AIRPORT MASTER PLAN UPDATE

COLLIN COUNTY REGIONAL McKINNEY,

Prepared for:

The City of McKinney

February, 2006

Prepared by:

Wilbur Smith Associates, Inc.

“The preparation of this document was financed in part through a planning grant from the Federal Aviation Administration (FAA) and the Texas Department of Transportation (TxDOT) as approved under the Airport and Airway Improvement Act of 1982. The contents of this report reflect the views of the Consultant, which is responsible for the facts and the accuracy of the data depicted herein, and do not necessarily reflect the official views or policy of the FAA or TxDOT. Acceptance of this report by the FAA or TxDOT does not in any way constitute a commitment on the part of the United States to participate in any development depicted therein, nor does it indicate that the proposed development is environmentally acceptable in accordance with applicable public laws.”

Collin County Regional Airport Airport Master Plan Update Table of Contents

Table of Contents

Chapter 1: Inventory

Introduction ...... 1-1 Airport History ...... 1-2 Airport Location and Access ...... 1-3 Airport Role ...... 1-7 Historic Airport Activity ...... 1-10 Existing Airport Facilities ...... 1-12 Airside Facilities ...... 1-12 and Taxiways ...... 1-14 Apron Areas ...... 1-14 Airfield Lighting and Signage ...... 1-14 Navigational Aids (NAVAIDS) ...... 1-15 Landside Facilities ...... 1-16 FBO Facilities ...... 1-18 Corporate Aviation Facilities ...... 1-19 Tower ...... 1-19 Automobile Parking ...... 1-19 Maintenance Facilities ...... 1-20 Fuel Storage and Distribution ...... 1-20 Aircraft Rescue and Firefighting ...... 1-21 Planned Development Projects ...... 1-21 Area Airspace ...... 1-22 Airport Traffic Pattern ...... 1-22 Aeronautical Radio Communication ...... 1-22 Regional DFW Coordination ...... 1-23 Regional Airspace Considerations ...... 1-23 Avoidance of Noise Sensitive Areas ...... 1-27 Climatic and Meteorological Conditions ...... 1-27 Area Land Use Patters and Zoning ...... 1-29 Land Use and Zoning ...... 1-29 Area Socioeconomic Date ...... 1-32 Other Area ...... 1-35 Previous Airport Planning Studies ...... 1-37 McKinney Municipal Airport Master Plan Study (1998) ...... 1-38 Conceptual Development Plan for McKinney Municipal Airport (MEDC, 2003) ...... 1-39 Conclusion ...... 1-40

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Collin County Regional Airport Airport Master Plan Update Table of Contents

Chapter 2: Forecasts of Aviation Demand

Introduction ...... 2-1 Regional Demographics ...... 2-1 Historic Aviation Activity ...... 2-4 National Aviation Trends ...... 2-7 Overview ...... 2-8 General Aviation Industry ...... 2-8 Business Use of Aviation ...... 2-9 FAA Activity Forecasts ...... 2-12 Active Pilots ...... 2-12 Active Aircraft Fleet ...... 2-14 Active Hours Flown ...... 2-15 Summary of National General Aviation Trends ...... 2-15 Texas Aviation Trends ...... 2-16 Texas Economic Trends ...... 2-16 Texas General Aviation Trends ...... 2-17 TASP Aviation Activity Forecasts ...... 2-17 Projections of Aviation Demand – Collin county Regional Airport ...... 2-20 Based Aircraft Projections ...... 2-20 Population Growth Methodology ...... 2-20 Earnings Growth Methodology ...... 2-21 Expanding Market Share Methodology ...... 2-21 Summary of Based Aircraft Projection Scenarios ...... 2-23 Preferred Based Aircraft Projection ...... 2-24 Based Aircraft Fleet Mix Projections ...... 2-26 Aircraft Operations Projections ...... 2-28 Operations Per Based Aircraft Methodology ...... 2-28 Constant OPBA ...... 2-29 Increasing OPBA ...... 2-29 Declining OPBA ...... 2-31 Collin County Earnings Methodology ...... 2-32 Summary of Aircraft Operations Projections ...... 2-32 Preferred Aircraft Operations Projections ...... 2-33 Comparison to Terminal Area Forecast ...... 2-34 Projected Local/Itinerant Split ...... 2-35 Projected Operational Fleet Mix ...... 2-37 Critical Aircraft ...... 2-38 Summary ...... 2-40

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Collin County Regional Airport Airport Master Plan Update Table of Contents

Chapter 3: Demand/Capacity Analysis

Introduction ...... 3-1 Airfield Layout and Configuration ...... 3-1 Weather Conditions ...... 3-2 Aircraft Fleet Mix ...... 3-2 Touch-and-Go Operations ...... 3-3 Peak Hour Airfield Capacity ...... 3-3 Annual Service Volume ...... 3-3 Weighted Hourly Capacity ...... 3-4 D Factor ...... 3-5 H Factor ...... 3-6 Calculation of ASV ...... 3-6 Range of Delay ...... 3-7 Demand/Capacity Summary ...... 3-8

Chapter 4: Facility Requirements

Introduction ...... 4-1 Airside Facility Requirements ...... 4-1 Runway System ...... 4-2 Runway Configuration and Orientation ...... 4-2 Runway Length ...... 4-2 Runway Width ...... 4-5 Runway Pavement Strength ...... 4-5 Taxiway System ...... 4-6 FAA Airfield Safety Areas ...... 4-7 Runway Protection Zone ...... 4-7 Runway Safety Area ...... 4-10 Obstacle Free Zone ...... 4-11 Part 77 Surfaces ...... 4-11 Primary Surface ...... 4-14 Transitional Surface ...... 4-14 Horizontal Surface ...... 4-14 Conical Surface ...... 4-14 Approach Surface ...... 4-14 Navigational Aids (NAVAIDs) ...... 4-15 Instrument NAVAIDs ...... 4-16 Visual Landing Aids ...... 4-16 Landside Facility Requirements ...... 4-17 Aircraft Storage ...... 4-18 Aircraft Tie-Down Storage Requirements ...... 4-18 Hangar Storage Requirements ...... 4-19 T-Hangars ...... 4-20 Conventional/Box Hangars ...... 4-20 Corporate Aviation Facilities ...... 4-20 Hangar Storage Summary ...... 4-20 FBO Facilities ...... 4-21

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Collin County Regional Airport Airport Master Plan Update Table of Contents

Automobile Parking ...... 4-21 Maintenance Facilities ...... 4-22 Fuel Storage and Distribution ...... 4-22 Aircraft Rescue and Firefighting ...... 4-23 Facility Requirements Summary ...... 4-23

Chapter 5: Airside Development Alternatives

Introduction ...... 5-1 Summary of Development Needs ...... 5-1 Evaluation Criteria ...... 5-2 Alternative Development Concepts ...... 5-3 Evaluation of Alternative Development Concepts ...... 5-12 Operational Factors ...... 5-12 Economic Factors ...... 5-14 Environmental Factors ...... 5-18 Expansion Potential ...... 5-21 Implementation Feasibility ...... 5-23 Summary Evaluation of Alternative Development Concepts ...... 5-25 Preferred Airside Development Concept ...... 5-29

Chapter 6: Landside Development Alternatives

Introduction ...... 6-1 Property Acquisition ...... 6-3 Airfield Area Design Standards ...... 6-3 Airport Development Areas ...... 6-4 Central Airport Development Area ...... 6-6 Southwest Airport Development Area ...... 6-9 Northwest Airport Development Area ...... 6-11 East Airport Development Area ...... 6-17 Summary of Recommended Landside Development ...... 6-20

Chapter 7: Environmental Overview

Introduction ...... 7-1 Noise ...... 7-2 Physics and Measurement of Noise ...... 7-2 Use of DNL as a Standard Descriptor for Aviation Noise ...... 7-3 Noise Contour Generation ...... 7-4 Noise Modeling Assumptions ...... 7-4 Aircraft Activity ...... 7-4 Fleet Mix ...... 7-4 Runway Utilization ...... 7-5 Approach and Takeoff Profiles ...... 7-5 Flight Tracks ...... 7-5 Noise Contour Generation ...... 7-5 Compatible Land Use ...... 7-8

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Collin County Regional Airport Airport Master Plan Update Table of Contents

Social Impacts ...... 7-8 Induced Socioeconomic Impacts/Cumulative Impacts ...... 7-9 Environmental Justice ...... 7-10 Air Quality ...... 7-10 Water Quality ...... 7-11 Department of Transportation Act, Section 4(f), Recodified At 49 U.S.C., Subtitle I, Section 303(c) ...... 7-12 Historical, Architectural, Archaeological, and Cultural Resources ...... 7-12 Biotic Communities/Threatened and Endangered Species ...... 7-12 Floodplains ...... 7-14 Wetlands ...... 7-16 Wild and Scenic Rivers ...... 7-16 Coastal Zone Management and Coastal Barriers ...... 7-16 Farmland ...... 7-16 Energy Supply and Natural Resources ...... 7-17 Light Emissions ...... 7-17 Solid Waste and Hazardous Materials Impacts ...... 7-17 Construction Impacts ...... 7-18 Mitigation ...... 7-19 Conclusion ...... 7-19 References ...... 7-19

Chapter 8: CIP and Financial Plan

Introduction ...... 8-1 Airport Financial Structure ...... 8-1 Overview of Airport Finances ...... 8-2 Airport Operating Revenues and Expenses ...... 8-2 Projected Operating Revenues and Expenses ...... 8-5 Summary ...... 8-6 Airport Tax Revenues ...... 8-6 Overview of Airport Economic Impact ...... 8-8 Capital Improvement Program ...... 8-9 Funding the Capital Improvement Program ...... 8-13 Summary ...... 8-14

