RUNWAY. Mariner Drive. LEGEND Airport Property Line. Runway Safety Area (RSA) RSA with Runway Extension. Object Free Area (OFA)

Transcription

1 Dallas Excut Airport City of Dallas ALTERNATIVE RSA with Runy Extnsion Ultimat Airfild Pavmnt EMAS Lad-in Pavmnt EMAS Bd Runy Protction Zon (RPZ) Dpartur RPZ OFA with Runy Extnsion Objct Fr Ara (OFA) Runy Safty Ara (RSA) vin D. Lo v Fr y) Marinr ol lo. S Hampton Rd. r ng l al tu rn 9 2 LEGEND Airport Proprty Lin Sa Ap Voyagr Runy 17-3 (,238 x1 ) LD DA A /T OD A ) U. S. Hi gh y 7( Ma r Ch 9 U. S. Hi gh y 7( Ma rv in D. Lo v Fr y) 9 9 TO RA 1 x A 1 LD A TO R,4 1 ( 1 Bi rd La n AS R d KEY: Tak-Off Runy Availabl Tak-Off Distanc Availabl Acclrat-Stop Distanc Availabl Landing Distanc Availabl Bir dl an R d 7, nw ay 7 S Hampton Rd. Marinr r tu rn. Sa ng l Ru TO DA 1 7, 7, 7, 1 lo ) ol LD A Ap TO RA 1 TORA: TODA: ASDA: LDA: 4 x A Runy 17-3 (,238 x1 ) 1 DA AS DA,4 LD A TO R ( 7, 1 1 7, -3 1 AS ASDA LDA 3 nw ay, Ru al 7 Voyagr 7 9 Tak-Off Runy Availabl Tak-Off Distanc Availabl Acclrat-Stop Distanc Availabl Landing Distanc Availabl KEY: 7 Ldbttr Wst TODA 7, TORA: TODA: ASDA: LDA: TORA , 7, RUNWAY Ch 48 TORA 7 r Ldbtt Wst TODA 7, ASDA 3 LDA,8 4 RUNWAY 31 4 ALTERNATIVE 2 12 SCALE IN FEET DATE OF AERIAL: May (mrgd with Googl Earth imagry April for southrn covrag) NORTH Exhibit 4N: RSA COMBINATION METHOD ALTERNATIVES

2 Dallas Excut Airport Airport Mastr Plan - aft Final would not includ providing th full OFA. If th full OFA is also rquird by th FAA, th ASDA and LDA for Runy 31 would nd to b rducd by anothr 1 ft. Th costs associatd with this altrnat hav bn stimatd at $.14 million. This altrnat would also rquir th rlocation of th glidslop and localizr antnnas at an stimatd $1. million and installation of a MALS at $1. million. Thus, th total costs for implmnting this altrnat ar stimatd at $7. million. RSA Combination Mthod Altrnat 2 Altrnat 2 considrs all improvmnts mntiond bfor and also includs th implmntation of EMAS at th south nd of th runy. Adding EMAS to th south nd of th runy has no impact on any dclard distancs for Runy 31 as it is aimd spcifically at improving oprational lngth calculations for Runy only. As discussd, Runy is utilizd mor frquntly than Runy 31 as prdominant winds ar from th south. Morovr, southrly winds gnrally flow during vry hot days. As a rsult, Runy will gnrally b in us whn turbin aircraft runy lngth nds ar gratr as jt aircraft rquir longr tak-off rolls at highr tmpraturs. Adding EMAS to th south nd of th runy as dpictd on Exhibit 4N would not chang th TORA or TODA from that providd in Combination Mthod Altrnat 1; howvr, it would incras th ASDA and LDA calculations. EMAS installation as proposd would allow th south nd of th runy to provid th full 1,- foot qualnt RSA. As a rsult, th Runy ASDA would b th full pavmnt lngth, or 7, ft. Th LDA would b 1 ft to account for th proposd 4-foot landing thrshold displacmnt (from currnt runy nd). Th costs for RSA Combination Mthod Altrnat 2 would includ all of th $7. million associatd with Altrnat 1. It would also includ anothr stimatd $.21 million for EMAS installation. Thus, total stimatd costs for implmnting Altrnat 2 would b $12.8 million. RSA Combination Mthod Summary Th primary bnfits of th combind mthod altrnats would b th ability to provid gratr dclard distancs than could b providd by simply using dclard distancs to mt RPZ rquirmnts as prsntd on Exhibit 4C. Th combination altrnats provid lss dclard distancs than thos proposd in RSA Dclard Distanc Options 2, 2b, and 3 prsntd arlir; howvr, th combination mthod would account for th RPZs allowing for FAA standards to b mt. Thus, th combination mthod would satisfy both RSA and RPZ dsign standards whil maximizing oprational lngths. Thr ar two primary drawbacks associatd with th two combination mthods. First, th costs would b rlatly high to includ a 8-foot xtnsion for both altrnats and EMAS in Altrnat 2. Scond, th xtndd runy pavmnt would not hav full utility. For xampl, th runy xtnsion would not b usabl for landings on Runy. Whil ths drawbacks ar considrd, thy do not outwigh th bnfits