i at io n F o re c a s t Su m m a r y
De n to n Airp ort
Ty p e o f Op e r a t io n
Curre n t
Lo n g Te rm
IT IN E R A N T O P E R AT IO N S
Single En gine P iston
20,300
38,500
Mu lt i-E n gin e P ist on
8,120
15,400
11,020
23,950
Bu sin ess J et
2,100
6,450
H elicopt er
4,060
7,700
45,600
92,000
Single En gine P iston
54,080
108,000
Mu lt i-E n gin e P ist on
13,520
27,000
Tot a l Loca l
67,600
135,000
113,200
227,000
Tu r bop rop
Tot a l I t in er a n t
L OC AL OP ER AT IO N S
Tot a l Oper a t ion s
Ot h er import an t inpu ts int o th e program include th e ru nwa y use percent ages a n d
per cen t a ge of day a nd n ight opera tions. Ba s ic 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 use p er cen t a ges con sider ed t h e pr edom in a n t wind pa tt ern s which su ggest
60 per cen t sout h er ly win ds, th u s favor in g Ru n wa y 17. Th e u lt im a t e n oise con t ou r
r eflect s t h e con st r u ct ion of t h e pr oposed 5,000-foot pa r a llel Ru n wa y 17R-35L. It wa s
a ssu m ed t h a t 6 0 p er cen t of t h e loca l, or “t ou ch -a n d-go”, tr a ffic u t ilized pa r a llel Ru n wa y
17R-35L. Th e exist in g r u n wa y wou ld be design ed t o a ccom m oda t e t h e m a jor it y of
large aircra ft opera tions.
A-4
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 0.413 squa re m iles, fu lly con t a in ed wit h in exist in g a ir por t pr oper t y a s
d ep ict ed on E xh ib it A.
TABLE B
Noise Contou r Inp ut D ata
De n ton Airport
E x i s ti n g R u n w a y
Ty p e o f Op e r a t io n
17L
35R
Sin gle/Mult i-En gine
60%
40%
H elicopt er
60%
40%
Tu r bopr op, Bus ines s J et
60%
40%
Sin gle/Mult i-En gine
35%
H elicopt er
Tu r bopr op, Bus ines s J et
P la n n e d P a ra lle l
Runw ay
17R
35 L
25%
20%
20%
35%
25%
20%
20%
45%
25%
15%
15%
C u r r en t
L on g Ter m
D a y a n d N i g h t Op e r a t io n P e r c e n t a g e
Op e r a t io n Ty p e
Day
N ig h t
I t in er a n t
95%
5%
Loca l
99%
1%
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
encompa sses a pp r oxim a t ely 0.666 s qu a r e m iles a s d ep ict ed on Exhibit B . The
p rim a r y r ea son for t h e in cr ea se is du e t o in cr ea sed u se of t h e a ir por t by cor por a t e
a ir cr a ft . Th e u ltim a t e 65 DN L con t ou r would ext en d beyond exist in g a ir port pr oper t y,
however, fut ur e plan ned lan d acquisition would include th ese ar eas.
COMP ATIB LE LAN D U S E
F eder a l Avia t ion Regu la t ion s (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 t h e n a m e indica t es, th ese a r e guidelines only; 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
a r e pu r ely loca l r esp on sibilit ies. Res u lt s of t h e n oise modelin g effor t s in dica t e t h a t t h e
A-5
65 DN L n ois e con t ou r is n ot exp ect ed t o ext en d beyon d a ir por t propert y; th erefore, lesst ha n-significa nt impa ct s a re a nt icipat ed.
S OCIAL IMP ACTS
Socia l im p a ct s kn own t o r es u lt fr om a ir por t im p r ovem en t pr oject s a r e oft en a ssociat ed
wit h th e relocat ion of residences or bu sinesses, or oth er comm un ity disru ptions.
Developm en t of t he pr oposed im pr ovemen t s will r equ ir e t h e a cqu isit ion of pr oper t y,
eith er in fee or t h r ough ea sem en t , t h a t is cu r r en t ly u n developed a n d r esid en t ia l in
n a t u r e t o t h e n or t h a n d u n developed gr a ssla n d t o t h e sou t h . Up t o five h om es will be
dir ectly a ffect ed by th e pr oject . For t h e pr oper t ies which will be pu r ch a sed in fee,
m it iga t ion will be a ch ieved t h r ou gh con for m a n ce with t h e Un iform R elocation
Assistan ce and R eal Property Acqu isition Policies Act of 1970 (U RARP AP A). FAA
Ord er 5050.4A p rovid es t h a t wh er e t h e r eloca t ion or pu r ch a se of a r esiden ce, business,
or fa r m la n d is in volved, t h e pr ovision s of t h e URARP AP A m u st be m et . The Act
r equ ires t h a t la n down er s, wh ose pr oper t y is t o be pu r ch a sed, be com pen sa t ed fa ir
m a r ket va lu e for t h eir pr oper t y.
In a ddit ion t o t h e pu r ch a se of pr oper t y, th e closu r e of Ma s ch Bra n ch Roa d will be
m it iga t ed t h r ou gh t h e con s t r u ct ion of a new r oa d system designed t o provide sim ila r
a ccess t o t h e pr oper t ies a ffected by a ir port developm en t . Cu r r en t ly, a n u m ber of
a lt er n a t ives a r e bein g eva lu a t ed for m it iga t ion .
Th e proposed developm ent a nd a ssocia t ed la n d a cqu isit ion , wit h m it iga t ion , a r e n ot
a n t icipa t ed t o d ivid e or dis ru p t a n est a blish ed com m u n it y, int er fer e wit h or der ly
p la n n ed developm en t , or cr ea t e a sh or t -t er m , a ppr eciable cha n ge in em ploymen t . The
la n d p roposed for a cqu isition (in fee or t h r ou gh ea sem en t ) is cu r r en t ly eith er open
gr a ssla n d or r esiden t ia l. Less-t h a n -sign ifica n t im pa ct s, wit h m it iga t ion a s described
a bove, a r e a n t icip a t ed wit h pr oject im plem en t a t ion .
IN D U CED S OCIOECON OMIC IMP ACTS
In du ced socioeconomic impacts addr ess th ose seconda ry impacts t o sur r oun din g
com m u n it ies r es u lt in g fr om t h e p rop os ed develop m en t , in clu d in g shifts in pa tt ern s of
popu la t ion m ovemen t a nd growth , public service dema nds, an d cha nges in bu siness
a n d econ om ic a ct ivit y t o t h e ext en t in flu en ced by t h e a ir port developm en t . Accor din g
t o FAA Ord er 5050.4A, “In du ced imp a ct s will n or m a lly n ot be significa n t except wh er e
t h er e a r e a lso sign ifica n t im pa ct s in ot h er ca t egor ies, especia lly n oise, la n d u se or
dir ect socia l im pa cts.”
Sign ifica n t sh ift s in pa t ter ns of p op u la t ion m ovem en t or gr owt h , or pu blic s er vice
dema nds a re n ot a nt icipated a s a resu lt of t he 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 im p a ct s for t h e com m u n it y over a period of yea r s. Th e a ir port , wit h
A-6
01MP02-A-2/28/03
LEGEND
65
M
JOHN CARRELL DR.
WESTCOURT RD.
SPARTAN DR.
R.
IRD D
WARB
LN.
NCA
O
.
R
RD AE
NCH
BRA
H
ASC
E DR.
SABR
JIM CHRISTAL RD.
FM 1515 AIRPORT RD.
Day/Night Sound Level (DNL) Noise Contours
SKYLANE
65
DR
YF
OR
K
CR
EEK
70
75
NORTH
0
1,000
2,000
SCALE IN FEET
Exhibit A
EXISTING NOISE EXPOSRE CONTOURS
01MP02-B-2/28/03
LEGEND
Airport Property Line
Ultimate Airport Property Line
Ultimate Pavement
Object Free Area (OFA)
Existing Runway Protection Zone (RPZ)
Ultimate Runway Protection Zone (RPZ)
Ultimate Easement
Building Restriction Line (BRL)
JOHN CARRELL DR.
WESTCOURT RD.
SPARTAN DR.
R.
IRD D
WARB
LN.
NCA
O
.
R
RD AE
NCH
BRA
H
ASC
E DR.
SABR
JIM CHRISTAL RD.
FM 1515 AIRPORT RD.
Lease Parcel
65
Day/Night Sound Level (DNL) Noise Contour
SKYLANE
65
M
70
75
70
DR
Y
FO
RK
CR
EEK
75
65
NORTH
0
1,000
2,000
SCALE IN FEET
Exhibit B
ULTIMATE NOISE EXPOSURE CONTOURS
01MP02-C-5/23/02
LAND USE
Yearly Day-Night Average Sound Level (DNL) in Decibels
Below
65
65-70
Residential, other than mobile
homes and transient lodgings
Y
N
Mobile home parks
Y
N
75-80
80-85
Over
85
N
N
N
N
N
N
N
N
N
N
N
70-75
RESIDENTIAL
Transient lodgings
1
1
1
1
N
1
Y
N
Schools
Y
N
N
N
N
N
Hospitals and nursing homes
Y
25
30
N
N
N
Churches, auditoriums, and
concert halls
Y
25
30
N
N
N
Government services
Y
Y
25
30
N
N
2
3
PUBLIC USE
1
1
Transportation
Y
Y
Y
Parking
Y
Y
Y
Y
Y
25
30
2
3
2
Y
Y
3
Y
Y
4
4
Y
4
N
COMMERCIAL USE
Offices, business and professional
Wholesale and retail-building materials,
hardware and farm equipment
Y
Y
Y
Retail trade-general
Y
Y
25
30
2
3
Utilities
Y
Y
Y
Communication
Y
Y
25
Manufacturing, general
Y
Y
Y
Photographic and optical
Y
Y
25
Agriculture (except livestock)
and forestry
Y
Y
Livestock farming and breeding
Y
Y
Mining and fishing, resource
production and extraction
Y
Y
Y
Y
Y
N
Y
Y
Y
30
N
Y
4
N
Y
4
N
N
N
N
N
N
MANUFACTURING AND
PRODUCTION
6
6
Y
Y
2
7
7
Y
3
30
Y
8
Y
4
N
Y
8
N
N
Y
8
N
N
N
Y
Y
Y
N
N
N
N
N
N
N
Y
N
N
N
N
Y
Y
Y
N
N
N
Y
Y
25
30
N
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
5
Y
5
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
01MP02-C-5/23/02
KEY
Y (Yes)
Land Use and related structures compatible without restrictions.
N (No)
Land Use and related structures are not compatible and should
be prohibited.
NLR
Noise Level Reduction (outdoor to indoor) to be achieved
through incorporation of noise attenuation into the design and
construction of the structure.
25, 30, 35
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.
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.
2
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.
3
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.
4
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.
5
Land use compatible provided special sound reinforcement systems are
installed.
6
Residential buildings require a NLR of 25.
7
Residential buildings require a NLR of 30.
8
Residential buildings not permitted.
Source: F.A.R. Part 150, Appendix A, Table 1.
Exhibit C (Continued)
LAND USE COMPATIBILITY GUIDELINES
expa n ded fa cilit ies a n d ser vices, would be expect ed t o a t t r a ct a ddit ion a l u ser s. It is
also expect ed t o en cou r a ge t ou r ism , indu 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
growth a n d expan sion 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 pr ima r ily posit ive in
n a t u r e.
AIR QU ALITY
The U.S. E n vir on m en t a l P rotect ion Agency (EP A) ha s a dopt ed air qu a lit y sta nda rds
t h a t specify th e m a ximu m per m issible short -ter m a nd long-ter m concent ra tions of
va r iou s a ir con t a m in a n t s . Th e N a t ion a l Am bien t Air Qu a lity Stan dar ds (NAAQS)
con sist of pr im a r y a n d secon da r y st a n da r ds for six crit er ia pollut a n t s wh ich inclu de:
Ozon e (O 3 ), Ca r bon Mon oxide (CO), S u lfu r Dioxide (SO x), Nit r ogen Oxide (NO x ),
P a r t icu la t e m a t t er (P M 10 ), a n d Lea d (P b).