Appendix A: Air Service Analysis

Appendix B: Environmental Overview Support Documentation

Appendix C: Aviation Projections Update

Appendix D: Airport Layout Plan Drawings

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Collin County Regional Airport Airport Master Plan Update Table of Contents

List of Tables

Chapter 1: Inventory

Table 1-1 Historic Based Aircraft ...... 1-10 Table 1-2 Historic Aircraft Operations ...... 1-11 Table 1-3 Summary of Existing Fuel Storage/Distribution Facilities ...... 1-20 Table 1-4 Runway 17/35 Wind Coverage Analysis ...... 1-28 Table 1-5 NCTCOG Population Projections ...... 1-33 Table 1-6 Population Projections-Collin and Contiguous Counties ...... 1-34 Table 1-7 City of McKinney Population Projections ...... 1-34 Table 1-8 Other Area Airports ...... 1-35

Chapter 2: Forecasts of Aviation Demand

Table 2-1 Population by County ...... 2-2 Table 2-2 Regional Demographic Data ...... 2-3 Table 2-3 Regional Demographic Projections ...... 2-4 Table 2-4 Historic Based Aircraft, Collin County Regional Airport ...... 2-5 Table 2-5 Historic Operations, Collin County Regional Airport ...... 2-6 Table 2-6 Historic and Projected U.S. Active Pilots by Type of Certificate ...... 2-13 Table 2-7 Historic and Projected U.S. Active General Aviation Fleet Mix ...... 2-14 Table 2-8 Based Aircraft Projection Based on Population Growth ...... 2-21 Table 2-9 Based Aircraft Projection Based on Earnings Growth ...... 2-21 Table 2-10 Based Aircraft with Expanding Market Share ...... 2-23 Table 2-11 Comparison of Based Aircraft Projections ...... 2-23 Table 2-12 Preferred Based Aircraft Projection ...... 2-24 Table 2-13 Comparison to Terminal Area Forecast ...... 2-25 Table 2-14 Preferred Based Aircraft Fleet Mix Projection ...... 2-27 Table 2-15 Aircraft Operations Based on Operations per Based Aircraft ...... 2-29 Table 2-16 OPBAs for Similar Texas Airports ...... 2-30 Table 2-17 Collin County Regional Airport Operations Projection Using an Increasing OPBA ...... 2-31 Table 2-18 Aircraft Operations Projection Based on Declining OPBA ...... 2-31 Table 2-19 Aircraft Operations Projection Based on Collin County Earnings ...... 2-32 Table 2-20 Comparison of Aircraft Operations Projections ...... 2-32 Table 2-21 Preferred projection of Aircraft Operations ...... 2-33 Table 2-22 Comparison to Terminal Area Forecast ...... 2-35 Table 2-23 Itinerant and Local Traffic Percentages by Year ...... 2-36 Table 2-24 Collin County Regional Airport Operations Projections ...... 2-37 Table 2-25 Collin County Regional Airport Operations Fleet Mix (Percentage) Projection ...... 2-38 Table 2-26 Collin County Regional Airport Operations Fleet Mix (Operations) Projection ...... 2-38 Table 2-27 Aircraft Categories ...... 2-39 Table 2-28 Airplane Design Groups ...... 2-39 Table 2-29 Summary Table ...... 2-40

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Collin County Regional Airport Airport Master Plan Update Table of Contents

Chapter 3: Demand/Capacity Analysis

Table 3-1 Demand vs. Capacity ...... 3-7 Table 3-2 Average Delay per Aircraft Operation ...... 3-8

Chapter 4: Facility Requirements

Table 4-1 Summary of Runway Length Analysis ...... 4-4 Table 4-2 Runway 17/35 Pavement Strength ...... 4-6 Table 4-3 Runway 17/35 Pavement Strength ...... 4-6 Table 4-4 Taxiway Design Standards ...... 4-7 Table 4-5 Runway Protection Zones (RPZ) Dimensions ...... 4-9 Table 4-6 Summary RPZ Requirements ...... 4-10 Table 4-7 Summary RSA Requirements ...... 4-11 Table 4-8 Existing Airport Lighting and Instrumentation ...... 4-15 Table 4-9 Current Based Aircraft Storage ...... 4-18 Table 4-10 Auto Parking Requirements ...... 4-22 Table 4-11 Summary of Existing Fuel Storage/Distribution Facilities ...... 4-23

Chapter 5: Airside Development Alternatives

Table 5-1 Evaluation of Alternative Development Concepts Summary of Operational Factors ...... 5-13 Table 5-2 Evaluation of Alternative Development Concepts Summary of Economic Factors ...... 5-16 Table 5-3 Evaluation of Alternative Development Concepts Summary of Economic Factors ...... 5-17 Table 5-4 Evaluation of Alternative Development Concepts Summary of Environmental Factors ...... 5-20 Table 5-5 Evaluation of Alternative Development Concepts Summary of Expansion Potential ...... 5-22 Table 5-6 Evaluation of Alternative Development Concepts Summary of Implementation Feasibility ...... 5-24 Table 5-7 Summary Evaluation of Alternative Development Concepts ...... 5-26 Table 5-8 Evaluation of Alternative Development Concepts Summary of Planning Level-of-Detail Cost Estimates ...... 5-28

Chapter 7: Environmental Overview

Table 7-1 Common Sound Levels ...... 7-3 Table 7-2 Projected of Aircraft Activity ...... 7-4 Table 7-3 Operational Fleet Mix ...... 7-5 Table 7-4 Federal and State Listed Threatened and Endangered Species in Collin County, Texas ...... 7-13

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Collin County Regional Airport Airport Master Plan Update Table of Contents

Chapter 8: CIP and Financial Plan

Table 8-1 On-Airport Operating Revenues and Expenses ...... 8-4 Table 8-2 Projected On-Airport Operating Revenues and Expense ...... 8-5 Table 8-3 Airport-Generated Tax Collections ...... 8-7 Table 8-4 Projected Airport-Generated Tax Collections ...... 8-7 Table 8-5 Recommended Projects ...... 8-11

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List of Exhibits

Chapter 1: Inventory

Exhibit 1-1 Regional Location ...... 1-4 Exhibit 1-2 Airport Location ...... 1-6 Exhibit 1-3 Regional Reliever Airports ...... 1-9 Exhibit 1-4 Airside Facilities ...... 1-13 Exhibit 1-5 Landside Facilities ...... 1-17 Exhibit 1-6 Area Airspace ...... 1-24 Exhibit 1-7 City of McKinney – Existing Land Use ...... 1-30 Exhibit 1-8 City of McKinney – Existing Zoning ...... 1-31 Exhibit 1-9 Other Area Airports ...... 1-36

Chapter 2: Forecasts of Aviation Demand

Exhibit 2-1 General Aviation Turbine Aircraft Growth ...... 2-10 Exhibit 2-2 Growth of Fractional Ownership Shares ...... 2-11 Exhibit 2-3 Historic and Projected Total U.S. General Aviation Hours Flown ...... 2-15 Exhibit 2-4 Texas General Aviation Active Aircraft ...... 2-18 Exhibit 2-5 Texas General Aviation Activity (Thousands) ...... 2-19 Exhibit 2-6 Texas Pilots ...... 2-19 Exhibit 2-7 Based Aircraft Projection Comparison ...... 2-26 Exhibit 2-8 Aircraft Operations Projection Comparison ...... 2-34

Chapter 4: Facility Requirements

Exhibit 4-1 Runway Protection Zone ...... 4-8 Exhibit 4-2 FAR Part 77 Surfaces ...... 4-13

Chapter 5: Airside Development Alternatives

Exhibit 5-1 Airside Development Concept 2 ...... 5-6 Exhibit 5-2 Airside Development Concept 3 ...... 5-7 Exhibit 5-3 Airside Development Concept 4 ...... 5-8 Exhibit 5-4 Airside Development Concept 5 ...... 5-10 Exhibit 5-5 Airside Development Concept 6 ...... 5-11 Exhibit 5-6 Preferred Airside Development Concept ...... 5-30

Chapter 6: Landside Development Alternatives

Exhibit 6-1 Preferred Airside Development Concept ...... 6-2 Exhibit 6-2 Airport Development Areas ...... 6-5 Exhibit 6-3 Central Building Area ...... 6-7 Exhibit 6-4 Southwest Building Area ...... 6-10 Exhibit 6-5 Northwest Building Area – Alternative 1 ...... 6-12 Exhibit 6-6 Northwest Building Area – Alternative 2 ...... 6-13 Exhibit 6-7 Northwest Building Area – Alternative 3 ...... 6-14

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Collin County Regional Airport Airport Master Plan Update Table of Contents

Exhibit 6-8 Northwest Building Area – Alternative 4 ...... 6-15 Exhibit 6-9 East Building Area – Alternative 1 ...... 6-18 Exhibit 6-10 East Building Area – Alternative 2 ...... 6-19

Chapter 7: Environmental Overview

Exhibit 7-1 2002 Base Case Contours ...... 7-6 Exhibit 7-2 2007 Base Case Contours ...... 7-7 Exhibit 7-3 Collin County Region Airport Floodplain Conditions ...... 7-15

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

Introduction

This Airport Master Plan Update and accompanying plan set define a concept for Airport development over the course of a 20-year period. This document is prepared in concert with State and Federal agencies, local officials, and interested users of the Airport.

The primary goal of the study is to define facility needs and evaluate development alternatives in order to provide a useful plan for Airport development during the 20-year planning period. The plan recommends improvements in accordance with specific FAA criteria, taking into consideration changes that have occurred in the City of McKinney, Collin County, and the Airport since completion of the previous Master Plan in 1998. These changes include those that have been taking place within the national aviation industry including significant shifts in aviation activity, both within the North Texas region and at airports throughout the country. These shifts have resulted in increased use of general aviation as a transportation tool for businesses. The Federal Aviation Administration (FAA) has also implemented changes to the Airport Design Advisory Circulars that affect the requirements of Airport Master Plans, Airport Layout Plans, and related planning documents.