achd as th rducd oprational lngths rquird for mting both RSA and RPZ without ths improvmnts would b significant. Rducing th dclard distancs (or simply rducing th runy lngth) to blow ft would significantly rduc th utility of th runy for businss jts. As a rsult, oprations would b lost by both itinrant and basd aircraft. In fact, som basd aircraft oprators (i.., th Gulfstram II and IV) could lct to bas thir aircraft lswhr. Obviously, this could pos significant financial impacts on th airport s FBOs which hav invstd millions of dollars in facilitis aimd at accommodating ths aircraft. Th combination mthod altrnats ar th only altrnats prsntd in this study which mt both RSA and RPZ dsign standards whil also maximizing oprational lngths. Whil th costs ar rlatly high, th combination mthod altrnats ar fasibl and prudnt if th FAA rquirs that th full RSA and RPZ standards b mt. RSA DETERMINATION SUMMARY Each of th six RSA mitigation altrnats, as prscribd by th FAA, has bn analyzd in thir application to Dallas Excut Airport and is prsntd in Tabl 4A. Thr of th six altrnats wr considrd fasibl and/or prudnt. Exhibit 4P prsnts a comparabl tabl for ach of th altrnats considrd prudnt and/ or practicabl for quick rfrnc. Th prparr of this study cannot choos a singl solution as th final plan will first rquir that th FAA indicat to what xtnt RSA, OFA, and/or RPZ standards should b mt. Onc th FAA provids that dirction, th bst solution can b 4-1 / Chaptr 4 - Dvlopmnt Altrnats

3 Dallas Excut Airport Airport Mastr Plan - aft Final City of Dallas Dallas Excut Airport Altrnat D - Option 2a Implmnt Dclard Distancs Altrnat D - Option 2b Implmnt Dclard Distancs Altrnat D - Option 3 Implmnt Dclard Distancs Altrnat E - Enginrd Matrials Arrsting Systm (EMAS) Altrnat F - Option 1 Combination Mthod Altrnat F - Option 2 Combination Mthod PHYSICAL FACTORS Effct Runy Lngth Tak-off Run Availabl (TORA) 98' 98' 98' 98' 7,' 7,' 41' 41' 7' 1' 7' 1' Tak-off Distanc Availabl (TODA) 98' 98' 98' 98' 7,' 7,' 41' 41' 7,' 7,' 7,' 7,' Acclrat-Stop Distanc Availabl (ASDA) 493' 98' 4' 98' 3' 7,' 41' 41' 3' 7,' 7,' 7,' Landing Distanc Availabl (LDA) 493' 889' 4' 8' 3' 7,39' 41' 31',8' ' 1' ' Proprty Acquisition Non proposd* Non proposd* Non proposd* Non proposd* acrs - Runy RPZ ±2.4 acrs - Runy 31 RPZ acrs - Runy RPZ ±2.4 acrs - Runy 31 RPZ Facility Rlocation VASI-4 ( & 31); REILs (); Runy thrsholds ( & 31); Localizr; Glidslop antnna VASI-4 ( & 31); REILs (); Runy thrsholds ( & 31); Localizr; Glidslop antnna VASI-4 ( & 31)); REILs ; Runy thrsholds ( & 31); Localizr; Glidslop antnna VASI-4 (31); Runy thrshold (31); Glidslop antnna VASI-4 ( & 31); REILs (); Runy thrsholds ( & 31); Localizr; Glidslop antnna VASI-4 ( & 31); REILs (); Runy thrsholds ( & 31); Localizr; Glidslop antnna Infrastructur Dvlopmnt Northrly 3' runy and paralll taxiy xtnsion; In-pavmnt MALS on Runy 31 (Rmov LDIN) Northrly 3' runy and paralll taxiy xtnsion; In-pavmnt MALS on Runy 31 (Rmov LDIN) Northrly 8' runy and paralll taxiy xtnsion; In-pavmnt MALS on Runy 31 (Rmov LDIN) ' by 2' ara prppd and stablizd for EMAS; In-pavmnt MALS on Runy 31 (Rmov LDIN) Northrly 8' runy and paralll taxiy xtnsion; In-pavmnt MALS on Runy 31 (Rmov LDIN) Northrly 8' runy and paralll taxiy xtnsion; ' by 2' ara prppd and stablizd for EMAS; In-pavmnt MALS on Runy 31 (Rmov LDIN) OPERATIONAL FACTORS Aircraft Oprations Mts RSA dsign standards Mts RSA and OFA dsign standards Mts RSA dsign standards Mts RSA and OFA dsign standards Mts RSA and RPZ dsign standards Mts RSA and RPZ standards Facility Maintnanc Maintain additional 3' of runy and taxiy pavmnt Maintain additional 3' of runy and taxiy pavmnt Maintain additional 8' of runy and taxiy pavmnt Maintain EMAS bd Maintain additional 8' of runy and taxiy pavmnt Maintain additional 8' of runy and taxiy pavmnt; Maintain EMAS bd DEVELOPMENT COSTS $.4 million $.4 million $.14 million $.22 million $7. million $12.8 million * RPZ and dpartur RPZ would continu to xtnd byond airport proprty. Would rquir approval by FAA. Exhibit 4P: RUNWAY -31 SAFETY AREA ALTERNATIVES SUMMARY