P r im a r y a ir qu a lit y s t a n da r ds a r e est a blish ed a t levels t o pr ot ect t h e pu blic h ea lt h
fr om h a r m wit h a n a dequa t e ma rgin of sa fety. Seconda ry a ir qu a lit y s t a n da r d s wer e
est a blished to protect crops, veget a t ion, wildlife, visibilit y a n d clima te, as well as th e
a ffect s of a ir pollu t ion on m a t er ia ls, economic va lu es, a n d per sona l com for t a n d well
bein g. Secon da r y st a n da r ds a r e set a t levels n ecessa r y t o pr ot ect t h e pu blic hea lt h a n d
welfar e fr om a n y kn own or a n t icip a t ed a dver se a ffect s of a pollu t a n t . Air con t a m in a n t s
increa se t h e a ggr a va t ion a n d t h e pr odu ct ion of r espir a t or y a n d ca r diopu lm on a r y
diseases.
Th e a ir port is loca t ed in a n a r ea t h a t is in n on -a t t a in m en t for ozon e a n d in a t t a in m en t
for all oth er criter ial pollut an ts. Accordin g t o FAA Ord er 5050.4A, Airp ort
E n viron m ent al H an d book a n d FAA-AAE -97-03 Air Quality Procedu res for Civilian an d
M ilitary Airports, air qu ality an alysis will be r equ ir ed for t h e pr oject a s a ir por t
op er a t ion s a r e for ecas t t o exceed 180,000 a n n u a l oper a t ion s. At t h is t im e, fu r t h er
coor din a t ion wit h t h e Texa s Na t u r a l Resou r ce Con ser va t ion Comm ission (TN RCC) is
r equ ired t o d et er m in e t h e level of a n a lys is n eeded. Cor r espon den ce r eceived fr om t h e
TN RCC ind ica t ed t h a t a gener a l con for m ity det er m ina t ion m a y be needed if t h e pr oject
r esu lt s in a n in cr ea se of 50 t on s per yea r of nitr ous oxide (NO x) or Ozon e. Th e st a ff a t
TN RCC did n ot a n t icip a t e sign ifica n t lon g-t er m en vir on m en t a l im pa ct s fr om t h e
pr oposed pr oject a s long a s a pplica ble loca l, st a t e, a n d feder a l en viron m en t a l per m it s
a r e obt a in ed a n d r egu la t ions a r e followed. A copy of t h e lett er r eceived fr om TN RCC
is con t a in ed a t t h e en d of t h is Appen dix.
WATER QU ALITY
Wa t er qu a lit y con cer n s a ssociat ed with a irport expa n sion m ost oft en r elat e t o domest ic
sewa ge disposa l, in cr ea sed su r fa ce r u n off a n d soil er osion , a n d t h e s t or a ge a n d
h a n d lin g of fu el, pet r oleum , solven t s, et c. Con st r u ct ion of t h e pr oposed im pr ovemen t s
will r esu lt in a n in cr ea se in im per m ea ble su r fa ces a n d a r esu lt in g increa se in su r fa ce
A-7
r u n off fr om n ew lan dside fa cilit ies. Du r ing t h e con st r u ct ion ph a se, th e pr oposed
developm en t m a y result in sh ort -t erm impa ct s on wa t er qu a lit y, pa r t icu la r ly
su spen ded sedim en t s, during and sh or t ly a ft er pr ecipit a t ion even t s. Recom m en da t ion s
est a blished in F AA Advisor y Cir cu la 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
a n d S iltation Con trol sh ould be in corpora t ed in pr oject design sp ecifica t ions t o mit iga t e
pot en t ia l impacts. These sta n da r ds in clud e t em por a r y mea su r es t o con t r ol wat er
pollu t ion , soil er osion , a n d silt a t ion t h r ou gh t h e u se of fiber ma ts, gra vel, mu lches,
slope dra ins, an d oth er erosion cont rol measu res.
Spills, leak s, an d ot h er r eleases of h a za r d ou s su bs t a n ces in t o t h e loca l en vir on m en t a r e
oft en a con cer n a t a irport 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 . S tor m wa t er flowing over im per m ea ble sur fa ces m a y pick u p pet r oleum
p rod u ct r esidu es a n d, if n ot con t r olled, t r a n spor t t h em off-sit e. Th e m ost cr it ica l
con cer n would be spills or leak s of subst an ces th at could filter th rough t he soils an d
con t a m in a t e groun dwat er r esour ces. F edera l an d St a t e la ws an d r egu la t ion s h a ve
been est a blished t o sa fegua r d t h ese fa cilit ies a n d a ct ivities. These regula t ions in clude
st a nda rds for u n der gr ou n d st or a ge t a n k con s t r u ct ion m a t er ia ls , t h e in s t a lla t ion of leak
or spill detect ion devices, an d r egula t ion s for st or m wa t er disch a r ge.
In a ccor da n ce with Sect ion 402(p) of t h e Clean Water Act, as a dded by Sect ion 405 of
t h e Water Quality A ct of 1987, a N ational Pollution Discharge Elim ination S ystem
(NP DES) Gen er a l P er m it is r equ ir ed fr om t h e E n vir onm en t a l P r otect ion Agen cy.
N P DE S requ iremen t s a pply t o indu s t r ia l fa cilit ies, in clu din g a ir port s, a n d a ll
const ru ct ion pr oject s t ha t distu rb five or m ore a cres of lan d.
Wit h r ega r d t o con s t r u ct ion a ct ivit ies, Den t on Air por t 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 Intent 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 best m a n a gem en t pr a ct ices (BMP s) to redu ce er osion , m in im ize
s ed im en t a t ion , con t r ol non-storm wa t er d is ch 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 en t ia lly a ffect ed . BMP s a r e defin ed 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 ha t provide 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 st or m wa t er . The select ion of t h e pr a ct ices a t Den t on Airport sh ou ld be
ba sed on t h e sit e’s ch a r a ct er ist ics a n d focu s on t h ose ca t egories of er osion fa ct or s
wit h in t h e con t r a ct or ’s con t r ol in clu 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.
A per m it fr om t h e U.S . Depa r t m en t of t h e Ar m y, Cor ps of E n gin eers , issu ed u n der
Sect ion 404 of t h e Clean Water Act, m a y be r equ ir ed if dredge or fill m a t er ia l is t o be
disch a r ged in t o wa t er s of t h e Un it ed St a t es. P ot en t ia l wet la n ds a r e fou n d wit h in t h e
A-8
very sou t h er n por t ion s of a irport pr oper t y. Th ese pot en t ial wet lan ds will not be
dist u r bed by t h e pr oposed d evelopm en t . Wa t er s of t h e U .S . t h a t a r e con t a in ed wit h in
t h e pr oposed developm en t a r ea s in clud e H ickory Creek a n d Dr y F or k Cr eek. Of th ese
wa t er s of t h e U .S., Dr y F or k Cr eek will be dir ectly im pa ct ed by t h e pr oposed
developm en t du e t o t h e exten sion of Ru n wa y 17-35. Dry F or k Cr eek will n eed t o be
m odified to allow for t he impr ovemen ts of t h e n ew r u n wa y s a fet y a n d object free ar eas.
Du e t o t h e m odifica t ion s t o H a dley Cr eek, wh ich will be r equ ir ed for pr oject
im plem en t a t ion , fur th er coordina tion with th e U.S. Ar m y Cor ps of E n gineer s is n eeded
a nd a Sect ion 404 perm it will be requ ired.
I m pa ct s t o wa t er qu a lit y a r e a n t icip a t ed t o be less-t h a n -sign ifica n t a s lon g a s t h e
pr oper per m it s a r e obt a in ed a n d BMP s a r e in corpora t ed in t o cons t r u ct ion p r ogra m s.
D EP ARTME N T OF TR AN S P OR TATION , S ECTION 4(F ) LAN D S
P a r a gra ph 47e of FAA Order 5050.4A pr ovides t h e following.
(7)(a) “S ection 4(f) provides that the S ecretary shall not approve any program or
project w hich requires the use of any pu blicly-ow ned land from a pu blic park ,
recreation area, or w ild life and waterfow l refu ge of n ation al, state or local
sign ifican ce, or any land from a historic 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 no feasible and prudent alternative to the 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 .”
7(b) “...Wh en th ere is n o ph ysical t ak in g bu t th ere is th e possibility of u se of or
ad verse im pacts to S ection 4(f) lan d , th e FAA m u st d eterm in e if the activity
associated w ith th e proposal con flicts with or is com patible w ith th e norm al
activity associated w ith th is land . 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.”
A r eview of Sect ion 4(f) lan ds was condu ct ed an d it wa s det er m ined t h a t n o direct or
in dir ect impacts to an y Section 4(f) lan ds ar e an ticipated a s a r esult of pr oject
im plem en t a t ion . No Sect ion 4(f) la n ds will be a cqu ir ed for pr oject im plem en t a t ion a n d
n o Sect ion 4(f) la n ds a r e im pa ct ed by t h e 65 DNL n oise con t ou r .
HIS TOR ICAL, AR CH ITE CTU RAL, ARCH AEOLOGICAL AN D
CULTURAL RESOURCES
Th e Texa s H ist or ica l Com m ission 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 lt u r a l r esou r ces with in t h e pr oposed developm en t a r ea . In t h eir r espon se, inclu ded
a t t h e en d of t h is sect ion , th ey n oted t h a t h ist oric pr oper t ies exist n ea r t h e a ir por t . It
A-9
wa s r ecom m en ded t h a t t h ey be con su lted befor e a n y dem olit ion , con st r u ct ion , or
bu ildin g r en ovat ion s, as a n a r ch a eologica l su r vey m a y be n eeded t o det er m in e h ist or ic
pr oper t y eligibilit y.
Accor din g t o F AA’s E n viron m en tal H an d book , t h e a ir por t spon sor sh a ll con t a ct t h e
F AA for a d et er m in a t ion on wh et h er su ch a s u r vey is required for a pr oposed pr oject .
In r espon din g, t h e F AA will det er m ine wh et h er t h e St a t e H ist or ic P r eser vat ion Officer
(SH P O) h a s pr ovided a good r ea son for believing t h a t pr eviou sly un ident ified eligible,
h ist or ic, a r ch it ectu r a l, ar ch eologica l, or cu lt u r a l pr oper t ies a r e wit h in t h e a r ea of t h e
pr oposed pr oject . I t is r ecom m en ded t h a t t h e F AA follow t h e r equ est of t h e SH P O.
Sh ou ld a r ch a eologica l r esou r ces be en cou n t er ed du r in g a n y p r econ st r u ct ion or
con st r u ct ion a ct ivit ies, work sh a ll im m edia t ely cea se in t h e a r ea of d is cover y a n d t h e
S HP O be n ot ified im m edia t ely pu r su a n t t o 36 CF R 800.11. A st a t em en t t o t h is a ffect
sh ou ld be in clu ded in a n y con t r a ct u a l a gr eem en t for a ir por t con st r u ct ion .
B IOTIC COMMU N ITIE S AN D TH R EATE N E D AN D
EN D AN GE RED S P ECIE S OF F LOR A AN D F AU N A
As pa r t of t h is eva lu a t ion , th e U .S. F ish a n d Wildlife Ser vice (FWS) a n d t h e Texa s
Pa rks a n d Wildlife Depa r t m en t (TP WD) wer e con t a ct ed t o r equ est in for m a t ion
r ega r d in g pot en t ia l im pa ct s t o t hr eat ened or en da n ger ed s pecies or s pecies of special
con cer n .
Accor din g t o th e let t er from t h e F WS, a n u m ber of feder a lly-listed or pr oposed
t h r ea t en ed or en da n ger ed species a r e kn own t o occu r with in Denton Coun ty. These
species in clude t h e wh oopin g cra n e, ba ld ea gle, pipin g plover , m oun t a in plover , a n d
black-t a iled pr a ir ie dog. Pr elim in a r y field in vest iga t ion s det er m in ed t h a t t h e h a bit a t
n eeded for t hese species is n ot pr esen t a t or in clos e pr oxim it y t o t h e a irport ; t h er efor e,
n o impacts to th ese species ar e a n t icip a t ed . Cor r es pon d en ce fr om t h e TP WD in dica t ed
t h a t t h e a gen cy d id n ot h a ve a n y com m en t s r ega r din g t h e pr oposed pr oject .