Proposed facilities must adhere to standards that provide for safe aviation facilities, while accommodating future aviation demand. This planning effort reviewed the current Airport Master Plan and the established Airport development concept. The intent of this review is to adjust the Plan and concept relative to accomplishments of preceding years. This update will address changes in aviation standards, changing local demographics, and desired improvements.

The Airport Master Plan Update and Airport Layout Plan focus on basic aeronautical forecasts, need and justification for development, and a staged plan for recommended development. The staged plan typically looks at 0 to 5 year, 6 - 10 year, and 11 - 20 year planning horizons. The first phase generally focuses on correcting any existing facility deficiencies or violations of standards that can and should be corrected quickly. Subsequent phases typically address features needed to accommodate predicted growth, based on reasonable assumptions.

The main objective of this Airport Master Plan Update is to produce an efficient and environmentally acceptable development program for the Airport. This plan must also meet the goals and needs of the City of McKinney, Collin County, and the surrounding Airport service area. The plan must also satisfy Federal and State guidelines for the development of Airport Master Plans and facilities, while incorporating characteristics unique to the communities the Airport serves. Ultimately, this Airport Master Plan Update will provide City and Airport officials with a comprehensive planning guide for the continued development of a safe, efficient, and environmentally compatible aviation facility.

A visual representation of existing and future conditions is provided via the associated airport plans set, in addition to a narrative report that presents data in a written format. These plans will be developed in accordance with TxDOT requirements, the FAA Airport Layout Plan Checklists dated April 1997 and FAA AC 150/5300-13 Changes 1 through 7.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

The initial step in the master planning process is developing a thorough inventory of existing conditions at the Airport, in and around the City of McKinney, and the North Central Texas region. Chapter 1, Inventory, is a collection of data pertinent to the Airport and the area it serves. The objectives of the inventory task for this Airport Master Plan Update are to provide background information necessary for subsequent phases of analysis.

An inventory incorporates a broad spectrum of information including data on landside and airside facilities, surrounding land uses, weather conditions, area airspace, historical activity levels, and socioeconomic factors. The data collected as part of the inventory effort sets the groundwork for the remainder of the Master Plan Update.

The information summarized in this chapter was obtained through on-site visits, discussions with Airport staff, and review of various planning documents that have addressed Collin County Regional Airport. The inventory is described in the following sections:

 Airport History  Airport Location and Access  Airport Role  Historic Airport Activity  Previous Planning Studies  Existing Airport Facilities  Planned Development Projects  Area Airspace  Climatic and Meteorological Conditions  Area Land Use Patterns and Zoning  Area Socioeconomic Data  Other Area Airports  Conclusion

Data examined in the inventory process will be important considerations in the analyses conducted in following components of the Master Plan Update.

Airport History

Construction of what is now the Collin County Regional Airport was initiated with the issuance of the first Federal grant to the City of McKinney on June 15, 1977. The FAA grant was used to acquire property, develop the site, and construct a runway, taxiways, and general aviation apron area. Construction of Airport facilities was initiated in 1977 and the Airport was commissioned to public use in 1979. At the time of its opening, the Airport had a single paved asphalt runway measuring 4,000 feet in length and 75 feet in width.

Major facility expansions and/or improvements completed at the Airport include the construction of an FBO facility, comprised of a large maintenance hangar and a general aviation apron area, in 1981 with private funding. In 1986, the Airport’s runway was lengthened to 5,200 feet and widened to 100 feet. Other site improvements completed at the Airport during this period included the relocation of the Airport access road, installation of medium intensity runway lights (MIRLs), visual approach slope indicator (VASI) for Runway 35, precision approach path

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory indicator (PAPI) for Runway 17, a parallel taxiway, construction of a new aircraft parking area, and the acquisition of land areas for clear zones.

Beginning in 1993, additional major Airport improvements were initiated. Based on the Airport’s 1988 Master Plan, and following a subsequent Environmental Assessment, the Airport’s runway was extended to its current length of 7,001 feet. In conjunction with this project, the single- wheel loading capacity of the entire runway was increased from its original 12,000 pound capacity to a capacity of approximately 74,000 pounds. In addition, the parallel taxiway was relocated to its current 300 foot separation from the runway and the runway markings were also upgraded from Non-Precision Instrument markings to Precision Instrument markings. In 1994, a precision instrument landing system (ILS) was installed by the FAA and the National Weather Service installed an Automatic Surface Observation System (ASOS) to electronically provide on-site weather conditions to pilots operating at the Airport.

Several other Airport development projects have recently been completed to address security, environmental, and capacity-related issues. In October, 2002, Airport perimeter security fencing was installed along with electronically coded gates that provide controlled access to secure airfield and aircraft hangar storage areas. Aircraft fuel storage and distribution facilities at the Airport were improved in December, 2002. As part of that project, underground storage tanks were replaced with aboveground storage tanks to promote the safe and environmentally conscious storage of bulk aircraft fuel. In addition, the FBO acquired additional fuel tankers to improve the efficiency of the distribution of aircraft fuel from the bulk storage tanks to Airport customers.

Aircraft hangar storage facilities at the Airport were expanded during 2003 with private funding. Two clear span hangars were constructed during February, 2003. One of the hangars, encompassing approximately 15,000 square feet, was constructed by WingsPoint Aviation to support their FBO operations. The other hangar, encompassing approximately 13,500 square feet, was constructed by a locally-headquartered business to house its corporate flight department. Construction was also initiated in June, 2003, on a private partnership development of 31 additional box hangars having an average area of approximately 2,500 square feet. Each of these new box hangars will be able to accommodate one or more aircraft, significantly enhancing aircraft hangar storage capacity at the Airport.

Existing facilities at Collin County Regional Airport will be examined in more detail in following sections of the inventory.

Airport Location and Access

Collin County Regional Airport is located 2 miles southeast of the downtown Central Business District (CBD) of McKinney, Texas. The City of McKinney is the county of seat of, and centrally located in, Collin County, one of the two counties comprising the northern border of the - Fort Worth Metroplex. With its central location relative to the McKinney CBD and its ability to serve the northern population centers of the Metroplex, Collin County Regional Airport is capable of supporting a wide range of aviation activities and users. Collin County Regional Airport’s location relative to the City of McKinney CBD and the Dallas-Fort Worth Metroplex is illustrated in Exhibit 1-1.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

Two Interstate highways provide regional access to McKinney. I-635 and I-35 support ground transportation to and from the Metroplex. These Interstates are approximately 20 (I-635) and 30 (I-35) statute miles from the McKinney downtown Central Business District. Other Interstate highways in and around the Metroplex, including I-20, I-30, and I-45, are also important components of the regional roadway system. Surface transportation in the McKinney area consists of a number of regional roadways that traverse Collin County. Area roadway access consists of State Road (S.R.) 121 connecting Dallas and Bonham, S.R. 380 from Denton and Greenville, S.R. 5 connecting Fairview and Melissa, U.S. 75 between Dallas and Sherman, Farm-to-Market (FM) 546 from Lowry Crossing, and County Road (Spur) 399 which connects S.R. 121 to S.R. 5.

Surface transportation to the Airport consists of public ground access roadways that surround Airport property. The Airport vicinity and local roadways currently supporting access to and from Collin County Regional Airport are depicted in Exhibit 1-2. A State Farm-to-Market Road, F.M. 546, also named Industrial Boulevard, extends eastward from S.R. 5 and provides vehicular ground access to all existing Airport facilities. A city road, Enloe Road, provides vehicular access to the northern and eastern portions of Airport property. Enloe Road extends from Greenville Road, north and west of the Airport, to F.M. 546 east of Airport property. Roadway development plans near the Airport call for the construction of a new public access roadway running north-south on the west side of the Airport. This new roadway will connect Anthony Road (north of the Airport) and F.M. 546 (south of the Airport) and intersect Industrial Boulevard. Upon its construction, the new road will substantially improve north-south access to the Airport and open some land parcels near the Airport to development. In the future, this roadway may also relieve congestion by functioning as a by-pass that will allow north-south traffic traveling on S.R. 5 to connect with U.S. 380 north of the Airport without traveling through the City’s central business district.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

Airport Role

An Airport’s role is an important factor in determining its necessary facilities as it frequently impacts that type of activity that occurs at the facility. From the outset of the Collin County Regional Airport Master Plan Update it is important to understand the Airport’s role in its community, the region, the State of Texas, and the national Airport system. At the local level, Collin County Regional Airport provides excellent general aviation access to Collin County and surrounding counties.

From a regional perspective, Collin County Regional Airport is designated as a reliever airport in the Metroplex system of reliever airports and provides general aviation access to the Dallas-Fort Worth area. As a reliever airport, Collin County Regional Airport is intended to divert general aviation traffic away from more heavily congested air carrier airports in the Metroplex, such as Dallas-Fort Worth International Airport and , that accommodate scheduled commercial service aircraft. By diverting smaller general aviation aircraft from air carrier airports, reliever airports improve system efficiency and capacity, and promote safe aircraft operations. In the Texas Airport System Plan Update, Collin County Regional Airport is designated as a transport airport serving a reliever function. TxDOT identified that airports having this role and/or functional classification are intended to relieve congestion at metropolitan commercial service airports by providing alternative facilities for general aviation use. The regional and State roles identified for the Airport illustrate its importance in accommodating general aviation activity in the Metroplex and in Texas.