4 Dallas Excut Airport Airport Mastr Plan - aft Final City of Dallas Dallas Excut Airport Tabl 4A: RUNWAY SAFETY AREA ANALYSIS SUMMARY Option # RSA Altrnat Prudnt and/or Fasibl Commnts A Provid full RSA No RSA byond Runy 31 nd cannot b xtndd du to th location of U.S. Highy and its outr roads. B C D Rlocat, shift, or ralign runy Rduc runy lngth Dclard distancs No No Rlocation not possibl in clos proximity du to urbanizd ara; Runy shift not advisabl du to RPZ shift ovr additional commrcial and rsidntial proprtis; Raligning runy not fasibl; Upgrading Runy 17-3 to rplac Runy -31 would not b fasibl as it could not provid mor lngth and would b cost-prohibit. Would hav significant oprational impact on currnt airport usrs and FBOs; would ngatly impact sizabl invstmnts mad by sponsor, TxDOT, and FBOs. Ys F Options prsntd with Options 2a, 2b, and 3 considrd prudnt and/or fasibl; howvr, ths options would not mitigat for incompatibl land uss in th RPZs. E EMAS Ys Cost stimatd at $.22 million; would not mitigat incompatibl uss in th RPZs. F Combination Ys Two combination mthod altrnats prsntd having rlatly high costs; Only altrnat which would allow th airport to comply with both RSA and RPZ dsign standards; Should only b considrd prudnt and/or fasibl if th FAA rquirs th full RSA and RPZ to mt standards. Sourc: Coffman Associats analysis of FAA Ordr 2.8 Runy Safty Ara Program OTHER AIRFIELD ALTERNATIVES Now that th airfild standards and RSA dtrmination is complt, analysis for issus rlating to othr airfild dvlopmnts will b analyzd. Analysis in th prvious chaptr indicatd that Runy 17-3 should b xtndd to bttr srv up to small corporat aircraft for priods whn th primary runy is closd. Taxiy improvmnts will also b addrssd. RUNWAY 17-3 Runy 17-3 is currntly 3,8 ft long by 1 ft wid. As mntiond arlir, this runy is bttr suitd to prdominant winds, spcially for small aircraft. It would b idal for th runy to provid longr runy lngth to mt th nds of corporat aircraft including small businss jts. Morovr, if th runy wr xtndd, it would allow th airport to rmain opn to srv up to small businss jt aircraft whn th primary runy is closd. Currnt plans includ a rhabilitation of Runy -31. Dpnding on th typ of rhabilitation, Runy -31 could nd to b closd for anywhr from on month up to nin months. It s dtrmind in th RSA dtrmination sction arlir that upgrading Runy 17-3 to ARC C/D- II standards would b cost-prohibit. Extnding th runy so as to provid longr oprational lngth undr ARC B-II dsign, howvr, can b achd. slctd. If th FAA dos not rquir that th RPZs b mitigatd from incompatibl uss, for xampl, on of th RSA Altrnat D options and/or Altrnat E could b th bst choic. If th full RSA and RPZ ar rquird, th combination altrnats prsntd in RSA Altrnat F would b th bst solution. This study will b prsntd to airport staff, Txas Dpartmnt of Transportation - Aviation Dision (TxDOT), FAA, and airport usrs. It is intndd that ths mtings will provid propr guidanc to mak an appropriat choic. Th rcommndd solution will b outlind in th nxt chaptr of this study. Exhibit 4Q prsnts two altrnats for xtnding Runy Th altrnats considr mting th full RSA and OFA standards on xisting proprty whil also providing th full RPZ for th north nd of th runy on proprty. Th southrn RPZ can xtnd into th opn ara south of th airport as long as th proprty is acquird in f or through asmnts. Chaptr 4 - Dvlopmnt Altrnats / 4-17

5 Dallas Excut Airport City of Dallas ALTERNATIVE 1 ALTERNATIVE LEGEND Airport Proprty Lin Runy Safty Ara (RSA) S Hampton Rd. vin D. Lo v Fr y) U. S. Hi gh y 7( Ma r ol lo 9 Marinr l al Ch Ap r ng Voyagr Runy 17-3 (4,83 x1 ) 8 (M gh y Hi ) D. Lo v Fr y vin ar U. S. 9 S Hampton Rd. Marinr tu rn 19.8 Acrs Sa Bi rd La n DATE OF AERIAL: May (mrgd with Googl Earth imagry April for southrn covrag) ) SCALE IN FEET x 9 R d ,4 NORTH r ng l al Ch ( ). 1 x tu rn nw ay lo 1 Sa Ru ol,4 Ap ( 1 Voyagr -3 Runy 17-3 (4, x1 ) 9 nw ay 9 Ru Wst Ldbttr Wst Ldbttr Acrs Objct Fr Ara (OFA) Ultimat Airfild Pavmnt Runy Protction Zon (RPZ) Exhibit 4Q: RUNWAY 17-3 EXTENSION OPTIONS ARC B-II STANDARDS