WATE R S OF TH E U .S . IN CLU D IN G WE TLAN D S
N o wet la n d a r ea s wer e iden t ified on a irport pr oper t y an d on ly on e wet lan d a r ea wa s
ident ified in t h e vicinit y of a ir por t pr oper t y. Th is wetla n d is loca t ed n ea r t h e sout hea st
pr oper t y bou n da r y an d will n ot be impa ct ed by th e pr oposed developm en t .
Two wa t er s of t h e U.S. a r e fou n d on a irport property - Dry Fork Creek an d Hickory
Creek. Of t h es e t wo, Dr y F or k Creek will be directly impa ct ed by t h e pr oposed a ir por t
developm en t s a s discu ssed in t h e Wa t er Qu a lit y s ect ion . F u r t h er coord in a t ion wit h t h e
U.S. Ar m y Cor ps of En gineer s is required t o det er m in e t h e level of per m it t in g effor t s
n eeded a n d r equ ir ed m it iga t ion .
A-10
F LOOD P LAINS
On e h u n d red yea r flood pla in s a r e fou n d n or t h a n d sou t h of a ir por t pr oper t y a ccor din g
t o Flood Insu ra nce Rate Maps (FIRM) publish ed by t h e F ed er a l E m er gen cy
Ma n a gem en t Agen cy (F E MA). Th e floodpla in a ssocia t ed wit h Dr y Fork Creek will be
dir ectly impa ct ed by t he pr oject . Fu rt her coordin a t ion a t a loca l level is needed to
det er m in e t h e level of im pa ct a n d r equ ir ed m it iga t ion .
WILD AN D S C E N IC R IVE R S
Accor din g t o t h e Na t ion a l P a r k Ser vice’s list of Wild an d Scen ic River s, th er e a r e n o
wild or scen ic r iver s loca t ed wit h in t h e vicinit y of t h e pr oposed d evelopm en t . No
imp a ct s t o wild an d scen ic r iver s a r e a n t icipa t ed a s a r esu lt of a irport developm en t .
F AR MLAN D
Th e Farm land Protection Policy Act (F P P A) a u t h or izes t h e Dep a r t m en t of Agr icu lt u r e
t o develop crit er ia for iden t ifying t h e effects of feder a l pr ogra m s on t h e con ver sion of
fa r m la n d t o nona gricult ur a l uses. Fa rm lan d protect ed by t h e F P P A is classified a s
eith er u n iqu e far m la n d, pr im e fa r m la n d (wh ich is n ot a lr ea dy com m it t ed t o u r ba n
developm en t or wa t er st or a ge), or fa r m la n d wh ich is of st a t e or loca l import a n ce (a s
det er m ined by th e a ppr opr iat e govern m en t a gen cy a n d t h e Secr et a r y of Agricu ltu r e).
Accor din g t o F AA Order 5050.4A, feder a l agen cies a r e directed t o u se t h e developed
cr it er ia to: (1) ident ify poten tia l adverse im p a ct s on t h e pr eser vat ion of fa r m lan d; (2)
con sider a lter n a t ive a ct ion s wh ich cou ld lessen a dvers e effect s; a n d (3) wh er ever
possible, en su r e t h e pr oject is com pa t ible wit h st a t e, loca l, or pr iva t e p rogr a m s a n d
policies t o protect fa rm lan d.
Dir ect im pa ct s t o fa r m la n d a r e t h ose wh ich per m a n en t ly r em ove t h e pr oper t y fr om
even t h e p ot en t ia l for a gr icu lt u r a l pr odu ct ion . Dir ect imp a ct s a r e pr ima r ily con sider ed
t o occu r ben ea t h pa ved su r fa ces; in t h is ca se, t h e r u n wa y a n d t a xiwa ys . I n dir ect
im pa ct s on fa r m la n d occu r in t h ose a r ea s n ot bein g dir ect ly convert ed, bu t wh ich would
no longer be ca pa ble of being fa rm ed beca use a ccess would be rest rict ed.
La n d with in t he st udy a rea is par t ially-fa rm ed an d a m a jor it y of t h e s oils a r e clas sified
a s pr im e fa r m la n d. Dir ect im pa ct s t o t h e pr im e fa r m la n d will r esu lt fr om t h e p la n n ed
westside imp r ovemen t s a n d fr om t h e ext en s ion of Ru n wa y 17-35; h owever, th e F P P A
will not apply as th e propert y was pu rcha sed prior t o August 6, 1984, for t h e pu r poses
of bein g con ver t ed t o n on -fa r m u ses. Less-t h a n -sign ifica n t im pa ct s t o fa r m la n d will
occu r wit h im plem en t a t ion of t h e pr oposed pr oject .
A-11
EN ER GY S U P P LY
AND NATURAL RESOURCES
An increa se in en er gy dema n d is a n t icipa t ed a s a r esu lt of t h e pr oposed developm en t ,
h owever th is increa se is n ot exp ect ed t o be la r ge en ou gh t o h a ve a dr a m a t ic a ffect on
exist in g energy production facilities or en ergy resour ce supplies. In a ddit ion t o electr ic
dema nd, expend itu r es of m a n p ower , fu el, ch em ica ls , wa t er , a n d ot h er for m s of en er gy
will be n ecessa r y t o con s t r u ct t h e imp r ovemen t s a n d t o pr ovide for m a int en a n ce a n d
oper a t ion of t h e fa cilit ies . I m pa ct s t o en er gy s u pp lies a n d n a t u r a l r es ou r ces fr om t h e
pr oposed pr oject a r e n ot exp ect ed t o be sign ifica n t .
LIGHT E MISS ION S
A va r iet y of light in g a ids a r e a va ila ble a t Den t on Air port t o fa cilit a t e a irport
iden t ifica t ion , a p pr oa ch es , a n d la n d in gs, bot h a t n ight a n d du r ing a dvers e wea t h er
con dit ion s. Im plem ent a t ion of t he pr oposed pr oject wou ld r equ ir e t h e r eloca t ion of
light in g a lon g Ru n wa y 17L-35R a n d t h e in st a lla t ion of ligh t in g for t h e pr oposed
Ru n wa y 17R-35L. Increa sed lan dside light ing is also a n t icip a t ed du e t o t h e
developm en t t h a t will occu r . The im pa ct of t h e in cr ea sed ligh t in g on t h e ea st side of
t h e a ir port will be les s t h a n t h e im pa ct of light in g on t h e west side a s t h e ea st side is
cu r r en t ly developed. Th e im pa ct of a ddit ion a l a ir side a n d la n dside ligh t in g on th e west
side of t h e a ir por t is a n t icipat ed to be less-t ha n-significa nt a nd t he la ndside
developm en t will help to bu ffer t h e a ddit ion a l ligh t in g r equ ir ed for pr oposed Ru n wa y
17R-35L. Less-t h a n -significa n t ligh t ing im pa ct s a r e a n t icipa t ed with pr oject
im plem en t a t ion .
S OLID WAS TE IMP ACT
In cr ea ses in t h e a m ou n t of s olid wa s t e gen er a t ed by t h e a ir por t a r e exp ect 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 t h e a via t ion in du str y. These
increa ses a r e n ot expect ed t o pla ce a n u n du e bu r den on t h e exist in g la n dfill th a t
a ccept s a irport wa st e.
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 irport . These im pa ct s pr ima r ily r elat e t o n oise res u lt in g fr om h ea vy
con st r u ct ion equ ipm en t , fugitive dust em ission s r esu lt in g fr om con st r u ct ion a ct ivit ies,
a n d pot en t ia l im pa ct s on wa t er qu a lit y fr om r u n off a n d soil er osion fr om exposed
sur faces.
A t em por a r y incr ea se in pa r t icu la t e em ission s a n d fu git ive du st m a y r esu lt fr om
con st r u ct ion a ct ivit ies. Th e u se of t em por a r y dirt a ccess r oa ds would increa se t h e
A-12
gen er a t ion of pa r t icu la t es. Du st con t r ol m ea su r es, su ch a s wa t er ing 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 exposed s oil 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 es t r ict ed t o t h e const ru ction site a nd est ablished r oadwa 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 will be in cor por a t ed in t o a ll pr oject specifica t ion s. 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 n d sedim en t a t ion a n d pr even t d egr a d a t ion of off-a ir por t s u rfa ce wa t er qu a lit y.
Aft er con st r u ct ion is com plete, slopes a n d den u ded a r ea s sh ou ld be r eseeded t o a id in
th e vegeta tion pr ocess.
Th e design a n d con st r u ct ion of t h e r ecom m en ded pla n will n eed t o incor pora t e BMP s
t o r ed u ce er os ion , m inim ize sedim en t a t ion , an d con t r ol non-storm wa t er disch a r ges, in
or der t o p rot ect t h e qu a lit y of s u rfa ce wa t er fea t u r es on a n d off t h e a ir por t .
C O N C LU S IO N
Ba sed on a r eview of cor r esponden ce provided by stat e an d federa l agencies an d
va r iou s support ing inform a t ion, pot ent ial environm ent a l issu es an d con sider a t ion s
a n t icipa t ed a s a r esu lt of t h e developm en t a n d oper a t ion of t h e Den t on Air por t a r e
con t a in ed in Table C.
A-13
T AB L E C
S u m m a r y o f E n v ir o n m e n t a l C o n s e q u e n c e s
Ca te g o ri e s
Po te ntial I mpac ts
Noise
N on e
Compa tible Lan d Use
Les s-t h a n -sign ifica n t
S ocia l I m pa ct s
Less-t h a n -sign ifica n t wit h m it iga t ion
Socioecon omic
Les s-t h a n -sign ifica n t
Air Qu a lity
Ma y be sign ifican t , req u ir e fur t h er coordin a t ion wit h t h e
TNRCC.
Wa t er Qu a lit y
Ma y be sign ifica n t , r equ ir e fu r t h er coor din a t ion du e t o t h e
potential for impacts to Dry Fork Creek.
Sect ion 4(f)
N on e
His toric/Cu ltu ra l Resour ces
Un det er m in ed , a n t icipa t ed t o be less-t h a n -sign ifica n t .
Biotic Com m u n ities
Les s-t h a n -sign ifica n t
P rotected Species
N on e
Wetlands a nd Wat ers of th e U.S.
Ma y be sign ifica n t , r equ ir e fu r t h er coor din a t ion du e t o t h e
potential for impacts to Dry Fork Creek.
F lood pla in s
Ma y be sign ifica n t , r equ ir e fu r t h er coor din a t ion du e t o t h e
impacts associated with Dry Fork Creek.
Coa st a l Zon e Ma n a gemen t
N on e
Coa st a l Bar rier s
N on e
Wild an d Scenic Rivers
N on e
F a r m la n d
Les s-t h a n -sign ifica n t
E n ergy Su pply/Na tu ra l Resour ces
Les s-t h a n -sign ifica n t
Ligh t E m is sion s
Les s-t h a n -sign ifica n t
Solid Wa st e I m pa ct
Les s-t h a n -sign ifica n t
Con st r u ct ion
Less-t h a n -sign ifica n t wit h m it iga t ion
A-14
Appendix B
ECONOMIC BENEFIT ANALYSIS
ECONOMIC BENEFIT ANALYSIS
EXECUTIVE SUMMARY
This report presents estimates of the
economic benefits of Denton Airport on the
economy of the airport service area,
primarily the City of Denton and Denton
County, Texas.
The airport is located entirely within the city
limits of Denton, some 30 miles north of the
Dallas/Fort Worth Metroplex.
Denton Airport
in the nation, compared to approximately 565
served by scheduled airlines.
The presence of an airport creates benefits for a
community in other ways. Airports bring
essential services, including enhanced medical
care (such as air ambulance service), support for
law enforcement and fire control, and courier
delivery of mail and high value parcels. These
services raise the quality of life for residents and
maintain a competitive environment for
economic development.
MEASURING ECONOMIC BENEFITS
There are 225 based aircraft on the airport,
including 154 single engine planes, 42 multiengine aircraft, 22 turboprops, 4 jets and 3
rotary craft.
An airport serves as a gateway that
welcomes commerce and visitors into a
region and provides access for the citizens
and businesses of the region to travel
outward to the economy at large.
It has been noted by transportation planners
that construction of one mile of roadway
allows travelers to go one mile, but
construction of one mile of airport runway
allows access to and from the world.
As a transportation center, an airport moves
travelers and cargo with shorter time to
destination than other modes of transport.
General aviation airports provide a way for
business travelers to reach destinations
without the delays and uncertainty of today’s
airline flights.