At the national level, the National Plan of Integrated Airport Systems (NPIAS) identifies airports that are significant to the national air transportation system. The NPIAS is used by the FAA in managing and administering the Airport Improvement Program (AIP) and supports the FAA’s strategic goals for safety, system efficiency, and environmental compatibility by identifying the airport improvements that will contribute to achievement of those goals. Airports included in the NPIAS are classified as having a specific role within the national system. Collin County Regional Airport is identified as a reliever airport in the NPIAS. In the NPIAS, reliever airports are described as follows:

“General aviation pilots often find it difficult and expensive to gain access to congested airports, particularly large and medium hub (commercial service airports). In recognition of this, the FAA has encouraged the development of high capacity general aviation airports in major metropolitan areas. These specialized airports, called relievers, provide pilots with attractive alternatives to using congested hub airports. They also provide general aviation access to the surrounding area. The 260 reliever airports have an average of 228 based aircraft, and together account for 27 percent of the Nation’s general aviation fleet. All of the airports that are designated as relievers by the FAA are included in the NPIAS”

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

The following ten airports in the Metroplex have also been identified as reliever airports in the NPIAS:

 Denton Municipal Airport  Ft. Worth Alliance Airport   Lancaster Airport  Grand Prairie Municipal Airport  Arlington Municipal Airport  Ft. Worth Meacham International Airport  Ft. Worth Spinks Airport (5-yr role)

The locations of reliever airports in the Dallas-Fort Worth Metroplex are presented in Exhibit 1- 3. Regional, Federal, and State agencies and/or organizations have examined the role of Collin County Regional Airport and determined that its primary role is to provide general aviation access to the Dallas-Fort Worth Metroplex while diverting general aviation traffic away from more congested air carrier airports in the region. With this role, the Airport is identified as being a vital component of the regional, State, and national aviation systems.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

Historic Airport Activity

Historic activity data for Collin County Regional Airport illustrate the changes that have occurred at the Airport since its opening in 1979. Strong population growth and demographic changes in the City of McKinney and Collin County as well as economic boom times experienced in the Metroplex have impacted activity levels at the Airport. Historic counts of aircraft permanently based at the Airport, commonly referred to as based aircraft, are summarized in Table 1-1.

Table 1-1 Historic Based Aircraft

TOTAL SINGLE MULTI- BASED YEAR ENGINE ENGINE JET HELICOPTER AIRCRAFT 1981 1/ 34 1 0 0 35 1982 1/ 120 6 0 0 126 1983 1/ 120 6 0 2 128 1984 1/ 84 20 0 0 104 1985 1/ 84 20 0 0 104 1986 1/ 94 10 0 0 104 1987 1/ 94 10 0 0 104 1988 1/ 82 7 0 0 89 1989 1/ 81 8 0 0 89 1990 1/ 115 18 0 2 135 1991 1/ 121 20 0 1 142 1992 1/ 121 20 0 1 142 1993 1/ 121 20 0 1 142 1994 1/ 133 3 0 0 136 1995 1/ 124 11 1 0 136 1996 3/ 123 15 1 0 139 1997 2/ 122 20 1 1 144 1998 3/ 126 20 1 2 149 1999 2/ 130 21 1 3 155 2000 3/ 128 22 4 3 157 2001 3/ 128 22 6 4 160 2002 2/ 126 23 9 4 162 2003 2/ 126 23 9 4 162 Sources: 1/ McKinney Airport Master Plan Study, 1998 2/ Airport Records 3/ WSA Interpolation

Based aircraft statistics reflect the Airport’s evolution from a small general aviation airport supporting primarily single-engine general aviation aircraft to a general aviation reliever airport accommodating operations by corporate jet aircraft accessing the Metroplex. As shown in Table 1-1, there are currently 162 aircraft based at the Airport including nine based jets.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

Another measure of airport activity is the number of aircraft operations occurring on an annual basis. An aircraft operation is defined as either a landing or a departure. A touch-and-go operation, where an aircraft lands and takes off without leaving the active runway, counts as two operations. Aircraft operations are categorized as either itinerant or local. Itinerant operations are those conducted by aircraft coming from outside the Airport’s traffic pattern. Local operations are conducted by aircraft remaining in the local traffic pattern, conducting simulated instrument approaches at the Airport, or by aircraft going to or from the Airport and a practice area within a 20-mile radius of the tower. Touch-and-go training activity is an example of local activity. Table 1-2 summarizes historic aircraft activity at Collin County Regional Airport.

Table 1-2 Historic Aircraft Operations

ITINERANT OPERATIONS LOCAL OPERATIONS TOTAL YEAR AIR TAXI GA MILITARY GA MILITARY OPERATIONS 1983 1/ 100 25,200 37,800 63,100 1984 1/ 800 27,000 41,000 68,800 1985 1/ 800 27,000 41,000 68,800 1986 1/ 800 20,000 35,000 55,800 1987 1/ 800 20,000 35,000 55,800 1988 1/ 800 22,000 35,000 57,800 1989 1/ 800 35,110 53,890 89,800 1990 1/ 800 32,332 62,151 95,283 1991 1/ 800 34,323 65,979 101,102 1992 1/ 800 36,437 70,043 107,280 1993 1/ 800 38,683 74,354 113,837 1994 1/ 800 41,064 78,936 120,800 1995 2/ 800 30,000 0 59,200 0 90,000 1996 3/ 0 35,683 147 68,688 16 104,534 1997 3/ 4 37876 26 71,586 22 109,514 1998 3/ 0 46,182 12 66,295 2 112,491 1999 3/ 113 52,113 46 72,338 12 124,622 2000 3/ 2 40,628 12 115,138 - 155,780 2001 3/ 141 35,825 49 124,773 10 160,798 2002 3/ 292 36,298 27 102,704 6 139,327 Sources: 1/ McKinney Airport Master Plan Study, 1998 2/ FAA TAF 3/ McKinney Air Traffic Control Tower Counts. These counts do not include operations conducted during periods when the tower is closed (between 10 p.m. and 6 a.m. nightly).

It is important to note that activity levels for periods prior to January, 1996, when ATCT operations were initiated, are estimates. Since the tower began operations, more accurate counts of aircraft activity have been kept. As shown in Table 1-2, total operations at the Airport have increased from approximately 63,100 in 1983 to over 139,000 in 2002. In 2002, approximately 74 percent of the Airport’s total operations were local operations, typically representing training activity. It is important to note that a significant share of the training

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory operations conducted at the Airport are associated with flight training operations based at Addison Airport that fly to Collin County Regional Airport to conduct touch-and-go training before returning to Addison Airport. The traffic counts presented in Table 1-2 do not include operations conducted between 10 p.m. and 6 a.m. nightly, when the Airport’s ACTC is closed. FBO staff estimate that approximately 100 to 200 aircraft operations take place during those hours on an annual basis.

Existing Airport Facilities

An essential element of the master planning process is identifying existing aviation facilities, noting their location, and determining their ability to meet the Airport’s future needs. The inventory of existing facilities at Collin County Regional Airport was accomplished through physical inspection, discussion with Airport staff, and review of existing Airport layout drawings and related studies. The discussion of existing Airport facilities can be facilitated by segregating them into the following two categories:

 Airside Facilities  Landside Facilities

Airside facilities are those facilities that accommodate aircraft operations and include runways, taxiways, aprons, navigational aids, among others. Landside facilities can generally be described as ancillary facilities that support airport activity but not necessarily aircraft operations. Terminal buildings, aircraft storage facilities, and facilities that support vehicular traffic and parking are all examples of landside facilities. Existing airside and landside facilities at Collin County Regional Airport will be examined in the following sections.

Airside Facilities

Existing facilities at Collin County Regional Airport that directly support aircraft operations are presented in the following primary categories:

 Runways and Taxiways  Apron Areas  Airfield Lighting and Signage  Navigational Aids

Existing airside facilities are identified in Exhibit 1-4. The ability of these facilities to adequately meet the needs of existing and future Airport users will be important considerations in subsequent master plan tasks.

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Runway and Taxiways

Collin County Regional Airport is currently served by a single runway that is supported by a parallel taxiway system. Based on the runway’s geodetic bearing and the magnetic variation of the area, the runway at Collin County Regional Airport is designated as Runway 17/35, signifying the heading of each runway end relative to a 360 degree compass. Runway 17/35 is 7,001 feet long and has a width of 100 feet. The runway is constructed of asphalt having weight bearing capacity of approximately 74,000 pounds for single-wheel, 90,000 pounds for dual wheel, and 140,000 pounds for dual-tandem wheel landing gear configurations.

The runway is served by a full-length parallel taxiway designated Taxiway A. The parallel taxiway facilitates safe and efficient aircraft operations by allowing taxiing aircraft to remain clear of the active runway. Taxiway A is located west of Runway 17/35 with a current runway- centerline to taxiway-centerline separation of approximately 300 feet. The current runway- taxiway separation distance meets FAA airport design guideline for C-II runways accommodating visual aircraft operations and instrument approaches having site distance visibility minima of ¾ mile or greater. Since Collin County Regional Airport accommodates instrument operations and has a site distance visibility minimum of ½ mile, a runway-taxiway separation of approximately 400 feet would be required to comply with the current FAA design standards for a C-II runway. The asphalt taxiway is 40-feet wide and has rated pavement strength of 74,000 pounds single-wheel design, 90,000 pound dual wheel design, and 140,000 pound dual-tandem design. In addition, there are six connector taxiways designated Connector Taxiway A for the northernmost connector, through F, the southern-most connector. Each connector taxiway has a width of 40-feet and the same pavement strength rating as Taxiway A.

Apron Areas

Existing apron areas are located along the west side of the runway-taxiway system at Collin County Regional Airport. There are three conjoined apron areas, two of the apron areas are constructed of asphalt and the third is comprised of mixed asphalt and concrete. The apron areas vary in strength with singe-wheel pavement design strength ranging from 31,000 to 74,000 pounds, dual-wheel pavement strength of 63,000 to 90,000 pounds, and 100,000 to 140,000 pounds for dual-tandem design aircraft.