6 Dallas Excut Airport Airport Mastr Plan - aft Final Altrnat 1, prsntd on th lft sid of Exhibit 4Q, proposs xtnsions to both nds of th runy. Th runy could b xtndd 33 ft to th south whil maintaining th full ARC B-II RSA which xtnds 3 ft byond th runy. Th RSA would b placd at th airport primtr fnc just north of th primtr road. Th altrnat also considrs a 49-foot northrly xtnsion. This xtnsion s slctd to minimiz costs associatd with having to fill and mbank aras farthr north. Th rsultant runy lngth providd by Altrnat 1 would b 4,12 ft. Costs associatd with this altrnat hav bn stimatd at $4.914 million without considration of proprty costs for th south RPZ. Altrnat 2 is ssntially th sam as Altrnat 1, howvr, th proposd northrly xtnsion of Runy 17-3 is 11 ft. This is th maximum xtnsion possibl which would allow th RPZ to rmain on currnt airport proprty. As proposd, this altrnat would provid 4,4 ft of runy lngth. Th costs of implmnting Altrnat 2 hav bn stimatd at $.9 million. Th two xtnsion altrnats for Runy 17-3 would improv th runy s ability to srv small businss jts during most days. On hot days, howvr, th proposd lngth could b too short to mt turbin aircraft nds. Aftr mting with th airport staff, TxDOT, and th PAC, an altrnat will b slctd and carrid forrd into th nxt chaptr. TAXIWAYS Th taxiy systm at Dallas Excut Airport includs partial paralll taxiys, ntranc/xit taxiys, and connctor taxiys. Th primary considration in this analysis is to nsur that th taxiy systm mts FAA dsign standards. Analysis in th prvious chaptr indicatd that futur planning should considr th opportunity for th critical aircraft to transition to ARC C/D-III. Morovr, planning should also factor th implmntation of a Catgory I (CAT I) prcision instrumnt approach procdur with visibility minimums of ½-mil and cloud cilings as low as 2 ft on Runy 31. In ordr to mt FAA standards for ARC C/D-III and/ or a CAT I instrumnt approach, th paralll taxiy srving th runy dsignd for such would nd to b sparatd from th runy by at last 4 ft (cntrlin to cntrlin). Partial paralll Taxiy B srving th northwstrn portion of Runy -31 dos not currntly mt this standard. Taxiy B is currntly locatd 3 ft ast of th runy (cntrlin to cntrlin). Exhibit 4R illustrats th altrnat of shifting Taxiy B to a location 4 ft ast of th runy cntrlin. It would also includ a nw connctor stub taxiy linking th ast apron with Taxiy B through Runy It is bld that th shiftd taxiy will also nd to srv an xtndd runy as prsntd in th Runy Safty Ara Dtrmination sction arlir. Thrfor, Taxiy B would nd to b shiftd 1 ft to th ast and thn xtndd ithr 3 ft or 8 ft northwst of its currnt nd location as dpictd on th xhibit. Shifting th taxiy 1 ft ast, and thn xtnding it 3 ft to th proposd xtndd runy is stimatd to cost $1.4 million. For th proposd 8-foot xtnsion and 1-foot astrly shift, costs ar stimatd at $1.9 million. Th rlatly high costs for rlocating and xtnding Taxiy B ar, in larg part, du to th significant lvation changs north of xisting Taxiy B. Thus, if th runy is xtndd as proposd in ithr altrnat, th costs associatd with shifting th taxiy to b 4 ft ast of th runy would likly b considrd too high. As a rsult, Runy -31 may not b capabl of mting ARC C/D-III runy-to-taxiy sparation standards and thrby not qualify for CAT I instrumnt approach minimums. LANDSIDE PLANNING ALTERNATIVES Th purpos of this sction is to idntify and valuat viabl landsid altrnats at Dallas Excut Airport to mt program rquirmnts st forth in th prvious chaptr. Whil th airfild is comprisd of facilitis whr aircraft movmnt occurs (runys, 4-18 / Chaptr 4 - Dvlopmnt Altrnats

7 LEGEND Airport Proprty Lin Altrnat 2a: No Runy Extnsion/ Ultimat Taxiy B Rcocatd at 4 Sparation 8 Runy/Taxiy Extnsion Pavmnt to b Rmovd 9 9 Altrnat 2b: 3 Runy Extnsion/ Ultimat Taxiy B Rcocatd at 4 Sparation Runy/Taxiy Extnsion Runy Safty Ara (RSA) Objct Fr Ara (OFA) Altrnat 2c: 8 Runy Extnsion/ Ultimat Taxiy B Rcocatd at 4 Sparation Runy/Taxiy Extnsion Runy Safty Ara (RSA) Objct Fr Ara (OFA) Runy 17-3 (3,8 x1 ) Voyagr NORTH Saturn 12 SCALE IN FEET DATE OF AERIAL: May Exhibit 4R: TAXIWAY BRAVO 1 SHIFT ALTERNATIVE Runy -31 (41 x1 ) 4 9 Wst Ldbttr Ldbttr Alt. 2c: 8 Alt. 2b: 3 Dallas Excut Airport Airport Mastr Plan - aft Final City of Dallas Dallas Excut Airport Wstmorland Road