Moreover, general aviation air travel
provides access to more than 5,300 airports
Although qualitative advantages created by the
presence of an airport are important, they are
also difficult to measure. In studying airport
benefits, regional analysts have emphasized
indicators of economic activity for airports that
can be quantified, such as dollar value of output,
number of jobs created, and earnings of workers
and proprietors of businesses.
Denton Airport is a source of economic output
(the production of aviation services) that creates
employment and earnings for workers on the
airport. Business spending on the airport injects
revenues into the community when firms buy
products from suppliers and again when
employees of the airport spend for household
goods and services.
In addition, visitors who arrive by air at the
airport create demand for off-airport goods and
services, such as lodging and retailing. General
aviation visitors typically have greater
expenditures as compared to those using other
modes of travel. This spending produces
revenues for firms in the hospitality sector as
well as employment and earnings for workers.
B-1
Benefit Measures
aviation flyers that used the airport during the
study period.
The quantitative measures of economic
benefits of the Denton Airport are each
described below.
Benefit Sources
Output is the value in dollars of the
production of goods and services by
businesses. Output is equivalent to revenue
or spending or sales.
Economic benefits (output, employment and
earnings) are created when economic activity
takes place both on and off the airport. The
economic benefits of Denton Airport by type
and location are shown in Table 1.
From the perspective of the business that is
the supplier of goods and services, the dollar
value of output is equal to the revenues
received by that producer. From the
viewpoint of the consumer, the dollar value
of the output is equal to the amount that the
consumer spent to purchase those goods and
services from the business.
The total benefits of the airport, the sum of the
direct benefits and the indirect benefits, which
result as dollars recirculate in the regional
economy, were calculated to be:
Earnings is a second benefit measure, made
up of two components: (a) employee
compensation is the dollar value of payments
received by workers (as wages and benefits)
and (b) proprietor’s income is received by
those who are self employed and have their
own business.
• 250 Total Employment
Employment is the third benefit measured,
the number of jobs supported by the
revenues created by the presence of Denton
Airport.
To measure the economic benefits of an
airport,
information
on
revenues,
employment and earnings is obtained
directly from suppliers and users of aviation
services to tabulate the economic activity
created by the presence of the airport. Data
collection involves interviews and surveys of
on-airport employers including private sector
firms and government agencies and airport
administrative staff. Visitor activity can be
assessed by reviewing records on general
• $30.8 Million Revenues
• $7.2 Million Earnings
On-Airport Direct Benefits
Operations on Denton Airport supported a total
of ten businesses and employers including FBO
services, charter, aircraft rental, aircraft sales
and leasing, pilot training, avionics,
maintenance, repair, storage, and air taxi and
cargo service as well as City of Denton
administrative services.
Including the revenues and employment created
by outlays for airport capital projects, these
economic units were responsible for on-airport
benefits of:
• $18.7 Million Revenues
• $3.8 Million Earnings
• 116 On-Airport Jobs
B-2
Air Visitor Direct Benefits
An additional source of aviation-related
spending comes from visitors to the area that
arrive at Denton Airport. When air travelers
make off-airport expenditures these outlays
create revenues (sales) for firms that supply
goods and services to visitors. During a
typical year, there are more than 13,000
general aviation air travelers that arrive at
the airport by private, corporate, or chartered
aircraft.
Visitors traveling for business or personal
reasons spend for lodging, food and drink,
entertainment, retail goods and services, and
ground transportation including auto rental
and taxis, creating annual airport service area
output, employment and earnings of:
• $2.2 Million Revenues
• $.884 Million Earnings
Combined revenue flows for businesses and
employers on and off the airport sum to a value
of $20.9 million.
The airport presence created benefits to workers
by providing income and earnings within the
region of $4.7 million representing the payment
for the labor component of airport economic
activity. There were 176 jobs created directly
by the suppliers and users of aviation services.
Jobs were approximately evenly divided in
number on and off the airport.
Indirect Benefits (Multiplier Effects)
Indirect benefits (multiplier effects) are created
when the initial spending by airport employers
or visitors circulates and recycles through the
economy. In contrast to initial or direct
benefits, the indirect benefits measure the
magnitude of successive rounds of respending
as dollars are spent by those who work for or
sell products to airport employers or the
hospitality sector.
• 60 Off-Airport Jobs
Combined Direct Benefits
The combined direct benefits represent the
sum of on-airport and off-airport (visitor)
revenues, earnings and employment due to
the presence of the airport.
Direct benefits are the “first round” impacts
and do not include any multiplier effects of
secondary spending. The direct benefits of
on-airport and off-airport economic activity
related to Denton Airport were:
• $20.9 Million Revenues
• $4.7 Million Earnings
For example, when an aircraft mechanic’s
wages are spent to purchase food, housing,
clothing, and medical services, these dollars
create more jobs and income in the general
economy of the region through multiplier
effects of respending.
The initial direct revenue stream in the service
area of $20.9 million created by the presence of
Denton Airport was estimated to stimulate
indirect benefits from multiplier effects within
the airport service area of:
• $9.9 Million Revenues
• $2.5 Million Earnings
• 74 Jobs
• 176 Jobs
B-3
TABLE 1
Summary of Economic Benefits
Denton Airport
BENEFIT MEASURES
Source
On-Airport Benefits
Revenues
Earnings
Employment
$18,653,000
$3,800,000
116
2,202,000
884,000
60
Direct Benefits:
Sum of On-airport &
Air Visitor Benefits
20,855,000
4,684,000
176
Indirect Benefits
(Multiplier Effects of
Secondary Spending)
9,912,000
2,517,000
74
TOTAL BENEFITS
$30,767,000
FBO Services
Airport Businesses
Capital Projects
Airport Administration
Air Visitor Benefits
Lodging
Food/Drink
Retail Goods/Services
Ground Transport
Entertainment
$7,201,000
B-4
250
ON-AIRPORT BENEFITS
This section provides more detail on the
economic benefits associated with activity
on site at Denton Airport.
The Denton Airport is located within the city
limits of Denton and the City of Denton
provides administration for the airport. The
operating budget for 2001 was approved as
$382,000.
Capital Projects
Table 2 illustrates the annualized
employment, earnings and value of output
(revenues) produced by airport tenants at
mid-year 2002. Values shown for revenues,
employment and earnings are the direct
benefits and do not include multiplier effects
of indirect benefits.
Capital projects are vital for airports to maintain
safety and provide for growth. Capital spending
for airport improvements also creates jobs and
injects dollars into the local economy. Because
capital improvement spending varies from year
to year, a three year average was used to
measure capital spending.
On-Airport Output
On-airport aviation activity created annual
output of $18.0 million (not including capital
projects). There were sixteen employers on
the airport at mid-year 2002.
Economic activities on the airport include
services to the public such as flight training
for those interested in learning to fly and
aircraft charter for business or personal
travel. Other on-site businesses offer air
package and cargo services for government
and private users.
Aviation businesses at Denton Airport offer
full FBO services for the aviation
community including aircraft rental,
maintenance, avionics, aircraft fueling, and
refurbishing and modification.
The airport is a locus for sales and leasing
operations serving the entire regional
economy. Aircraft sales, leasing, exchange,
and fractional ownership arrangements are
provided for various categories including
sophisticated turbine aircraft suitable for
executive and business applications.
During the most recent three year period, an
annual average of $700,000 was invested in
capital improvements at Denton Airport by both
private and City of Denton sources. Projects
ranged from outlays for construction and
maintenance on buildings and hangars to
fencing and lighting. Ground was broken
recently for a $1.1 million tower construction
project.
Employment and Earnings
Surveys and interviews with on-airport
employers provided a tally of 110 jobs on the
airport.
These employees on the airport
brought home annual earnings of $3.6 million.
Adding an annual average of 6 capital project
workers, the employment on the airport was 116
workers in 2002 and earnings of $3.8 million.
Summary of On-Airport Benefits
On-airport activity created $18.7 million in
value of output. This activity supported
employment of 116 workers on the airport, with
over 95% of these jobs in the private sector.
B-5
TABLE 2
On-Airport Benefits: Revenues, Earnings and Employment
Denton Airport
BENEFIT MEASURES
Sources of On-Airport Benefits
Private Firms & Government Agencies
Revenues
Earnings
Employment
$17,953,000
$3,556,000
110
244,000
6
FBO Services & Fueling
Avionics & Maintenance
Aircraft Sales & Leasing
Aircraft Charter
Air Taxi Services
Avionics & Maintenance
Aircraft Storage
Pilot Training & Supplies
Aviation Museum
Air Cargo Services
City of Denton
Capital Projects
700,000
Private Hangars
Private Buildings
Maintenance & Improvements
Lighting & Paving
Grounds
ON-AIRPORT BENEFITS
$18,653,000
Source: Survey of airport employers & Denton Airport, 2002
B-6
$3,800,000
116
In this sample for the spring of 2002, the most
frequent source of itinerant flights arriving at
Denton Airport was Love Field in Dallas. Second
in importance was San Antonio, followed by
Amarillo, Hot Springs, and Houston rounding out
the top five (Table 3). Overall, general aviation
aircraft arriving at DTO during the study period
originated at nearly 300 airports around the nation.
AIR VISITOR BENEFITS
Denton Airport attracts general aviation visitors
from throughout the region and the nation who
come to the area for business, recreational and
personal travel. This section provides detail on
economic benefits from general aviation air
travelers who use the airport. Values shown for
spending (revenues), employment and earnings are
direct benefits of initial visitor outlays and do not
include multiplier effects of indirect benefits.
According to the most recently available data, there
are an estimated 45,000 itinerant general aviation
operations annually at Denton Airport. Operations
involve both arrivals and departures. It is necessary
to differentiate between itinerant operations by
based and transient aircraft. An itinerant operation
typically involves an origination or destination
airport other than DTO. However, both based and
non-based aircraft contribute to itinerant activity in
any given day. When a based aircraft returns to
DTO from AUS (Austin), for example, that is an
itinerant operation. When an aircraft based at an
airport other than Denton arrives at DTO that
aircraft is classified as a transient.
In order to analyze general aviation traffic patterns
at the airport, a data base of 600 general aviation
flight plans involving DTO as either destination or
origin for travel was obtained from the FAA.
TABLE 3
GA Aircraft Origination By Airport
Denton Airport
Airport
DAL
SAT
AMA
HOT
HOU
AUS
FSM
LBB
DTS
RBD
ABI
ADS
SEA
SHV
Location
Love Field/Dallas
San Antonio
Amarillo
Hot Springs
Houston
Austin
Fort Smith
Lubbock
Fort Walton Beach
Redbird/Dallas
Abilene
Addison
Seattle
Shreveport
State
TX
TX
TX
AR
TX
TX
AR
TX
FL
TX
TX
TX
WA
LA
There were an estimated 9,000 transient aircraft
arrivals at Denton Airport in 2001. Of these, 2,025
aircraft were parked overnight and 6,975 were one
day visitors. To compute economic benefits based
on visitor spending, one day aircraft were separated
into those staying less than 2 hours and 2 hours or
more. There were 2,999 general aviation aircraft
that stayed on the ground 2 hours or more during
the year (Table 4).
Separate analyses were conducted for those GA
visitors with an overnight stay and those whose
visit was one day or less in duration. Visitor
spending estimates were computed only for those
aircraft staying 2 hours or longer at DTO, reflecting
the fact that many aircraft stop only for fuel or for
some other short term purpose and do not spend for
food, retail shopping, or ground transportation.
Source: Flight Plan Data Base, FAA, Spring 2002
B-7
crew that stayed overnight in the Denton area.
Combined visitor days for passengers and crew
summed to 12,918. Visitor days for passengers
summed to 10,692 and for crew were 2,226.
Average spending per aircraft was computed as
$928, including all outlays for all travelers and crew
members. Total spending by all GA visitors
including passengers and crew summed to
$1,879,200 for the year.
TABLE 4
General Aviation Transient Aircraft
Denton Airport
Item
Annual Value
Itinerant AC Arrivals
22,500
Transient AC Arrivals
9,000
Overnight Transient AC
2,025
One Day Transient AC
6,975
TABLE 5
General Aviation Overnight Visitors
Denton Airport
Source: Derived from FAA Flight Plan Data
Base and DTO Records
Item
Transient AC Arrivals
Overnight GA Visitors
Overnight Transient AC
The travel patterns underlying the calculation of
overnight GA visitor economic benefits are shown
in Table 5. There were an estimated 2,025 transient
overnight aircraft. The average party size was 2.4
persons, not including crew members.