Airfield Lighting and Signage

Runway 17/35 is equipped with medium intensity runway lighting (MIRL). The MIRL system is remote pilot-controlled via aircraft radio. The taxiway system is equipped with edge lighting.

Size 1, internally-illuminated Lumacurve airfield signs were installed at the Airport in 1984 and provide visual identification of taxiway intersections and the approach ends of the runway system. The signs are located at each connector taxiway intersection and the approach ends of the runway. Taxiway intersections are indicated by signs with black pointing arrows. Other critical information signs include delineation of the ILS Critical Area which serves to warn pilots not to operate aircraft within areas that may cause interference with, or degrade the localizer or ILS glide slope navigation signal.

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Navigational Aids (NAVAIDS)

NAVAIDs are electronic or visual devices that provide guidance to pilots and aircraft during flight or during the landing or takeoff of an aircraft. Several categories of NAVAIDS will be discussed in the following sections.

Electronic NAVAIDS at the Airport support instrument and non-precision approaches to the facility. The Airport’s precision instrument approach, a Category-I Instrument Landing System (ILS) serves Runway 17 and has associated electronic, lighting, and pavement markings. Components of the ILS system include the following:

 DME/ILS – a colocated DME/Localizer antenna array which is situated at the end of Runway 17

 Glide Slope Antenna – located on the east side of the runway at the approach end of Runway 17

 Middle Marker and Outer Marker – located in the approach path to Runway 17 along the extended runway centerline at 0.4 and 4.0 nautical miles from the runway end, respectively

 FAA ILS Building – an FAA-standard ILS Building supports the Airport’s precision instrument approach

The published ILS frequency is 109.35 MHZ.

Non-precision approaches at the Airport, including a circling Very High Frequency Omni- Directional Range/Distance Measuring Equipment (VOR/DME), utilize off-Airport NAVAIDS. Straight-in and circling Global Positioning System (GPS) approaches are also available to both ends of Runway 17/35.

The Airport’s existing visual NAVAIDS include equipment intended to support both visual and instrument landing operations. Both ends of Runway 17/35 are supported by visual glide slope indicators (VGSI). VGSI is a generic descriptor of a visual NAVAID that provides guidance to pilots during visual approaches. Precision Approach Path Indicators (PAPIs) and Visual Approach Slope Indicator (VASIs) are common examples of VGSI. Runway 17 is equipped with a four-box PAPI which provides vertical guidance to pilots making visual approaches to the runway end. Runway 35 is equipped with a four-box VASI which also provides vertical guidance to pilots during visual approaches to this runway end.

Another visual NAVAID at the Airport is the Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR). The MALSR is an important component of the Airport’s CAT-I ILS to Runway 17. Extending 2,400 feet beyond the runway end along the extended runway centerline, the MALSR provides visual guidance to pilots conducting instrument landings to Runway 17.

In addition to the Airport’s electronic and visual NAVAIDS, airfield operations at Collin County Regional Airport are also supported by a wind sock and an Automated Surface Observation

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System (ASOS). The Airport’s lighted wind sock with segmented circle is located east of the runway. The ASOS constantly monitors surface weather conditions at the Airport and continuously broadcasts data regarding these conditions through an electronic voice message broadcast on frequency 119.925 MHZ. The ASOS is located on the east side of the runway near the Runway 17 approach end.

Landside Facilities

Collin County Regional Airport comprises approximately 580 acres of dedicated Airport property. Landside facilities at the Airport include all areas, buildings, and amenities that are not considered part of the airfield system that was previously examined. Existing landside facilities at Collin County Regional Airport include the following:

 FBO Facilities  Corporate Aviation Facilities  Air Traffic Control Tower  Automobile Parking  Maintenance Facilities  Fuel Storage and Distribution  Aircraft Rescue and Firefighting

The Airport’s existing landside facilities are identified in Exhibit 1-5. These landside facilities allow the Airport and Airport tenants to better serve the needs of both local and transient aircraft owners operating at Collin County Regional Airport.

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FBO Facilities

WingsPoint Aviation Services is currently the Airport’s primary Fixed Based Operator (FBO). The FBO is located at 1500 East Industrial Boulevard and offers the following aviation-related services: aviation fuel sales, oxygen service, aircraft parking, aircraft hangar storage, passenger terminal and lounge, full-service aircraft maintenance, rental cars, courtesy cars, public telephone, and pilots lounge/snooze room.

WingsPoint’s facilities at the Airport include a large terminal-type building, a large maintenance hangar, a large common storage hangar, T-hangars, and aircraft parking areas. A brief description of the primary FBO facilities follows:

 FBO Terminal Building – The terminal building houses executive offices, conference rooms, pilot and passenger waiting areas, a pilot shop, and a customer service desk.

 FBO Maintenance Hangar – The maintenance hangar has an area of approximately 15,000 square feet and can be accessed from two sides, allowing maximum utilization of the hangar for interim storage and maintenance of aircraft.

 FBO Common Storage Hangar – The common storage hangar is also 15,000 square feet in size and can be accessed from two sides. This hangar is used to store a varying number of aircraft.

 FBO T-hangars – There are a total of 92 nested T-hangar units at the Airport. Three rows of T-hangars are located at the north end of the current leased general aviation development area, west of the runway/taxiway system. Each row has twenty 40-foot nested T-hangars situated in an east-west orientation. Another three rows of larger nested T-hangars are located at the south end of the leased general aviation development area. Of these three rows, one row contains seventeen 50-foot T-hangars, one row contains fifteen 60-foot nested T-hangars, and the other row contains five hangar bays. The T-hangars are situated in an east-west orientation.

Other Airport tenants providing aviation-related services include the following:

 McKinney Aerospace – aircraft refurbishment  Monarch Air – flight training and aircraft rental  North Texas Flying Club – flight training and aircraft rental  Fly TKI – flight training  TI Flying Club – flying club  Aviation – Part 135 charter operator

The master plan update may examine potential long-term facility needs of these tenants in order to better meet the needs of Airport customers as well as the tenants’ growing operations at Collin County Regional Airport.

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Corporate Aviation Facilities

Corporate aviation facilities at the Airport include tenant-owned structures used to house corporate aircraft and support flight department personnel and facilities. The Airport’s two corporate aviation hangars were recently constructed by corporations whose flight departments relocated from larger, more congested airports in the Dallas-Forth Worth area. The Airport’s corporate aviation tenants and a summary of their existing facilities are as follows:

 Texas Instruments – The corporate flight department of Texas Instruments is headquartered in a hangar/terminal building located at the southern end of Airport property west of the runway/taxiway system. The facility includes a large conventional hangar which is used to store two business jets, as well as offices and other areas for the aircraft maintenance, flight dispatch, and aircraft crew staff. Passenger waiting areas are also located in the terminal building area.

 Crossmark – Crossmark, a professional business services company headquartered in Plano, TX, bases its corporate flight department at Collin County Regional Airport. Crossmark’s conventional hangar is used to store the company’s corporate jet and houses passenger waiting areas, pilot offices, aircraft maintenance facilities, and other crew support facilities and amenities.

It is important to note that in addition to these corporate aviation facilities, several other local businesses store corporate aircraft in WingsPoint aircraft storage facilities.

Air Traffic Control Tower

The Airport is served by an FAA Level I VFR Air Traffic Control Tower (ATCT). The Federal contract ATCT is located south of the Airport entrance road on the west side of the airfield. The tower operates from 6 a.m. to 10 p.m. local time, seven days a week. The tower began operation in January of 1996.

Automobile Parking

Automobile parking spaces are available at several locations on the Airport to support tenants and visitors. Existing parking areas, their capacities, and intended uses are as follows:

 Public Spaces – A total of 110 automobile parking spaces, including two handicap and three rental car spaces, are located around the WingsPoint FBO/Airport Administration building and the ATCT. These public spaces support Airport visitors, tenants, and Airport staff.

 McKinney Aerospace Hangar and Offices – 74 private automobile parking spaces, including three handicap spaces, support the operations of McKinney Aerospace at the Airport.

 Crossmark Corporate Hangar – 12 private automobile parking spaces, including two handicap spaces, support Crossmark’s corporate hangar facility.

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 WingsPoint Hangar – There are 20 automobile parking spaces, including one handicap space, available near the WingsPoint hangar to support the parking needs of their hangar tenants.

As activity levels at the Airport have increased, demand for parking facilities has also increased. The existing supply of automobile parking spaces is often inadequate during periods of peak usage. Options for expanding parking facilities and/or constructing new parking facilities to support Airport tenants, users, visitors, and staff will be examined and recommendations for improving parking facilities at the Airport will be identified in following chapters.

Maintenance Facilities

There are currently no airport maintenance facilities located at Collin County Regional Airport. Mowing and related maintenance of the Airport is outsourced and/or performed by City maintenance departments. The City of McKinney houses all maintenance equipment, including those pieces of equipment used to support Airport maintenance, at the Municipal Facilities Complex eliminating the need for maintenance and/or storage facilities at the Airport.

Fuel Storage and Distribution

Fuel storage facilities at the Airport were recently improved to better meet the needs of Airport tenants and users, while improving safety, security, and environmental factors associated with the storage of bulk aircraft fuel. Existing fuel storage facilities at the Airport include aboveground tanks in a common fuel farm area used for bulk storage of aircraft fuel as well as fuel tankers used for distribution of aircraft fuel from the bulk storage tanks. Fuel storage and distribution facilities at Collin County Regional Airport are summarized in Table 1-3.