8 Dallas Excut Airport Airport Mastr Plan - aft Final City of Dallas Dallas Excut Airport taxiys, tc.), landsid facilitis ar dsignd to accommodat th transfr of passngrs btwn th air and ground. Th primary aviation functions to b accomplishd via landsid at Dallas Excut Airport includ aircraft storag hangars, aircraft parking aprons, gnral aviation trminal facilitis, and automobil parking and accss. Th intrrlationship of ths functions is important to dfining a long-rang landsid layout for gnral aviation uss at th airport. Du to an abundanc of land availabl at th airport, carful considration will also b gn to aras that could b considrd for non-aviation uss that can provid additional rvnu support to th airport and support conomic dvlopmnt for th rgion. Th ordrly dvlopmnt of th airport trminal ara, thos aras along th flight lin paralll to th runy, can b th most critical, and oftntims th most difficult to control on th airport. A dvlopmnt approach of taking th path of last rsistanc can hav a significant impact on th long-trm viability of an airport. Allowing dvlopmnt without rgard to a functional plan could rsult in a haphazard array of buildings and small apron aras, which will vntually prclud th most fficint us of valuabl spac along th flight lin. Landsid altrnat considrations wr summarizd prviously on Exhibit 4A. Th following brifly dscribs proposd landsid facility improvmnts. srvics on th airport. An xampl of th high-actity aras is th airport trminal building and adjoining aircraft parking apron, which provids tidown locations and circulation for aircraft. In addition, larg convntional hangars usd for fixd bas oprators (FBOs), aircraft maintnanc, corporat aviation dpartmnts, or bulk aircraft storag would b considrd a high-actity us ara. Th bst location for high-actity aras is along th flight lin, for as of accss to all aras on th airfild. Major utility infrastructur would nd to b providd to ths aras. Th mdium-actity us catgory dfins th nxt lvl of airport us and primarily includs smallr corporat aircraft that may dsir thir own xcut hangar storag on th airport. Th bst location for mdiumactity us is off th immdiat flight lin, but still radily accssibl to aircraft including corporat jts. Du to an airport s layout and othr xisting conditions, if this ara is to b locatd along th flight lin, it is bst to kp it out of th midfild ara of th airport, so as to not caus congstion with transint aircraft utilizing th airport. Parking and utilitis such as tr and swr should also b providd in this ara. Th low-actity us catgory dfins th ara for storag of smallr singl and multi-ngin aircraft. Low-actity usrs ar prsonal or small businss aircraft ownrs who prfr indidual spac in T-hangars and linar box hangars. Low-actity aras should b locatd in lss conspicuous aras. This us catgory will rquir lctricity, but gnrally dos not rquir tr or swr utilitis. Idally, trminal ara facilitis at airports should follow a linar configuration paralll to th primary runy systm. Th linar configuration allows for maximizing availabl spac whil providing as of accss to trminal facilitis from th airfild. Landsid altrnats will addrss dvlopmnt in spcific aras on th airport. Sparation of actity lvls and fficincy of layout will b discussd as wll. In addition to th functional compatibility of th aviation dvlopmnt aras, th proposd dvlopmnt concpt should provid a first-class apparanc for Dallas Excut Airport. As prviously mntiond, th airport srvs as a vry important link to th ntir rgion whthr it is for businss or plasur. Considration to asthtics should b gn high priority in all public aras, as th airport can srv as th first imprssion a visitor may hav of th community. AVIATION ACTIVITY LEVELS Landsid dvlopmnt aras should b didd into high, mdium, and low intnsity actity lvls at th airport. Th high-actity ara should b plannd and dvlopd to provid aviation Chaptr 4 - Dvlopmnt Altrnats / 4-19