(At this time, the FAA does not release information
on number of passengers on individual aircraft in
the flight plan data base. Under the assumption that
one fourth of aircraft were business turboprops or
otherwise large enough to require a crew, figures
from the National Business Aviation Association
show that the number of passengers on business
aircraft averages 3.5 over all sizes of firms. If
aircraft without crew average 2.0 persons, the
weighted average of 3.5 and 2.0 is 2.4, the average
party size used in this study.)
Annual Value
22,500
2,025
Avg. Party Size
2.4
Avg. Crew Size (If Crew)
2.0
Number of Visitors
4,860
Number of Crew (25%)
1,012
2.2
Average Stay (nights)
Visitor Days
Spending per Aircraft
Total Expenditures
12,918
$928
$1,879,200
Source: FAA and National Business Aviation
Association, 2002
Detail on estimated spending per overnight aircraft
is shown in Table 6. Expenditures by category are
based on figures provided for this study by
Runzheimer International for visitors to Denton,
Texas, in 2002. The largest category for outlays is
lodging at $321 per aircraft travel party.
The average stay for overnight visitors was 2.2
nights. This figure was derived from arrival and
departure information listed by tail number for
DTO. If crew accompanied the passengers and
stayed overnight, their length of stay was the same
duration. In all, there were 4,860 visitors and 1,012
B-8
It was estimated that 80 percent of visitors stayed in
paid lodging. The remaining 20 percent stayed with
friends or relatives or in some other type of
accommodation. Lodging per person per day
averaged $61. Lodging accounted for 34 percent of
each visitor dollar.
one day. Some were only on the ground for a few
minutes while others were parked several hours
while the travel party had their aircraft serviced,
pursued a personal activity or conducted business.
The economic benefits from arriving aircraft travel
parties are of two types. Those pilots or aircraft
owners that buy fuel or have their aircraft serviced
on the airport are making purchases which
contribute to the revenue stream received by
aviation businesses on the airport. That type of
spending creates output, employment, and earning
on the airport. Those economic benefits are shown
above in Table 2 as on-airport benefits.
TABLE 6
Spending Per Overnight GA Aircraft
Denton Airport
Category
Spending
Percent
$321
34
Food/Drink
295
32
Retail
129
14
Entertainment
100
11
Item
Transportation
83
19
Transient AC Arrivals
22,500
$928
100
One Day Transient AC
6,975
Stay >/= 2 Hours
2,999
Lodging
TOTAL
TABLE 7
General Aviation Day Visitors
Denton Airport
Note: Expenditures per aircraft are adjusted to
include aircraft with overnight crew expenses.
Source: Expenditures for Denton visitors from
Runzheimer International, 2002.
Food and drink per aircraft was $295 for the visitors
and aircraft crew in the travel party during their stay
in the area. Retail and entertainment were both
$100 or more per aircraft, while transportation was
$83.
Annual Value
Average Stay (Hours)
4.3
Avg. Party Size
2.4
Number of GA Visitors
7,198
Spending per Aircraft
$108
Total Expenditures
$324,000
Source: Source: Derived from FAA Flight Plan
Data Base and DTO Records
Day Visitors
According to flight operations records thirty one
percent of itinerant general aviation aircraft arriving
at Denton Airport were transients that stayed on the
airport for one day or less. During the year, there
were 6,975 aircraft that stopped at the airport for
However, if the aircraft travel party leaves the
airport to buy food, visit a retail store, or attend an
event at the nearby speedway, these expenditures
are off-airport spending that create jobs and
earnings in the local community. For the purposes
B-9
of this study, those travel parties that arrived and
departed within two hours were assumed to have
not left the airport and not contributed any
significant spending such as for golf or auto rental.
(Table 8). Spending for retail was the second largest
category, at $23 per aircraft. Transportation was
the smallest spending category, at $15 per aircraft.
COMBINED GA VISITOR SPENDING
Of the 6,975 transient aircraft that stopped at
Denton Airport during the past year, there were
2,999 that were parked for more than two hours.
The average stay in the area for those travel parties
was 4.3 hours, according to arrival and departure
records, with a range of 2 to 12 hours.
Table 9 shows the economic benefits resulting from
spending in the region by combined overnight and
day general aviation visitors arriving at Denton
Airport. There were 9,000 transient general
aviation aircraft that brought visitors to the airport
during the year. Of these, 2,025 were arriving
overnight general aviation aircraft and 2,999 were
one day visiting aircraft that were parked more than
2 hours, long enough to make off-airport
expenditures.
TABLE 8
Spending Per Day Visitor Aircraft
Denton Airport
Category
Spending
Lodging
$0
Food/Drink
52
48
Retail
23
21
Entertainment
18
17
Transportation
15
14
$108
100
TOTAL
Each overnight travel party spent an average of
$928 during their trip to the airport service area and
travelers on each day visitor aircraft spent an
estimated $108 per trip.
Percent
Multiplying the expenditures for each category of
spending by the number of aircraft yields the total
outlays for lodging, food and drink, entertainment,
retail spending and ground transportation due to GA
visitors during the year. This spending summed to
$2.2 million in revenues.
There were 20,116 visitor days attributable to
general aviation travelers during the year. Sixty four
percent of visitor days (12,918) were due to
overnight GA travelers and thirty six percent
(7,198) were from one-day visitors.
One day aircraft brought 7,198 visitors to the
Denton area during the year. The average spending
per one day aircraft was computed as $108. The
total economic benefits created by off-airport
spending by one day general aviation visitors were
$324,000 of output (revenues or sales off the
airport).
On an average day, there were 55 visitors in the
service area that had arrived via GA aircraft at the
airport. Average daily spending by all GA air
travelers was $6,035 within the airport service
area. The average economic impact of any arriving
GA transient aircraft (combined overnight and day
visitors staying more than 2 hours) was $438.
The largest expenditure category for one-day
visiting travel parties was food and drink, which
averaged $52 per aircraft travel party for the day
B-10
The largest spending category by general aviation
visitors was expenditures for food and drink, with
expenditures of $753,000. Spending for eating and
drinking accounted for 34 percent of GA visitor
spending. Lodging was the second largest category,
with outlays of $651,000 for the year. Lodging
accounted for 29.5 percent of GA traveler spending.
Expenditures by GA visitors created 60 direct jobs
in the tourist sector in the Denton Airport service
area. Food and drink spending created the greatest
number of jobs, 22, with earnings to workers and
proprietors of $286,000. The food and drink
industry jobs accounted for 37 percent of the jobs
created.
Of total spending of $2.2 million created by GA
visitors, an average of 40 cents of each dollar was
used within the service area by employers as
earnings paid out to workers. Wages taken home
by hospitality sector workers for spending in their
own communities summed to $884,000 during the
year.
Lodging, with 15 jobs, accounted for 25 percent of
employment. Earnings taken home by workers in
the lodging industry during the year summed to
$264,000. The entertainment industry (including
golfing, spectator events, other recreation),
accounted for a total of 11 jobs created.
TABLE 9
Economic Benefits from GA Visitors - Revenues, Earnings and Employment
Denton Airport
Spending per AC
Category
Overnight
Lodging
$321
Food/Drink
295
Retail Sales
Entertainment
Ground Transport
TOTAL
Day
Revenues
Earnings
Employment
$651,000
$264,000
15
$52
753,000
286,000
22
129
23
330,000
163,000
10
100
18
256,000
110,000
11
83
15
212,000
61,000
2
$2,202,000
$884,000
60
$928
$108
Note: Earnings and employment figures were derived from the IMPLAN input-output model based on data for
Denton County from the Texas Workforce Commission and the United States Bureau of Economic Analysis.
Employment is not necessarily full time equivalents; includes full and some part time workers, figures rounded
to head counts.
B-11
INDIRECT BENEFITS:
MULTIPLIER EFFECTS
The output, employment, and earnings from onairport activity and off-airport visitor spending
represent the computed direct benefits from the
presence of Denton Airport. For the service area,
these direct benefits summed to $20.9 million of
output (measured as revenues to firms and budgets
of administrative units), 176 jobs, and earnings to
workers and proprietors of $4.7 million. These
figures for initial economic activity created by the
presence of the airport do not include the
“multiplier effects” that result from additional
spending induced in the economy to produce the
initial goods and services.
Production of aviation output requires inputs in
the form of supplies and labor. Purchase of inputs
by aviation firms has the effect of creating
secondary or indirect revenues, employment, and
earnings due to the presence of the airport that should
be included in total benefits of the airport. Airport
benefit studies rely on multiplier factors from inputoutput models to estimate the impact of indirect
spending on output, earnings and employment to
determine indirect and total benefits, as illustrated in
the figure below.
The multipliers used for this study were based on the
IMPLAN model, an input-output model that includes
data tables and multiplier coefficients for states and
counties in the United States. The IMPLAN
approach allows analysts to use county-specific data
provided by state agencies such as the Texas
Workforce Commission that are submitted to the
United States Bureau of Economic Analysis and
combined to produce national input-output tables and
data bases applicable to each state and county. Using
IMPLAN coefficients, it becomes feasible to
compare airports with each other and over time.
The Multiplier Process
Denton Airport
Direct Benefits
On - Airport
Indirect Benefits
Multiplier
Effects
Air Visitors
B-12
Total
Economic
Benefits
To demonstrate the methodology of the approach,
average Denton Airport multipliers for revenues
(output), earnings and employment are shown in
Table 10. The multipliers represent weighted
averages for combined industries in each category.
For example, the visitor benefits multipliers
shown combine lodging, food services, retailing,
auto rental and entertainment multipliers actually
used in the analysis.
The multipliers in this table illustrate the process
for calculating the indirect and total impacts on all
industries of the regional economy resulting from
the direct impact of each aviation related industry.
The multipliers for revenues show the average
dollar change in revenues for all firms in the
service area due to a one dollar increase in
revenues either on the airport or through visitor
spending.
For example, each dollar of new output (revenue)
created by on-airport employers circulates through
the economy until it has stimulated total output in
all industries in the service area of $1.4720.
Or, put differently, the revenue multiplier of
1.4720 for on-airport activity shows that for each
dollar spent on the airport there is additional
spending created of $0.4720 or 47.20 cents of
indirect or multiplier spending.
Direct revenues from all sources associated with
the presence of Denton Airport were $20.9 million
for the year. After accounting for the multiplier
effect, total revenues created within the service
area were $30.8 million. Indirect or secondary
revenues were $9.9 million, the difference
between total and direct revenues.
The multiplier for earnings shows the dollar
change in earnings for the service area economy
due to a one dollar increase in earnings either on
the airport or in the visitor sector.
The earnings multipliers determine how wages paid
to workers on or off the airport stay within the
economy and create additional spending and earnings
for workers in non-aviation industries. For example,
each dollar of wages paid for workers on the airport
stimulates an additional 55.53 cents of earnings in the
total economy.
The on-airport earnings multiplier of is larger than
the off-airport or visitor multiplier. This illustrates
the influence of higher average salaries for workers
on the airport compared to those in the tourism
industry.
The initial direct wages of $3.8 million for aviation
workers and proprietors on the airport were spent for
consumer goods and services that in turn created
additional earnings of $2.1 million for workers and
proprietors in the general economy.
The total earnings benefit of the airport was $7.2
million, consisting of $4.7 million of direct benefits
and $2.5 million of indirect benefits. The economic
interpretation is that the presence of the airport
provided employment and earnings for workers, who
then respent these dollars in the service area.
The multipliers for employment show the total
change in jobs for the service area economy due to an
increase of one job on or off the airport. Each job on
the airport is associated with .5068 additional jobs in
the rest of the airport service area economy.
Similarly, each job in the hospitality industry
supported by air visitor spending is associated with
.25 additional jobs in the general economy.
The overall result is that the 176 direct jobs created
by the presence of the airport supported an additional
74 jobs in the service area as indirect employment.
The sum of the direct aviation related jobs and
indirect jobs created in the general economy is the
total employment of 250 workers that can be
attributed to the presence of the airport.