Table 1-3 Summary of Existing Fuel Storage/Distribution Facilities

FUEL TYPE NUMBER OF TANKS CAPACITY/(IES) TANK TYPE Fuel Farm Jet-A 1 25,000 Aboveground AVGAS 1 12,000 Aboveground Fuel Tanker Jet-A 3 2,000/2,200/5,000 Mobile AVGAS 2 750/1,000 Mobile Source: Airport Management

In addition, the future development of additional FBO facilities at the Airport by 110 Aviation will likely entail the installation of additional bulk storage facilities at the Airport. The Airport Board has recommended to the City Council that all fuel storage tanks at the Airport be located in the centralized fuel farm location. It is anticipated that any new fuel storage facilities constructed by 110 Aviation to support their operation would be located in the Airport’s existing fuel farm facility, however, depending on the number and size of new tanks to be constructed, the Airport’s recently constructed centralized fuel farm may need to be expanded to accommodate the new tanks. Options for expanding fuel farm facilities at the Airport that will be examined a

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory recommended development plan that supports the Airport’s responsibility for environmental oversight, safety, and security with regards to fuel storage will be identified.

Aircraft Rescue and Firefighting

The City of McKinney operates a fire station adjacent to Airport property. In addition to traditional fire engine and ambulance equipment housed at this location, an Oshkosh T-1500 aircraft rescue and fire fighting vehicle is also located at this site. This 8,000 square foot fire station, its equipment, and its personnel provide paramedic and fire fighting coverage for the City of McKinney as well as support the Aircraft Rescue and Firefighting (ARFF) needs of Collin County Regional Airport.

Planned Development Projects

Several important Airport construction and development projects are currently in the planning process at the Airport. These projects, upon their completion, will allow the airport to better serve existing users as well as attract potential new users and could significantly impact based aircraft and activity levels. The Airport’s major planned construction and development projects include the following:

 110 Aviation – 110 Aviation has an approved site plan for the development of additional FBO facilities at Collin County Regional Airport. The new FBO’s business plan is designed to take advantage of McKinney’s location relative to the Metroplex’s major population and business centers as well as the Airport’s relatively low levels of airfield and vehicular access congestion. FBO activities that 110 Aviation plans to pursue at the Airport include aircraft fueling and maintenance, aircraft storage, fractional ownership and aircraft management, and contract maintenance of air carrier aircraft. Facilities included in 110 Aviation’s approved site development include a 15,000 square foot terminal/office building, a 39,000 square foot hangar which includes an aircraft maintenance shop and office space, and a 500’ x 500’ aircraft parking apron.

 Runway-Taxiway Fillet Widening Project – The runway-taxiway fillet widening project is currently being designed with construction planned for late fall, 2003. This project is an initiative to more adequately accommodate the needs of larger general aviation jet aircraft that are already based at the Airport and/or are regular transient users of the Airport. The widening of runway-taxiway fillets at the Airport will facilitate the movement of larger general aviation aircraft on the Airport’s runway and taxiway systems and provide an added margin of safety for pilots taxiing to and from the runway. In conjunction with this project, the Airport’s noise abatement signs will be replaced with improved, lighted signs to promote the voluntary compliance to the Airport’s recommended noise abatement procedures.

 Access Taxiway Construction – Design of a taxiway to provide access to a new hangar development area at the Airport is anticipated to begin during the spring of 2004. Construction of the new access taxiway is anticipated to begin in the summer of 2004 following environmental reporting and due diligence proceedings.

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Upon their completion, these planned Airport improvements will allow Collin County Regional Airport to better serve a number of existing Airport tenants and transient users as well as attract additional Airport activity. The potential exists for these projects to attract a significant number of additional based aircraft to the Airport, including corporate jet aircraft that may be owned, operated, managed, and/or serviced by 110 Aviation and other current Airport tenants.

Area Airspace

Free and unencumbered use of the airspace above and around Collin County Regional Airport is crucial to the safe operation and ongoing development of the Airport. A primary consideration of Airport and Airport-area development is the protection and maintenance of navigable airspace. Various aspects of the Airport’s navigable airspace are summarized in the following sections:

 Airport Traffic Pattern  Aeronautical Radio Communication  Regional DFW Coordination  Regional Airspace Considerations  Avoidance of Noise Sensitive Areas

These sections will provide an understanding of the existing airspace characteristics of the Airport and regional factors that impact aviation activity at Collin County Regional Airport.

Airport Traffic Pattern

The Airport currently operates as a towered general aviation reliever airport and has a single, standard, oval-shaped Airport Traffic Pattern which is situated above and to the east of the Airport. Runway 17 has a standard left-hand visual flight rule (VFR) traffic pattern. Runway 35, for overflight avoidance purposes, has a right-hand airport traffic pattern. Airport pattern altitude is approximately 1,000 feet above the Airport’s 585-foot MSL elevation.

Aeronautical Radio Communication

Local radio communication between the ATCT at Collin County Regional Airport and pilots operations in the Airport environs is facilitated by three assigned radio frequencies, each providing information on air traffic guidance. Each radio communication function and its assigned frequency are listed below:

 Unicom – 122.95 MHZ  Local ATCT – 118.825 MHZ  Ground Control – 121.875

Radio communication facilitated by these Airport facilities promotes safe and efficient aircraft operations at the Airport.

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Regional DFW Coordination

When entering or leaving the DFW Terminal Control Area, or when initiating an IFR flight plan at Collin County Regional Airport, pilots are instructed to contact DFW approach/departure control. Due to the relative distance between Collin County Regional Airport and DFW and line of sight limitations, a Remote Transmit/Receive Outlet (RTO) operates on the assigned frequency of 121.35 MHZ at the Airport. RTROs are intended to provided ground-to-ground communications between air traffic control specialists, at DFW in this case, and pilots located at a satellite airport for delivering en route clearances, issuing departure authorizations, and acknowledging IFR cancellations or departure/landing times. Clearance Delivery and Regional Approach Control are handled on the assigned frequencies of 121.87 MHZ and 124.3 MHZ, respectively.

Regional Airspace Considerations

General air space characteristics and classifications in the environs of Collin County Regional Airport are examined in the following sections and factors that impact, or could potentially impact, aircraft operations at and around the Airport are identified. The current air space characteristics of the region, as depicted on the Dallas-Fort Worth Sectional Aeronautical Chart, are presented in Exhibit 1-6.

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Through Federal Aviation Regulations, airspace classifications have been developed to promote the safe and efficient movement and control of aircraft during flight and approach/departure procedures. Airspace classifications are identified on sectional aeronautical charts published by the FAA’s National Aeronautical Charting Office. FAR Part 71 and FAR Part 73 establish classifications of airspace with the following characteristics:

 Class A Airspace – Class A airspace is not shown on aeronautical charts. It begins at 18,000 feet above mean sea level (MSL) and extends to higher altitudes. Only pilots flying IFR can enter this airspace and prior permission is required. Class A airspace does not significantly impact the operation of a Collin County Regional Airport.

 Class B Airspace – Class B airspace is found around major airports. Pilots must get permission to enter this airspace from the controlling agency, typically the airport’s air traffic control tower. Collin County Regional Airport is located within Class B airspace associated with Dallas-Fort Worth International Airport (DFW).

 Class C Airspace – Class C airspace is found around heavy traffic airports and/or regions. Although pilots are not required to get permission to enter this airspace, they are required to establish two-way radio communication with the controlling agency, typically the airport’s air traffic control tower. Collin County Regional Airport is located within Class C airspace associated with DFW.

 Class C airspace usually incorporates airspace that is composed of two concentric cylinders that surround a controlled airport. The first cylinder has a 5NM radius and extends from the surface to 1,200 feet above the elevation of the airport. The second ring has a radius of 10NM and starts at 1,200 feet and extends to 4,000 feet above the airport elevation. The outer area, which has no regulatory requirements, constitutes a cylinder with a 20NM radius, and serves as an indication for pilots intending to cross either of the concentric cylinders to contact air traffic control. Since Collin County Regional Airport is located more than 5 NM from DFW and not within 10 NM of the approach and departure areas of DFW, the impacts of the Class C airspace designation on Collin County Regional Airport are somewhat mitigated.

 Class D Airspace – Class D airspace exists at any airport with an air traffic control tower and it typically extends 5 miles from the airport to an altitude of 2,500 feet above ground level (AGL). Pilots must establish two-way radio communication with the controlling agency, usually the air traffic control tower, before entering this classification of airspace. During period when the control tower is not in operation, Class D airspace ceases to exist. Class D airspace extends 4.2 nautical miles from Collin County Regional Airport.

 Class E Airspace (with floor 700 feet above surface) – This Class E airspace typically surrounds airports having instrument approaches and encompasses portions of the instrument approach paths. The flight requirements within Class E airspace result in increased aircraft separation requirements thereby promoting safety and minimizing potential incidents between IFR and VFR aircraft in this airspace. Class E airspace associated with Collin County Regional Airport comprises the outer edge of a large Class E airspace area that includes the entire Dallas-Fort Worth Metroplex.

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 Class G Airspace – Class G airspace is referred to as uncontrolled airspace and is not depicted on aeronautical charts. This classification of airspace comprises all airspace not identified as another class. Anyone can operate in this airspace as long as visibility minimums are met. Class G airspace does not significantly impact aircraft operations at Collin County Regional Airport.

 Restricted Areas – Restricted areas contain airspace identified by an area on the surface of the earth within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. Restricted areas denote the existence of unusual, often invisible, hazards to aircraft; examples include artillery firing, aerial gunnery, or guided missiles. Penetration of restricted areas without authorization from the using or controlling agency may be extremely hazardous to the aircraft and its occupants. There are no areas of restricted airspace proximate to Collin County Regional Airport.

 Prohibited Areas – Prohibited areas contain airspace of defined dimensions identified by an area of the surface of the earth within which the flight of aircraft is prohibited. Such areas are established for security or other reasons associated with the national welfare. Prohibited areas are published in the National Register and are depicted on aeronautical charts. There are no areas of prohibited airspace proximate to Collin County Regional Airport.