9 Dallas Excut Airport Airport Mastr Plan - aft Final Dallas Excut Airport is locatd on approximatly 1,7 acrs. In ordr to allow for maximum dvlopmnt of th airport whil kping with FAA mandatd safty dsign standards, it is vry important to dvis a plan that allows for th ordrly dvlopmnt of airport facilitis. Typically, airports will rsrv proprty adjacnt to th runy systm for aviation-rlatd actity xclusly. This will allow for th location of taxiys, aprons, and hangars. In thos circumstancs whr ultimat dmand lvls fall short of ultimat build-out nd, som airports will ncourag non-aviation commrcial or industrial dvlopmnt. Th potntial of non-aviation dvlopmnt on airport proprty can provid an additional rvnu sourc in th form of long-trm land lass for th airport. As vidncd in Chaptr Two, aviation-rlatd growth is forcast to incras throughout th planning priod of this Mastr Plan, thus, a larg portion of airport proprty should b ddicatd for airfild oprations and aviation us; howvr, planning will considr dsignating crtain portions of airport proprty for non-aviation dvlopmnt as wll. AIRCRAFT HANGAR DEVELOPMENT Landsid altrnats to follow will considr th construction of additional aircraft hangars at Dallas Excut Airport. Hangar dvlopmnt taks on a varity of sizs corrsponding with svral diffrnt uss. Commrcial gnral aviation actitis ar ssntial to providing th ncssary srvics ndd on an airport, spcially at a rlr airport locatd in a larg mtropolitan ara such as th cas for Dallas Excut Airport. This includs businsss involvd with, but not limitd to, aircraft rntal and flight training, aircraft chartrs, aircraft maintnanc, lin srvic, and aircraft fuling. Ths typs of oprations ar commonly rfrrd to as FBOs. Th facilitis associatd with businsss such as ths includ larg convntional typ hangars that hold svral aircraft. High lvls of actity oftn charactriz ths oprations, with a nd for apron spac for th storag and circulation of aircraft. Ths facilitis ar bst placd along ampl apron frontag with good visibility from th runy systm for transint aircraft. Utility srvics ar ndd for ths typs of facilitis, as wll as automobil parking aras. Th mix of aircraft using Dallas Excut Airport is xpctd to continu to includ businss class aircraft which hav largr wingspans. Ths largr aircraft rquir gratr sparation distancs btwn facilitis, largr apron aras for parking and circulation, and largr hangar facilitis. Aircraft hangars usd for th storag of smallr aircraft primarily involv T-hangars or linar box hangars. Sinc storag hangars oftn hav lowr lvls of actity, ths typs of facilitis can b locatd ay from th primary apron aras, in mor rmot locations of th airport. Limitd utility srvics ar ndd for ths aras. Othr typs of hangar dvlopmnt can includ xcut hangars for accommodating svral aircraft simultanously. Typically, ths typs of hangars ar usd by corporations with company-ownd aircraft or by an indidual or group of indiduals with multipl aircraft. Ths hangar aras typically rquir all utilitis and sgrgatd roady accss. Currntly, thr is ovr, squar ft of hangar, offic, and maintnanc ara providd at Dallas Excut Airport mad up of a combination of th hangar typs prviously discussd. REVENUE SUPPORT LAND USES Du to th larg amount of land on airport proprty xcding th spac ndd for forcast aviation dmand, considration has bn gn for th City of Dallas Aviation Dpartmnt to utiliz portions of th airport for non-aronautical purposs such as commrcial, industrial, or manufacturing dvlopmnt. It should b notd that th City dos not hav th approval to us airport proprty for non-aronautical purposs at this tim. Non-aviation us of airport proprty rquirs spcific approval from th FAA. Th Mastr Plan procss is not th mthod of obtaining such an approval for non-aronautical uss, vn if ths uss ar ultimatly shown in th Mastr Plan and on th Airport Layout Plan (ALP). A sparat rqust justifying th us of airport proprty for non-aronautical uss will b rquird onc th Mastr Plan is complt. Th Mastr Plan can b a sourc for dvloping that justification. 4-2 / Chaptr 4 - Dvlopmnt Altrnats