B-13
TABLE 10
Average Multipliers and Indirect Benefits Within the Airport Service Area
Denton Airport
Direct
Revenues
Average
Output
Multipliers
Indirect
Revenues
Total
Revenues
$18,653,000
1.4720
$8,804,000
$27,457,000
Visitor Benefits
2,202,000
1.5032
1,108,000
3,310,000
Revenues
$20,855,000
Earnings Source
Direct
Earnings
Revenue Source
On-Airport Benefits
$9,912,000
$30,767,000
Average
Earnings
Multipliers
Indirect
Earnings
Total
Earnings
$3,800,000
1.5553
$2,110,000
$5,910,000
Visitor Benefits
884,000
1.4604
407,000
1,291,000
Earnings
$ 4,684,000
$2,517,000
$7,201,000
Average
Employment
Multipliers
Indirect
Employment
Total
Employment
116
1.5086
59
175
60
1.2500
15
75
74
250
On-Airport Benefits
Employment Source
On-Airport Benefits
Visitor Benefits
Employment
Direct
Employment
176
Notes: Multipliers above are weighted averages intended to illustrate how indirect and total benefits were
calculated for Denton Airport. In the full analysis, separate multipliers were used for on-airport employers
(FBO and other aviation businesses) and visitor spending (lodging, eating places, retailing, entertainment, and
ground transportation). Multipliers were for Denton County as produced by the IMPLAN input-output
model based on data from the Texas Workforce Commission and U. S. Bureau of Economic Analysis.
B-14
SUMMARY & FUTURE BENEFITS
Each day Denton Airport provides 116 jobs directly
on the airport and in total supports 250 local jobs in
the airport service area. These workers bring home
daily earnings of $20,000 for spending in their
communities.
Airports are available to serve the flying public
and support the regional economy every day of
the year. On a typical day at Denton Airport,
there are more than 300 operations by aircraft
involved in local or itinerant activity including
flight training or bringing passengers visiting
the area for vacation, recreation, or on business.
On an average day during the year, there are 55
visitors in the area who arrived at Denton Airport.
The average expenditures for these visitors on a
typical day are $6,000.
During each day of the year, Denton Airport
generates $84,000 of revenues within its service
area (see box). Revenues and production
support jobs, not only for the suppliers and
users of aviation services, but throughout the
economy.
Table 11 shows a summary of current economic
benefits associated with the airport. Direct benefits
to the service area, without including multiplier
effects, include revenues of $20.9 million, 176 jobs
and earnings to workers and proprietors of $4.7
million.
Denton Airport
Daily Economic Benefits
• $84,000 Revenues
• 250 Local Jobs Supported
• $20,000 Income Earned
• $6,000 Visitor Spending
• 55 Air Visitors
B-15
As aviation activity increases in the airport service
area, the economic benefits of the airport to the
regional economy can be expected to increase.
The intermediate term planning horizon is based on
161,500 operations (Table 13). Employment on the
airport will rise to 165 jobs and the total employment
impact on and off the airport after all multiplier
effects is 357 jobs, with earnings rising to $10.3
million. Revenues will increase to $43.8 million in
the intermediate term.
The short term planning horizon for the airport is
associated with an increase in operations to an
annual level of 133,800. Assuming commerce on
the airport and in the community increases at the
same pace, employment on the airport will rise to
137 workers and jobs related to air visitors will
increase to 71 (Table 12).
The long term is defined as an airport activity level of
227,000 operations per year. The long term
projections imply on-airport employment of 232
workers with earnings from on-airport jobs reaching
$7.6 million. Spending by air visitors will be $4.4
million, with employment of 120 workers in visitor
industries.
Visitor spending will reach $2.6 million
(measured in 2002 dollars) and the revenue
benefits due to the presence of the airport will
exceed $36 million, including all multiplier
effects.
Accounting for all multiplier effects, jobs supported
in the airport service area under the long term
assumptions total 501. Revenues will be $61.6
million, measured in 2002 dollars (see table 14).
Including indirect or multiplier effects, total
benefits to the service area are $30.8 million in
revenues, 250 jobs and earnings of $7.2 million.
TABLE 11
Summary of Economic Benefits
Denton Airport
On-Airport Activity
Air Visitors
Direct Benefits
Indirect Benefits
Total Benefits
Revenues
Earnings
Employment
$18,653,000
$3,800,000
116
2,202,000
884,000
60
20,855,000
4,684,000
176
9,912,000
2,517,000
74
$30,767,000
$7,201,000
250
Note: Revenues, earnings and employment benefits reflect activity associated with 113,200
operations per year.
B-16
TABLE 12
Summary of Economic Benefits: Short Term
Denton Airport
Revenues
On-Airport Activity
Earnings
Employment
$22,010,000
$4,484,000
137
2,598,000
1,043,000
71
Direct Benefits
24,609,000
5,527,000
208
Indirect Benefits
11,697,000
2,970,000
87
Total Benefits
$36,306,000
$8,497,000
295
Air Visitors
Note: Revenues, earnings and employment for short term forecast period reflect activity associated
with 133,800 operations per year.
TABLE 13
Summary of Economic Benefits: Intermediate Term
Denton Airport
Revenues
On-Airport Activity
Earnings
Employment
$26,567,000
$5,413,000
165
3,136,000
1,258,000
86
Direct Benefits
29,703,000
6,671,000
251
Indirect Benefits
14,118,000
3,585,000
106
$ 43,821,000
$10,256,000
357
Air Visitors
Total Benefits
Note: Revenues, earnings and employment for intermediate term forecast period reflect activity
associated with 161,500 operations per year.
B-17
TABLE 14
Summary of Economic Benefits: Long Term
Denton Airport
Revenues
Earnings
Employment
$37,352,000
$7,610,000
232
4,410,000
1,770,000
120
Direct Benefits
41,762,000
9,380,000
352
Indirect Benefits
19,850,000
5,040,000
149
$61,612,000
$14,420,000
501
On-Airport Activity
Air Visitors
Total Benefits
Note: Revenues, earnings and employment for long term forecast period reflect activity associated
with 227,000 operations per year.
TAX IMPACTS
Because of the spending, jobs, and earnings created
by the presence of Denton Airport, the facility is an
important source of public revenues. As airport
activity expands, tax revenues will continue to
grow.
Overall, federal tax revenues collected due to
economic activity associated with Denton Airport
are estimated to be $3.2 million (in 2002 dollars).
State and local tax revenues are shown in the lower
portion of the table. State and local tax revenues
sum to $2.1 million for the current level of airport
operations.
Estimated tax potential is set out in Table 15. The
table shows the revenues for each tax category that
could potentially be collected based on current
average tax rates relative to output and personal
income (earnings) for Texas and Denton County.
The largest single component is sales taxes of $1
million (this figure includes combined estimates for
both state and local sales taxes). Property taxes are
the second largest source of revenues, estimated as
$740,000.
The first column in Table 15 shows tax revenues
associated with the current level of Denton Airport
operations. The total of 250 workers with jobs
supported by the presence of the airport have
earnings of $7.2 million. Federal personal income
taxes are estimated at $1.4 million, the largest
component of federal taxes. The second largest
federal tax category is social security contributions
of $1.1 million. Corporate profits taxes on a
revenue base of $30.8 million are estimated as
$439,000.
Combined federal, state, and local taxes are $5.3
million at the current level of operations and are
projected to rise to $6.3 million at the short term
operations level of 133,800. The long term level of
227,000 operations would bring tax revenues of
$6.5 million federal taxes and $4.2 million state
and local revenues.
B-18
TABLE 15
Tax Impacts From On-airport and Off-Airport Economic Activity
Denton Airport
Federal Taxes
Current
Short
Term
Intermediate
Term
Long Term
Corporate Profits Tax
$439,000
$518,000
$625,000
$879,000
Personal Income Tax
1,411,000
1,665,000
2,010,000
2,825,000
Social Security Taxes
1,160,000
1,369,000
1,652,000
2,323,000
231,000
273,000
329,000
463,000
$3,241,000
$3,825000
$4,616,000
$6,490,000
Revenue Category
All Other Federal Taxes
Total Federal Taxes
State and Local Taxes
Revenue Category
Short
Term
Current
Intermediate
Term
Long Term
Motor Vehicle Taxes
$35,000
$41,000
$49,000
$69,000
Property Taxes
740,000
872,000
1,055,000
1,483,000
1,008,000
1,190,000
1,436,000
2,019,000
313,000
370,000
446,000
628,000
$2,096,000
$2,473,000
$2,986,000
$4,199,000
$5,337,000
$6,298,000
$7,602,000
$10,689,000
Sales Taxes
All Other State & Local Taxes
Total State & Local Taxes
TOTAL TAX REVENUES
Notes: All figures are in 2002 dollars. Derived from average tax rates in Texas and Denton County and federal
sources. Current impact estimate based on economic activity associated with 113,200 operations. Short term
operations = 133,800; intermediate term = 161,500; long term = 227,000.
B-19
Appendix C
SUPPORT DOCUMENTS
Appendix D
GLOSSARY AND ABBREVIATIONS
Airport Consultants
D
Appendix
G LO S SA RY
OF TERMS
ACCELERATE-STOP
DISTANCE
AVAILABLE (ASDA): see declared distances.
AIR CARRIER: an operator which: (1)
performs at least five round trips per
week between two or more points and
publishes 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.
AIRCRAFT APPROACH CATEGORY: a
grouping of aircraft based on 1.3 times the
stall speed in their landing configuration
at their maximum certificated landing
weight. The categories are as follows:
• Category A: Speed less than 91 knots.
• Category B: Speed 91 knots or more,
but less than 121 knots.
• Category C: Speed 121 knots or more,
but less than 141 knots.
• Category D: Speed 141 knots or more,
but less than 166 knots.
• Category E: Speed greater than 166
knots.
AIRPORT REFERENCE CODE (ARC): a
coding system used to relate airport
design criteria to the operational (Aircraft
Approach Category) to the physical characteristics (Airplane Design Group) of the
airplanes intended to operate at the airport.
AIRPLANE DESIGN GROUP (ADG): a
grouping of aircraft based upon
wingspan. The groups are as follows:
AIRPORT REFERENCE POINT (ARP):
The latitude and longitude of the approximate center of the airport.
not
AIRPORT ELEVATION: The highest
point on an airport’s usable runway
expressed in feet above mean sea level
(MSL).
AIRPORT LAYOUT DRAWING (ALD):
The drawing of the airport showing the
layout of existing and proposed airport
facilities.
• Group I: Up to but not including 49
feet.
• Group II: 49 feet up to but
including 79 feet.
• Group III: 79 feet up to but
including 118 feet.
• Group IV: 118 feet up to but
including 171 feet.
• Group V: 171 feet up to but
including 214 feet.
• Group VI: 214 feet or greater.
not
not
not
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.
Airport Consultants
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D-1
AIRPORT
TRAFFIC
CONTROL
TOWER (ATCT): a central operations
facility in the terminal air traffic control
system, consisting of a tower, including
an associated instrument flight rule (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.
ALERT AREA: see special-use airspace.
ANNUAL INSTRUMENT APPROACH
(AIA): an approach to an airport with the
intent to land by an aircraft in accordance
with an IFR flight plan when visibility is
less than three miles and/or when the
ceiling is at or below the minimum initial
approach altitude.
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.
APPROACH MINIMUMS: the altitude
below which an aircraft may not descend
while on an IFR approach unless the pilot
has the runway in sight.
AUTOMATIC DIRECTION FINDER
(ADF): an aircraft radio navigation system which senses and indicates the
direction to a non-directional radio beacon (NDB) ground transmitter.
AUTOMATED WEATHER OBSERVATION STATION (AWOS): equipment
used to automatically record weather conditions (i.e. cloud height, visibility, wind
speed and direction, temperature, dewpoint, etc...)
AUTOMATED TERMINAL INFORMATION SERVICE (ATIS): the continuous
broadcast of recorded non-control information at towered airports. Information
typically includes wind speed, direction,
and runway in use.
AZIMUTH: Horizontal direction
expressed as the angular distance
between true north and the direction of a
fixed point (as the observer’s heading).
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. See “traffic pattern.”
BEARING: the horizontal direction to or
from any point, usually measured clockwise from true north or magnetic north.
BLAST FENCE: a barrier used to divert
or dissipate jet blast or propeller wash.
BUILDING RESTRICTION LINE (BRL):
A line which identifies suitable building
area locations on the airport.