 Military Operations Areas (MOAs) – MOAs consist of airspace of defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever a MOA is being used, nonparticipating IFR traffic may be cleared through a MOA if IFR separation can be provided by air traffic control. Otherwise, air traffic control will reroute or restrict nonparticipating IFR traffic. Pilots operating under VFR should exercise caution while flying within a MOA when military activity is being conducted. Prior to entering an active MOA, pilots should contact the controlling agency for traffic advisories. There are no MOAs in proximity to Collin County Regional Airport. There are several MOAs located west of the Metroplex associated with military aircraft operations from military facilities in and around Wichita Falls and San Antonio. These MOAs do not impact aircraft operations at Collin County Regional Airport.

 Alert Areas – Alert areas are depicted on aeronautical charts to inform nonparticipating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should be particularly alert when flying in these areas. All activity within an alert area shall be conducted in accordance with CFRs, without waiver, and pilots of participating aircraft as well as pilots transiting the areas shall be equally responsible for collision avoidance. There are no alert areas near Collin County Regional Airport.

As the summary descriptions of airspace classifications indicate, different classes of airspace have different characteristics, dimensions, altitudes, and requirements based on the types of activity that they are intended to support. Existing airspace classifications in the vicinity of Collin County Regional Airport and those that could have the potential to impact general aviation operations at the Airport have been identified. Any potential impacts that these airspace

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Avoidance of Noise Sensitive Areas

All pilots operating to and from the Airport under VMC conditions are asked to voluntarily avoid the overflight of noise-sensitive residential communities located south of the Airport in the vicinity of Fairview. The Airport distributes pamphlets outlining the recommended noise procedures to pilots operating at the Airport. Major components of the existing recommended noise abatement procedures include the following:

 Runway 17 is preferred when wind, weather, and traffic permit

 Southern departures from Runway 17 are requested to make a left turn and head to 120 degrees as soon as possible, consistent with safety

 When departing Runway 17, climb as high as possible before leaving airport property, consistent with safety

 Touch and go traffic using Runway 17 will be a left downwind and should turn left to a heading of 80 degrees as soon as possible when departing Runway 17

 When using Runway 35 for landing, maintain as steep an approach as possible, consistent with safety.

 Compliance with noise abatement procedures is encouraged but is at the pilot’s discretion, safety is always paramount

Airport noise issues are being examined in a Part 150 Noise Study and potential changes to the Airport’s recommended noise abatement procedures may result. Minimizing noise impacts from southerly IFR departures from, and northerly approaches to, Collin County Regional Airport will be one specific factor examined in the Part 150 Noise Study.

Climatic and Meteorological Conditions

The National Oceanic and Atmospheric Administration (NOAA) classifies the climate in McKinney as humid subtropical with hot summers and characterized by a wide annual temperature range. The highest summer temperatures are associated with fair skies, westerly winds, and low humidity. Summer daytime temperatures frequently exceed 100 degrees Fahrenheit. Annual precipitation also varies considerably, having historically ranged from less than 20 inches to more than 50 inches. Most of the annual precipitation results from thunderstorm activity consisting of occasional heavy rainfall over brief periods of time.

The Mean Daily Maximum temperature for McKinney, Texas, is 95.5 degrees Fahrenheit and occurs during the months of July and August. The Mean Maximum Monthly rainfall amount if 5.02 inches and occurs during the month of May.

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The orientation of an airport’s runway system to the prevailing wind direction is critical to the safe operation of aircraft and the maximum utilization of the airport facilities. Crosswinds are winds perpendicular to the runway or path of an aircraft that tend to affect the flight of the aircraft while on approach. Generally, the lighter the aircraft, the more it is affected by crosswinds. The FAA recommends 95 percent wind coverage for crosswind components based on specific Airport Reference Codes. The 95 percent wind coverage is computed on the basis of the crosswind not exceeding a specified speed (knots) for a specified size of aircraft. For example, a crosswind speed of 10.5 knots is used to calculate 95 percent wind coverage for smaller aircraft, based on wingspan, while a crosswind speed of 16 knots is used larger aircraft, and a crosswind speed of 20 knots is used for the largest aircraft. The methodology for computing coverage is detailed in AC 150/530013 “Airport Design”. In those cases where a single runway alignment does not provide sufficient runway wind coverage, the construction of a crosswind runway may be justified.

Wind coverage percentages used in airport planning represent summations of the percentage of recorded wind observations and calculated crosswind components that fall within established parameters. The Airport’s previous master plan examined 10-years of wind observations and analyzed the data on a 36-point compass wind rose for the Airport’s runway, Runway 17/35. The results of this analysis are summarized in Table 1-4.

Table 1-4 Runway 17/35 Wind Coverage Analysis

OBSERVED PERCENT OF CONDITION OCCURRENCE WIND (KTS.) COVERAGE 10.5 99.07 Below Airport Minimums 00.49% 13.0 99.25 16.0 99.59 10.5 95.89 Visual Meteorological 94.12% 13.0 98.05 Conditions (VFR) 16.0 99.46 Instrument 10.5 95.35 Meteorological 5.39% 13.0 97.66 Conditions (IFR) 16.0 99.36 10.5 95.87 All Weather 100% 13.0 98.04 16.0 99.45 Source: Collin County Regional Airport Master Plan Study, 1998

Results of the wind analysis indicate that prevailing winds at the Airport are predominantly from the south/southeast and as a result, the wind coverages provided Runway 17/35 in all weather conditions are greater than 95 percent. The alignment of Runway 17/35 provides sufficient wind coverage for aircraft operations at Collin County Regional Airport in all weather conditions examined in this analysis.

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Area Land Use Patterns and Zoning

The Comprehensive Plan for the City of McKinney is intended to guide the development and physical growth of the community. The plan is “comprehensive” in that it encompasses all geographical area of the community and all functional elements that relate to the City’s physical development including the following:

 Land Use  Parks and Recreation  Transportation  Water, Wastewater, and Utilities  Historic Considerations  Urban Design  Capital Improvement Program

The framework for community development identified in the City’s Comprehensive Plan is an important consideration when identifying a long-range development plan for the Airport. It is important to note that the City of McKinney’s Comprehensive Plan is currently being updated. Zoning and land use guidelines established by the City and depicted in the comprehensive plans are important in promoting compatible land use in the Airport environs as well as maintaining a safe and secure operating environment for Airport activity. Existing zoning and land use patterns for the City of McKinney are examined in the following sections. Zoning and land use patterns on and around the Airport, as well as there potential impacts on the Airport, will also be examined.

Land Use and Zoning

Land use and zoning guidelines developed for the City of McKinney provide a comprehensive framework for development on and around the Airport. Land use and zoning considerations are important in that they provide an opportunity to protect the Airport from encroachment by incompatible land uses as well as to promote safe development in Airport environs. The City of McKinney, through the City Council and its Planning and Zoning Commission, and the City’s planning department, have instituted land use and zoning plans for areas within municipal boundaries. The City’s existing land use plan is presented in Exhibit 1-7.

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Exhibit 1-7 City of McKinney – Existing Land Use

As shown in Exhibit 1-7, the Airport and some surrounding property is currently depicted as government land use by the City of McKinney. The Airport is surrounded by areas categorized as other uses. It is important to note that there are relatively small areas of single family residential land use proximate to the Airport identified in the existing land use map. Single family residential land use is generally categorized as a type of land use that is not compatible with airports. Office, retail, and some types of industrial land uses tend to be more compatible with airports because those land uses typically operate during day-time hours and are typically not significantly impacted by sound created by airport operations. When examining land use regulations on and around airports, it is important to look at areas beyond airport property including areas located under aircraft approach and departure paths. Land areas located north of the Collin County Regional Airport include areas categorized as other uses and areas located in the City’s Extra Territorial Jurisdiction (ETJ). Land use regulations have not been developed for areas located in the ETJ. Some land areas south of the Airport that may be impacted by Airport operations are located in the Fairview and land use recommendations in those areas are under the jurisdiction of that city.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

Existing zoning in the City of McKinney is shown in Exhibit 1-8.

Exhibit 1-8 City of McKinney - Existing Zoning

The City’s existing zoning does include an airport classification and all Airport property is currently zoned as such. Some land areas adjacent to the Airport are currently zoned for agricultural use. In addition, a large area encompassing both the Airport zoned area and the agricultural area is currently zoned for light manufacturing. Both agricultural and light manufacturing zoned areas are compatible with airport operations. Existing zoning on and around the Airport is not anticipated to negatively impact the Airport operations.

In addition to the City of McKinney’s municipal land use and zoning plans, an Airport land use plan and Airport zoning have been developed. Land use on Airport property consists of areas reserved for aircraft operations, planned aviation-related development, and light manufacturing uses. Some areas of Airport property also support agricultural uses that are compatible with Airport activity. Portions of on-Airport property are located in a flood plain and their uses are somewhat limited. The majority of land surrounding Airport property is owned by McKinney Horizons, a real estate development partnership. The majority of property owned by McKinney Horizons is reserved for light manufacturing and other planned development.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

The City of McKinney established the Collin County Regional Airport Zoning Ordinance, which was adopted by the McKinney, Fairview, Collin County Joint Airport Zoning Board, in 1979. The Airport zoning ordinance regulates the height of structures and objects of natural growth and regulates the use of property in the vicinity of the Airport. The ordinance is based on the Airport’s FAR Part 77 Imaginary Surfaces and includes a zoning map, definition of terms, enforcement, penalties, and a process for appeals.