10 City of Dallas Dallas Excut Airport Fdral Law obligats an airport sponsor to us all proprty shown on an ALP and/or Proprty Map for public airport purposs. A distinction is gnrally not mad btwn proprty acquird locally and proprty acquird with fdral assistanc. Howvr, proprty acquird with fdral assistanc or transfrrd surplus proprty from th fdral govrnmnt may hav spcific covnants or rstrictions on its us diffrnt from proprty acquird locally. Ths obligations will rquir that th City work with TxDOT to formally rqust a rlas from th trms, conditions, rsrvations, and rstrictions containd in any convyanc dds and assurancs in prvious grant agrmnts. A rlas is rquird vn if th airport dsirs to continu to own th land and only las th land for dvlopmnt. Th obligations rlat to th us of th land just as much as thy do to th ownrship of th land. U.S. Cod 4713 authorizs th FAA to rlas airport land whn it is convincingly clar that: a. Airport proprty no longr srvs th purpos for which it s convyd. In othr words, th airport dos not nd th land now or in th futur bcaus it has no aviationrlatd or aronautical us, nor dos it srv as approach protction, a compatibl land us, or a nois buffr zon. b. Th rlas will not prvnt th airport from carrying out th purpos for which th land s convyd. In othr words, th airport will not xprinc any ngat impacts from rlinquishing th land. c. Th rlas is actually ncssary to advanc th cil aviation intrsts of th countrs. In othr words, thr is a masurabl and tangibl bnfit for th airport or th airport systm. Ultimatly, th ability of th City to us airport proprty for non-aronautical rvnu production will rst upon a dtrmination by th FAA that portions of airport proprty ar no longr ndd for airport-rlatd or aronautical uss. To prov that land is not ndd for aronautical purposs, an assssmnt and dtrmination of th ara that will b rquird for aronautical purposs will b ndd. Th Mastr Plan provids this analysis. A formal rqust to th FAA for a rlas from fdral obligations will hav svral distinct lmnts. Th major lmnts of th rqust will includ: 1. A dscription of th obligating convyanc instrumnt or grant. 2. A complt proprty dscription including a lgal dscription of th land to b rlasd. 3. A dscription of th proprty condition. 4. A dscription of fdral obligations.. Th kind of rlas rqustd. (las or sal). Purpos of th rlas. 7. Justification for th rlas. 8. Disposition and markt valu of th rlasd land. 9. Rinvstmnt agrmnt. A commitmnt by th County to rinvst any las rvnus xclusly for th improvmnt, opration, and maintnanc of th airport. 1. aft instrumnt of rlas. An nvironmntal dtrmination will also b rquird. Whil FAA Ordr 1.1E, Environmntal Policis and Procdurs, stats that a rlas of an airport sponsor from fdral obligations is normally catgorically xcludd and would not normally rquir an Environmntal Assssmnt (EA), th issuanc of a catgorical xclusion is not automatic and th FAA must dtrmin that no xtraordinary circumstancs xist at th airport. Extraordinary circumstancs would includ a significant nvironmntal impact to any of th nvironmntal rsourcs govrnd by Fdral Law. An EA may b rquird if thr ar xtraordinary circumstancs. BUILDING RESTRICTION LINE AND RUNWAY VISIBILITY ZONE Th building rstriction lin (BRL) idntifis suitabl building aras on th airport. Th BRL ncompasss runy safty aras, obstruction clarancs, RPZs, navigational aid critical aras, aras rquird for trminal instrumnt procdurs, and othr aras ncssary for mting airport lin-of-sight rquirmnts. Two primary factors contribut to th dtrmination of th BRL: typ of runy (utility or othr-than-utility) and th capability of th instrumnt approachs. At Dallas Excut Airport, Runys -31 and 17-3 ar considrd othr-than-utility runys gn that thy support businss jt Chaptr 4 - Dvlopmnt Altrnats / 4-21