CIRCLING APPROACH: a maneuver
initiated by the pilot to align the aircraft
with the runway for landing when flying
Airport Consultants
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D-2
a predetermined circling instrument
approach under IFR.
CLASS A AIRSPACE: see Controlled
Airspace.
CLASS B AIRSPACE: see Controlled Airspace.
CLASS C AIRSPACE: see Controlled Airspace.
CLASS D AIRSPACE: see Controlled
Airspace.
CLASS E AIRSPACE: see Controlled Airspace.
CLASS G AIRSPACE: see Controlled
Airspace.
CLEAR ZONE: see Runway Protection
Zone.
CROSSWIND: wind flow that is not parallel to the runway of the flight path of an
aircraft.
COMPASS LOCATOR (LOM): a low
power, low/medium frequency radiobeacon installed in conjunction with the
instrument landing system at one or two
of the marker sites.
CONTROLLED AIRSPACE: airspace of
defined dimensions within which air traffic control services are provided to
instrument flight rules (IFR) and visual
flight rules (VFR) flights in accordance
with the airspace classification. Controlled airspace in the United States is
designated as follows:
• CLASS A: generally, the airspace from
18,000 feet mean sea level (MSL) up to
but not including flight level FL600.
All persons must operate their aircraft
under IFR.
• CLASS B: generally, the airspace from
the surface to 10,000 feet MSL surrounding the nation’s busiest airports.
The configuration of Class B airspace is
unique to each airport, but typically
consists of two or more layers of air
space and is designed to contain all
published instrument approach procedures to the airport. An air traffic
control clearance is required for all aircraft to operate in the area.
• CLASS C: generally, the airspace from
the surface to 4,000 feet above the air
port elevation (charted as MSL) surrounding those airports that have an
operational control tower and radar
approach control and are served by a
qualifying number of IFR operations
or passenger enplanements. Although
individually tailored for each airport,
Class C airspace typically consists of a
surface area with a five nautical mile
(nm) radius and an outer area with a 10
nautical mile radius that extends from
1,200 feet to 4,000 feet above the airport
elevation. Two-way radio communication is required for all aircraft.
• CLASS D: generally, that airspace from
the surface to 2,500 feet above the air
port elevation (charted as MSL) surrounding those airport that have an
operational control tower. Class D air
space is individually tailored and configured to encompass published instrument approach procedures.
Unless otherwise authorized, all
Airport Consultants
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D-3
CROSSWIND LEG: A flight path at right
angles to the landing runway off its
upwind end. See “traffic pattern.”
persons must establish two-way radio
communication.
• CLASS E: generally, controlled airspace
that is not classified as Class A, B, C, or
D. Class E airspace extends upward
from either the surface or a designated
altitude to the overlying or adjacent
controlled airspace. When designated
as a surface area, the airspace will be
configured to contain all instrument
procedures. Class E airspace encompasses all Victor Airways. Only aircraft
following instrument flight rules are
required to establish two-way radio
communication with air traffic control.
• CLASS G: generally, that airspace not
classified as Class A, B, C, D, or E.
Class G airspace is uncontrolled for all
aircraft. Class G airspace extends from
the surface to the overlying Class E
airspace.
FL 600
18,000 MSL
CLASS A
CLASS E
AGL FL MSL -
Above Ground Level
Flight Level in Hundreds of Feet
• TAKEOFF DISTANCE AVAILABLE
(TODA): The TORA plus the length of
any remaining runway and/or clear
way beyond the far end of the TORA;
• ACCELERATE-STOP DISTANCE
AVAILABLE (ASDA): The runway plus
stopway length declared available for
the acceleration and deceleration of an
aircraft aborting a takeoff; and
Mean Sea Level
NOT TO SCALE
DISPLACED THRESHOLD: a threshold
that is located at a point on the runway
other than the designated beginning of
the runway.
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
• TAKEOFF RUNWAY AVAILABLE
(TORA): The runway length declared
available and suitable for the ground
run of an airplane taking off;
• LANDING DISTANCE AVAILABLE
(LDA): The runway length declared
available and suitable for landing.
LEGEND
14,500
MSL
DECLARED DISTANCES: The distances
declared available for the airplane’s takeoff runway, takeoff distance, acceleratestop distance, and landing distance
requirements. The distances are:
CLASS C
Nontowered
Nonto
wered
Airpor
Airport
30 n.m.
20 n.m.
700
AGL
20 n.m.
12 n.m.
CLASS G
Nontowered
Nontowered
Airport
Airpor
1,200
AGL
CLASS D
10 n.m.
CLASS G
10 mi.
CLASS G
2 NM
3
N
M
CONTROLLED FIRING AREA: see special-use airspace.
D I S T A N C E
MEASURING
EQUIPMENT
(DME): Equipment
(airborne
and
ground) used to
measure, in nautical
miles, the slant range
1N
40 n.m.
M
CLASS B
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distance of an aircraft from the DME navigational aid.
DNL: The 24-hour average sound level, in
A-weighted decibels, obtained after the
addition of ten decibels to sound levels
for the periods between 10 p.m. and 7
a.m. as averaged over a span of one year.
It is the FAA standard metric for determining the cumulative exposure of
individuals to noise.
DOWNWIND LEG: A flight path parallel
to the landing runway in the direction
opposite to landing. The downwind leg
normally extends between the crosswind
leg and the base leg. Also see “traffic pattern.”
EASEMENT: The legal right of one party
to use a portion of the total rights in real
estate owned by another party. This may
include the right of passage over, on, or
below the property; certain air rights
above the property, including view rights;
and the rights to any specified form of
development or activity, as well as any
other legal rights in the property that may
be specified in the easement document.
ENPLANED PASSENGERS: the total
number of revenue passengers boarding
aircraft, including originating, stop-over,
and transfer passengers, in scheduled and
non-scheduled services.
FINAL APPROACH: A flight path in the
direction of landing along the extended
runway centerline. The final approach
normally extends from the base leg to the
runway. See “traffic pattern.”
FIXED BASE OPERATOR (FBO): A
provider of services to users of an airport.
Such services include, but are not limited
to, hangaring, fueling, flight training,
repair, and maintenance.
FRANGIBLE NAVAID: a navigational
aid which retains its structural integrity
and stiffness up to a designated maximum load, but on impact from a greater
load, breaks, distorts, or yields in such a
manner as to present the minimum hazard to aircraft.
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.
GLIDESLOPE (GS): Provides vertical
guidance for aircraft during approach and
landing. The glideslope consists of the following:
1. Electronic components emitting signals
which provide vertical guidance by
reference to airborne instruments
during instrument approaches such as
ILS; or
2. Visual ground aids, such as VASI,
which provide vertical guidance for
VFR approach or for the visual portion
of an instrument approach and
landing.
GLOBAL POSITIONING SYSTEM:
See “GPS.”
GPS - GLOBAL POSITIONING SYSTEM: A system of 24 satellites
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tower, or aircraft known to be departing
or arriving from the local practice areas,
or aircraft executing practice instrument
approach procedures. Typically, this
includes touch-and-go training operations.
used as reference points to enable navigators equipped with GPS receivers to
determine their latitude, longitude, and
altitude.
HELIPAD: a designated area for the
takeoff, landing, and parking of helicopters.
LOCALIZER: The component of an ILS
which provides course guidance to the
runway.
HIGH-SPEED EXIT TAXIWAY: a long
radius taxiway designed to expedite aircraft turning off the runway after
landing (at speeds to 60 knots), thus
reducing runway occupancy time.
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.
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.
LORAN: long range navigation, an electronic navigational aid which
determines aircraft position and speed
by measuring the difference in the time
of reception of synchronized pulse signals from two fixed transmitters. Loran
is used for enroute navigation.
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.
MICROWAVE LANDING SYSTEM
(MLS): an instrument approach and
landing system that provides precision
guidance in azimuth, elevation, and distance measurement.
INSTRUMENT LANDING SYSTEM
(ILS): A precision instrument approach
system which normally consists of the
following electronic components and
visual aids:
1. Localizer.
2. Glide Slope.
3. Outer Marker.
MILITARY OPERATIONS AREA
(MOA): see special-use airspace.
MISSED APPROACH COURSE
(MAC): The flight route to be followed
if, after an instrument approach, a landing is not effected, and occurring
normally:
4. Middle Marker.
5. Approach Lights.
LANDING DISTANCE AVAILABLE
(LDA): see declared distances.
1. When the aircraft has descended to
the decision height and has not
established visual contact; or
LOCAL TRAFFIC: aircraft operating in
the traffic pattern or within sight of the
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enhance the safety of aircraft operations
by having the area free of objects, except
for objects that need to be located in the
OFA for air navigation or aircraft
ground maneuvering purposes.
2. When directed by air traffic control to
pull up or to go around again.
MOVEMENT AREA: the runways,
taxiways, and other areas of an airport
which are utilized for taxiing/hover
taxiing, air taxiing, takeoff, and landing
of aircraft, exclusive of loading ramps
and parking areas. At those airports
with a tower, air traffic control clearance
is required for entry onto the movement
area.
OBSTACLE FREE ZONE (OFZ): the
airspace below 150 feet above the established airport elevation and along the
runway and extended runway centerline that is required to be kept clear of
all objects, except for frangible visual
NAVAIDs that need to be located in the
OFZ because of their function, in order
to provide clearance for aircraft landing
or taking off from the runway, and for
missed approaches.
NAVAID: a term used to describe any
electrical or visual air navigational aids,
lights, signs, and associated supporting
equipment (i.e. PAPI, VASI, ILS, etc..)
OPERATION: a take-off or a landing.
NOISE CONTOUR: A continuous line
on a map of the airport vicinity connecting all points of the same noise
exposure level.
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.
NONDIRECTIONAL
BEACON
(NDB): A beacon transmitting nondirectional signals whereby the pilot of an
aircraft equipped with direction finding
equipment can determine his or her
bearing to and from the radio beacon
and home on, or track to, the station.
When the radio beacon is installed in
conjunction with the Instrument Landing System marker, it is normally called
a Compass Locator.
PRECISION APPROACH: a standard
instrument approach procedure which
provides runway alignment and glide
slope (descent) information. It is categorized as follows:
• CATEGORY I (CAT I): a precision
approach which provides for
approaches with a decision height of
not less than 200 feet and visibility
not less than 1/2 mile or Runway
Visual Range (RVR) 2400 (RVR 1800)
with operative touchdown zone and
runway centerline lights.
NONPRECISION APPROACH PROCEDURE: a standard instrument
approach procedure in which no electronic glide slope is provided, such as
VOR, TACAN, NDB, or LOC.
OBJECT FREE AREA (OFA): an area on
the ground centered on a runway, taxiway, or taxilane centerline provided to
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traffic control specialists and pilots at
satellite airports for delivering enroute
clearances, issuing departure authorizations, and acknowledging instrument
flight
rules
cancellations
or
departure/landing times.
• CATEGORY II (CAT II): a precision
approach which provides for
approaches with a decision height of
not less than 100 feet and visibility
not less than 1200 feet RVR.
• CATEGORY III (CAT III): a precision
approach which provides for
approaches with minima less than
Category II.
REMOTE TRANSMITTER/RECEIVER
(RTR): see remote communications outlet. RTRs serve ARTCCs.
PRECISION APPROACH PATH INDICATOR (PAPI): A lighting system
providing visual approach slope guidance to aircraft during a landing
approach. It is similar to a VASI but provides a sharper transition between the
colored indicator lights.
RELIEVER AIRPORT: an airport to
serve general aviation aircraft which
might otherwise use a congested air-carrier served airport.
PRECISION OBJECT FREE AREA
(POFA): an area centered on the extended runway centerline, beginning at the
runway threshold and extending behind
the runway threshold that is 200 feet
long by 800 feet wide. The POFA is a
clearing standard which requires the
POFA to be kept clear of above ground
objects protruding above the runway
safety area edge elevation (except for
frangible NAVAIDS). The POFA applies
to all new authorized instrument
approach procedures with less than 3/4
mile visibility.
RNAV: area navigation - airborne
equipment which permits flights over
determined tracks within prescribed
accuracy tolerances without the need to
overfly ground-based navigation facilities. Used enroute and for approaches
to an airport.
RESTRICTED AREA: see special-use
airspace.
RUNWAY: a defined rectangular area
on an airport prepared for aircraft landing and takeoff. Runways are normally
numbered in relation to their magnetic
direction, rounded off to the nearest 10
degrees. For example, a runway with a
magnetic heading of 180 would be designated Runway 18. The runway
heading on the opposite end of the runway is 180 degrees from that runway
end. For example, the opposite runway
heading for Runway 18 would be Runway 36 (magnetic heading of 360).
Aircraft can takeoff or land from either
end of a runway, depending upon wind
direction.
PROHIBITED AREA: see special-use
airspace.
REMOTE COMMUNICATIONS OUTLET (RCO): an unstaffed transmitter
receiver/facility remotely controlled by
air traffic personnel. RCOs serve flight
service stations (FSSs). RCOs were
established to provide ground-toground communications between air
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any point five feet above an intersecting
runway centerline.
RUNWAY BLAST PAD: a surface adjacent to the ends of runways provided to
reduce the erosive effect of jet blast and
propeller wash.
SEGMENTED CIRCLE: a system of
visual indicators designed to provide
traffic pattern information at airports
without operating control towers.
RUNWAY END IDENTIFIER LIGHTS
(REIL): Two synchronized flashing
lights, one on each side of the runway
threshold, which provide rapid and positive identification of the approach end
of a particular runway.
SHOULDER: an area adjacent to the
edge of paved runways, taxiways or
aprons providing a transition between
the pavement and the adjacent surface;
support for aircraft running off the
pavement; enhanced drainage; and blast
protection. The shoulder does not necessarily need to be paved.
RUNWAY GRADIENT: the average
slope, measured in percent, between the
two ends of a runway.
RUNWAY PROTECTION ZONE
(RPZ): An area off the runway end to
enhance the protection of people and
property on the ground. The RPZ is
trapezoidal in shape. Its dimensions are
determined by the aircraft approach
speed and runway approach type and
minima.
SLANT-RANGE DISTANCE: The
straight line distance between an aircraft and a point on the ground.
SPECIAL-USE AIRSPACE: airspace of
defined dimensions identified by a surface area wherein activities must be
confined because of their nature and/or
wherein limitations may be imposed
upon aircraft operations that are not a
part of those activities. Special-use airspace classifications include:
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.
• ALERT AREA: airspace which may
contain a high volume of pilot
training activities or an unusual type
of aerial activity, neither of which is
hazardous to aircraft.
RUNWAY VISUAL RANGE (RVR): an
instrumentally derived value, in feet,
representing the horizontal distance a
pilot can see down the runway from the
runway end.
• CONTROLLED FIRING AREA: airspace wherein activities are
conducted under conditions so
controlled as to eliminate hazards to
nonparticipating aircraft and to
ensure the safety of persons or
property on the ground.
RUNWAY VISIBILITY ZONE (RVZ):
an area on the airport to be kept clear of
permanent objects so that there is an
unobstructed line-of-site from any point
five feet above the runway centerline to
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is recorded as two operations: one
operation for the landing and one operation for the takeoff.
STRAIGHT-IN LANDING/APPROACH:
a landing made on a runway aligned
within 30 degrees of the final approach
course following completion of an
instrument approach.
• MILITARY OPERATIONS AREA
(MOA): designated airspace with
defined vertical and lateral dimensions established outside Class A
airspace to separate/segregate certain
military activities from instrument
flight rule (IFR) traffic and to identify
for visual flight rule (VFR) traffic
where these activities are conducted.
TACTICAL AIR NAVIGATION
(TACAN): An ultra-high frequency electronic air navigation system which
provides suitably-equipped aircraft a
continuous indication of bearing and
distance to the TACAN station.
• PROHIBITED AREA: designated airspace within which the flight of
aircraft is prohibited.
• RESTRICTED AREA: airspace designated under Federal Aviation
Regulation (FAR) 73, within which
the flight of aircraft, while not wholly
prohibited, is subject to restriction.
Most restricted areas are designated
joint use. When not in use by the
using agency, IFR/VFR operations
can be authorized by the controlling
air traffic control facility.
TAKEOFF RUNWAY AVAILABLE
(TORA): see declared distances.
TAKEOFF DISTANCE AVAILABLE
(TODA): see declared distances.
TAXILANE: the portion of the aircraft
parking area used for access between
taxiways and aircraft parking positions.
• WARNING AREA: airspace which
may contain hazards to nonparticipating aircraft.
TAXIWAY: a defined path established
for the taxiing of aircraft from one part
of an airport to another.
STANDARD INSTRUMENT DEPARTURE (SID): a preplanned coded air
traffic control IFR departure routing,
preprinted for pilot use in graphic and
textual form only.
TAXIWAY SAFETY AREA (TSA): a
defined surface alongside the taxiway
prepared or suitable for reducing the
risk of damage to an airplane unintentionally departing the taxiway.
STANDARD TERMINAL ARRIVAL
(STAR): a preplanned coded air traffic
control IFR arrival routing, preprinted
for pilot use in graphic and textual or
textual form only.
TETRAHEDRON: a device used as a
landing direction indicator. The small
end of the tetrahedron points in the
direction of landing.
STOP-AND-GO: a procedure wherein
an aircraft will land, make a complete
stop on the runway, and then commence
a takeoff from that point. A stop-and-go
THRESHOLD: the beginning of that
portion of the runway available for
landing. In some instances the landing
threshold may be displaced.
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TOUCH-AND-GO: an operation by an
aircraft that lands and departs on a runway without stopping or exiting the
runway. A touch-and-go is recorded as
two operations: one operation for the
landing and one operation for the takeoff.
180°
360°
VERY HIGH FREQUENCY/
OMNIDIRECTIONAL
RANGE STATION
°
(VOR): A ground60
3
0
based
electronic
0°
12
navigation aid trans0°
mitting very high
°
0
24
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.
TOUCHDOWN ZONE LIGHTING
(TDZ): Two rows of transverse light
bars located symmetrically about the
runway centerline normally at 100-foot
intervals. The basic system extends
3,000 feet along the runway.
TRAFFIC PATTERN: The traffic flow
that is prescribed for aircraft landing at
or taking off from an airport. The components of a typical traffic pattern are
the upwind leg, crosswind leg, downwind leg, base leg, and final approach.
VERY
HIGH
FREQUENCY
OMNIDIRECTIONAL RANGE STATION/TACTICAL AIR NAVIGATION
(VORTAC): A navigation aid providing
VOR azimuth, TACAN azimuth, and
TACAN distance-measuring equipment
(DME) at one site.
UNICOM: A nongovernment communication facility which may provide
EN
TR
Y
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.
DOWNWIND LEG
CROSSWIND
LEG
BASE
LEG
FINAL APPROACH
UPWIND LEG
airport information at certain airports.
Locations and frequencies of UNICOM’s are shown on aeronautical
charts and publications.
VISUAL APPROACH: An approach
wherein an aircraft on an IFR flight
plan, operating in VFR conditions under
the control of an air traffic control facility and having an air traffic control
authorization, may proceed to the airport of destination in VFR conditions.
UPWIND LEG: A flight path parallel to
the landing runway in the direction of
landing. See “traffic pattern.”
VECTOR: A heading issued to an aircraft to provide navigational guidance
by radar.
VISUAL APPROACH SLOPE INDICATOR (VASI): An airport lighting
facility providing vertical visual
approach slope guidance to aircraft during approach to landing by
radiating a directional pattern of
RUNWAY
UPWIND LEG
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VOR: See “Very High Frequency Omnidirectional Range Station.”
high intensity red and white focused
light beams which indicate to the pilot
that he is on path if he sees red/white,
above path if white/white, and below
path if red/red. Some airports serving
large aircraft have three-bar VASI’s
which provide two visual guide paths
to the same runway.
VORTAC: See “Very High Frequency
Omnidirectional Range Station/Tactical
Air Navigation.”
WARNING AREA: see special-use airspace.
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.
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A B B R E V I AT I O N S
aircraft rescue and firefighting
airport reference point
AC:
advisory circular
ARFF:
ADF:
automatic direction finder
ARP:
ADG:
airplane design group
ARTCC:
air route traffic control
center
AFSS:
automated flight service
station
ASDA:
accelerate-stop distance
available
AGL:
above ground level
ASR:
airport surveillance radar
AIA:
annual instrument
approach
ASOS:
automated surface observation station
Airport
Program
ATCT:
airport traffic control
tower
ATIS:
automated terminal information service
AVGAS:
aviation
gasoline
typically 100 low lead
(100LL)
AWOS:
automated weather observation station
BRL:
building restriction line
standard 2,400-foot high
intensity approach light
ing system with
sequenced flashers (CAT II
configuration)
CFR:
Code of Federal Regulations
CIP:
capital improvement program
APV:
instrument
approach
procedure with vertical
guidance
DME:
distance measuring equipment
DNL:
day-night noise level
ARC:
airport reference code
DWL:
runway weight bearing
capacity for air
AIP:
AIR-21:
Improvement
Wendell
H.
Ford
Aviation Investment and
Reform Act for the 21st
Century
ALS:
approach lighting system
ALSF-1:
standard 2,400-foot high
intensity approach lighting system with
sequenced flashers (CAT I
configuration)
ALSF-2:
-
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craft with dual-wheel type
landing gear
LOM:
LORAN:
DTWL:
runway weight bearing
capacity for aircraft with
dual-tandem type landing
gear
FAA:
Federal Aviation Administration
FAR:
Federal Aviation Regulation
FBO:
fixed base operator
FY:
fiscal year
GPS:
global positioning system
GS:
glide slope
HIRL:
high intensity runway
edge lighting
IFR:
instrument flight rules
(FAR Part 91)
ILS:
instrument landing system
IM:
inner marker
LDA:
localizer type directional
aid
compass locator at ILS
outer marker
long range navigation
MALS:
medium intensity
approach lighting system
MALSR:
medium intensity
approach lighting system
with runway alignment
indicator lights
MIRL:
medium intensity runway
edge lighting
MITL:
medium intensity taxiway
edge lighting
MLS:
microwave landing system
MM:
middle marker
MOA:
military operations area
MSL:
mean sea level
NAVAID:
navigational aid
NDB:
nondirectional radio beacon
NM:
nautical mile (6,076 .1 feet)
NPIAS:
National Plan of Integrated Airport Systems
LDA:
landing distance available
LIRL:
low intensity runway edge
lighting
NPRM:
notice of proposed rulemaking
LMM:
compass locator at middle
marker
ODALS:
omnidirectional approach
lighting system
LOC:
ILS localizer
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SALS:
short approach lighting
system
SASP:
state aviation system plan
SEL:
sound exposure level
planning advisory committee
SID:
standard instrument
departure
precision approach path
indicator
SM:
statute mile (5,280 feet)
PFC:
porous friction course
SRE:
snow removal equipment
PFC:
passenger facility charge
SSALF:
PCL:
pilot-controlled lighting
simplified short approach
lighting system with
sequenced flashers
PIW:
public information workshop
SSALR:
PLASI:
pulsating visual approach
slope indicator
simplified short approach
lighting system with runway alignment indicator
lights
STAR:
standard terminal arrival
route
SWL:
runway weight bearing
capacity for aircraft with
single-wheel type landing
gear
STWL:
runway weight bearing
capacity for aircraft with
single-wheel tandem type
landing gear
TACAN:
tactical air navigational
aid
TAF:
Federal Aviation Administration (FAA) Terminal
Area Forecast
OFA:
object free area
OFZ:
obstacle free zone
OM:
PAC:
PAPI:
outer marker
POFA:
precision object free area
PVASI:
pulsating/steady visual
approach slope indicator
RCO:
remote communications
outlet
REIL:
runway end identifier
lighting
RNAV:
area navigation
RPZ:
runway protection zone
RTR:
RVR:
remote
transmitter/
receiver
runway visibility range
RVZ:
runway visibility zone
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TODA:
takeoff distance available
TORA:
takeoff runway available
TRACON:
terminal radar approach
control
VASI:
visual approach slope
indicator
VFR:
visual flight rules (FAR
Part 91)
VHF:
very high frequency
VOR:
very high frequency omnidirectional range
VORTAC:
VOR and TACAN collocated
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Airport Consultants
KANSAS CITY
(816) 524-3500
PHOENIX
(602) 993-6999
237 N.W. Blue Parkway
Suite 100
Lee's Summit, MO 64063
4835 E. Cactus Road
Suite 235
Scottsdale, AZ 85254