11 Dallas Excut Airport Airport Mastr Plan - aft Final oprations and ar affordd straightin instrumnt approach procdurs. Runy -31 provids for prcision instrumnt approach minimums whil non-prcision instrumnt approach minimums apply to Runy Th BRL is a product of Titl 14 of th Cod of Fdral Rgulations (CFR) Part 77 transitional surfac claranc rquirmnts. Ths rquirmnts stipulat that no objct b locatd in th primary surfac, dfind as bing no closr than 2 ft from a nonprcision instrumnt runy having visibility minimums gratr than ¾-mil and no closr than ft to a runy srvd by a prcision or non-prcision instrumnt approach with visibility minimums as low as ¾-mil. From th primary surfac, th transitional surfac xtnds outrd at a slop of on vrtical foot to vry svn horizontal ft. Traditionally, th BRL is st at a point whr th transitional surfac is 3 ft abov th runy lvation. For Runy 17-3, this distanc is 49 ft from th runy cntrlin. For Runy -31, this dimnsion is 74 ft from th runy cntrlin. It should b notd that structurs can b locatd btwn th BRL and th primary surfac as long as th highst point of th structur is not a pntration to th 7:1 transitional surfac. Carful considration should b gn to potntial landsid dvlopmnt as it rlats to th BRL, spcially on th wst sid of th airport. Airfild dvlopmnt should also b plannd so it dos not pntrat th runy visibility zon (RVZ). It is rcommndd that a clar RVZ b maintaind whr two runys intrsct. Th RVZ outlins th ara ndd to b clar of obstructions so that aircraft on both runys can s othr aircraft bfor it is too lat to avrt an accidnt. Th distanc btwn th runys intrsction and ach runy nd dtrmins th location of ach runy s visibility point. LANDSIDE DEVELOPMENT ALTERNATIVES Thr ar two larg aras which ar gn spcific attntion for plannd dvlopmnt at Dallas Excut Airport. Th first is th ara on th ast sid of th airport. Currntly, th majority of landsid dvlopmnt is locatd on th airport s ast sid, and proprty rmains availabl for futur dvlopmnt. Svral parcls of land ar availabl that could accommodat both aviation and non-aviation rlatd dvlopmnt. Du to th xisting infrastructur (roadys, utilitis, tc.) in plac to support futur dvlopmnt, th ast sid of th airport could accommodat a significant amount of futur growth nds. For ths rasons, futur dvlopmnt in this ara is plannd and will b discussd in th nxt sction. A scond ara that currntly supports limitd dvlopmnt is on th wst sid of th airport. Ovr 2 acrs of land is highlightd in th form of mixd aviation and non-aviation uss. Rcnt infrastructur improvmnts hav positiond land on th airport s wst sid to b attract for dvlopmnt. As a rsult, altrnats for potntial dvlopmnt in this ara will also b discussd. Exhibit 4S provids a gnralizd land us plan for th futur dvlopmnt of Dallas Excut Airport. Th altrnats to b prsntd ar not th only options for dvlopmnt. In som cass, a portion of on altrnat could b intrmixd with anothr. Also, som dvlopmnt concpts could b rplacd with othrs. Th final rcommndd plan only srvs as a guid for th airport which will aid th City in stratgic markting of availabl airport proprtis. Many tims, airport oprators chang thir plan to mt th nd of spcific usrs. Th goal in analyzing landsid dvlopmnt altrnats is to focus futur dvlopmnt so that airport proprty can b maximizd. EAST LANDSIDE CONSIDERATIONS As prviously discussd, th majority of xisting dvlopmnt is locatd on th ast sid of th airport and consists of a gnral aviation trminal building, aircraft storag hangars, aircraft parking aprons, and support facilitis to includ ful storag, automobil parking, and aircraft rscu and firfighting (ARFF). Exhibit 4T highlights othr aras on th ast sid that could b utilizd for aviation-rlatd dvlopmnt. In addition, crtain parcls ar dsignatd for potntial non-aviation dvlopmnt. Approximatly 24 acrs of land locatd btwn Challngr and Marinr 4-22 / Chaptr 4 - Dvlopmnt Altrnats

12 City of Dallas LEGEND Wst Wst Ldbttr Ldbttr Airport Proprty Lin Runy Visibility Zon Airfild Oprations Aviation Rlatd Dvlopmnt Mixd Us Aviation/ Non-Aviation Dvlopmnt Non-Aviation Rlatd Dvlopmnt Public/Institutional Opn Spac/Rcrational NORTH 1 2 SCALE IN FEET DATE OF AERIAL: May Dallas Excut Airport Runy 17-3 (3,8 x1 ) Runy -31 (41 x1 ) Wstmorland Road Marinr S Hampton Rd. U.S. Highy (Marvin D. Lov Fry) Exhibit 4S: GENERALIZED ON-AIRPORT FUTURE LAND USE PLAN Challngr Apollo.. Saturn Voyagr Rd Bird Bird Lan 11 ac. 9 ac. 1 ac. 123 ac. 38 ac. 221 ac. 294 ac. 89 ac. 3 ac. 11 ac. 21 ac. 1 ac. 112 ac. 18 ac. ac. 19 ac..8 ac.