Area Socioeconomic Data

The 2000 National Census identified Collin County as the fastest growing county in Texas and one of the fastest growing counties in the country between 1990 and 2000. During that period, the population of Collin County grew by over 86 percent. The 2000 census counted the county’s population at approximately 491,700 persons. The U.S. Census Bureau estimated that in the year following the census, the county’s population had grown an additional 10 percent and reached over 541,400 persons. These statistics indicate that the strong population growth experienced in Collin County during the 1990’s continues. Recent and anticipated population growth and other demographic changes in the Collin County area, and their potential affects on Collin County Regional Airport will be important considerations in the master plan update.

Several different sources have development projections of future population levels in the City of McKinney, Collin County, and neighboring areas. These population projections will be summarized in following sections to illustrate anticipated demographic trends in the North Central Texas Region as well as other areas that may impact aviation activity at Collin County Regional Airport. Population growth and other demographic factors such as employment and income growth have been statistically shown to correlate to increased aviation activity within specified areas. The impact that demographic trends in the study area may have on aviation activity may have on Collin County Regional Airport in the future will be examined in more detail in Chapter Three. In this chapter, regional population projections developed by the North Central Texas Council of Governments (NCTCOG) and the Texas State Data Center/Office of the State Demographer will be summarized in the following section.

NCTCOG is an association of local governments that was established to help local governments in the North Central Texas region in planning for common needs, cooperating for mutual benefit, and coordinating regional development. NCTCOG is a voluntary organization whose regional area of focus is centered on the Dallas-Fort Worth Metroplex and includes a 10-county area. In April, 2003, NCTCOG finalized population projections for jurisdictions within its region for use in intra-regional infrastructure planning and resource allocations, these projections are summarized by county in the planning region in Table 1-5.

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Table 1-5 NCTCOG Population Projections

COUNTY 2000 2005 2010 2015 2020 2025 2030 CAGR 1/ Collin 492,276 652,498 749,343 844,515 938,681 1,046,919 1,166,645 2.9% Dallas 2,232,476 2,390,491 2,486,989 2,564,350 2,624,989 2,746,427 2,817,191 0.8% Denton 428,080 545,987 643,572 758,897 862,332 989,320 1,085,343 3.1% Ellis 109,431 139,780 180,617 241,778 329,476 378,161 448,588 4.8% Johnson 124,319 143,515 166,759 218,359 284,411 347,556 444,151 4.3% Kaufman 69,878 80,279 94,719 128,196 169,908 223,863 277,745 4.7% Parker 85,617 95,629 116,151 146,617 187,892 258,140 328,418 4.6% Rockwall 42,492 56,108 78,162 100,922 118,546 132,535 144,976 4.2% Tarrant 1,435,186 1,620,761 1,746,082 1,909,469 2,047,553 2,184,869 2,291,723 1.6% Wise 47,638 56,177 65,787 74,637 82,796 93,087 102,446 2.6% Regional Total 5,067,393 5,781,225 6,328,181 6,987,740 7,646,584 8,400,877 9,107,226 2.0% Notes: 1/ Compound Annual Growth Rate (CAGR) for the years 2000-2030. Source: North Central Texas Council of Governments, North Central Texas 2030 Demographic Forecast

As shown in Table 1-5, the NCTCOG region is projected to increase in population from approximately 5.1 million in 2000 to over 9.1 million in 2030, a compound annual growth rate (CAGR) of approximately 2.0 percent. Dallas County is the most populace county in the NCTCOG region and it is expected to experience population growth rate of approximately 0.8 percent per year over the projection period, adding approximately 585,000 persons over the period. Collin County is projected to experience population growth of approximately 2.9 percent per year over the 30-year period, and as a result, add over 674,000 persons to the county population. In the planning region, only Tarrant County is projected to experience a larger population growth than Collin County.

The NCTCOG planning region is comprised of a large area and population changes in some counties included in the planning region would not be anticipated to impact Collin County Regional Airport. To gain a better understanding of projected population growth more likely to impact the Airport, population projections for Collin County and its contiguous counties were also examined. For those counties included in the NCTCOG planning region, NCTCOG population projections were used. For those contiguous counties located outside of the NCTCOG planning region, namely Fannin, Grayson, and Hunt counties, population projections developed by the Texas State Data Center/Office of the State Demographer were used. Population projections Collin and its contiguous counties are summarized in Table 1-6.

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Table 1-6 Population Projections – Collin and Contiguous Counties

COUNTY 2000 2005 2010 2015 2020 2025 2030 CAGR 1/ Collin 2/ 492,276 652,498 749,343 844,515 938,681 1,046,919 1,166,645 2.9% Dallas 2/ 2,232,476 2,390,491 2,486,989 2,564,350 2,624,989 2,746,427 2,817,191 0.8% Denton 2/ 428,080 545,987 643,572 758,897 862,332 989,320 1,085,343 3.1% Fannin 3/ 31,242 32,142 33,226 34,409 35,542 36,494 37,248 0.6% Grayson 3/ 110,595 114,081 117,732 121,339 124,492 126,895 128,676 0.5% Hunt 3/ 76,596 83,082 90,471 98,410 106,124 113,742 121,297 1.5% Rockwall 42,492 56,108 78,162 100,922 118,546 132,535 144,976 4.2% Regional Total 3,413,757 3,874,389 4,199,495 4,522,842 4,810,706 5,192,332 5,501,376 1.60% Notes: 1/ Compound Annual Growth Rate (CAGR) for the years 2000-2030. Sources: 2/ North Central Texas Council of Governments, North Central Texas 2030 Demographic Forecast 3/ Texas State Data Center, Office of the State Demographer

The population projections summarized in Table 1-6 illustrate strong anticipated population growth in those counties located proximate to Dallas County and the Metroplex consistent with the migration of people from the densely populated and congested areas of the Metroplex to outlying counties. This trend impacted Collin County during the 1990s as well, as it was one of the fastest growing counties in the country.

The NCTCOG also developed projections of population growth for the City of McKinney for the 30-year period 2000 through 2030. These population projections are presented in Table 1-7 along with Collin County and NCTCOG planning region population projections for comparison

Table 1-7 City of McKinney Population Projections

AREA 2000 2005 2010 2015 2020 2025 2030 CAGR 1/

McKinney 53,725 83,678 105,869 135,374 160,591 199,134 225,933 4.9%

Collin County 492,276 652,498 749,343 844,515 938,681 1,046,919 1,166,645 2.9%

NCTCOG Region 5,067,393 5,781,225 6,328,181 6,987,740 7,646,584 8,400,877 9,107,226 2.0% Source: North Central Texas Council of Governments, North Central Texas 2030 Demographic Forecast

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

As shown in Table 1-7, the population of the City of McKinney is projected to more than quadruple over the 30-year projection period, experiencing a CAGR of almost 5 percent per year. The City’s 2003 population is estimated at approximately 75,000, illustrating the strong population growth recently experienced and projected for the City of McKinney. The population of the City of McKinney is projected to grow at a rate greater the population growth rate projected for Collin County and the NCTCOG planning region during the projection period. The strong population growth projected for the City of McKinney will be an important consideration in the development of projections of aviation demand for the Airport through the master plan update’s study period.

Other Area Airports

In addition to examining market area demographic and socioeconomic characteristics, it is also important to understand the dynamics of aviation activity in Collin County Regional Airport’s market area as well as the other, nearby airports that serve aviation demand in the market area. Data regarding nearby airports will be an important consideration in developing a long-range plan for Collin County Regional Airport. There are approximately 30 airports located within 20 nautical miles of the City of McKinney. A range of 20 nautical miles was selected because under general FAA planning guidelines, 20 nautical miles is assumed to approximately represent a 30-minute drive time, a common time/distance that a general aviation pilot or user is willing to drive to access a general aviation airport. The majority of the nearby airports are privately-owned, and some privately owned airports are not open to public use. Five airports located within the 20-nautical mile radius of the City of McKinney are publicly-owned and open to public use.

Facility and activity data for those publicly-owned, public-use airports located within 20 nautical miles of the City of McKinney are presented in Table 1-8.

Table 1-8 Other Area Airports

ASSOCIATED LENGTH OF APPROACH BASED TOTAL AIRPORT CITY PRIMARY RWY TYPE AIRCRAFT OPERATIONS Kitty Hawk Airport Allen, TX 2,100 feet (turf) Visual 17 500 McKinney, TX 4,305 (asphalt/turf) Visual 229 20,000 Air Park – Dallas Airport Dallas, TX 3,080 (asphalt) Visual 54 6,350 Addison Airport Dallas, TX 7,200 (asphalt) Precision 728 160,000 Rockwall Municipal Rockwall, TX 3,373 (asphalt) Non- 86 38,020 Airport precision Source: AIRNAV

As shown in Table 1-8, the geographic area included within 20 nautical miles of the City of McKinney extends to northern areas of Dallas and the Metroplex. The locations of these area airports are presented in Exhibit 1-9. These airports area serve a wide array of aviation demand and accommodate different levels and types of aviation activity.

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory

Runway length and approach type are important factors that impact the types of aircraft that can operate at an airport. Turf runways primarily accommodate private pilots operating small general aviation aircraft. Paved runways can generally accommodate larger aircraft depending on the length of the runway. A common planning guideline is that many jet aircraft require 5,000 feet of paved runway to operate, therefore, runways shorter than 5,000 feet typically accommodate piston engine general aviation aircraft while a mix of piston aircraft and jets typically operate at airports with runways of 5,000 feet or more. The approach type available at an airport also reflects the type of activity occurring there. Precision instrument approaches are the most sophisticated, so airports with precision approaches typically support operations by more sophisticated aircraft such as corporate jets. Non-precision and visual approaches are usually sufficient to support operations by private pilots operating smaller general aviation aircraft.

Addison Airport in Dallas, TX, has the longest runway and most sophisticated approach of other area airports. Having nearly 730 based aircraft and supporting over 160,000 annual aircraft operations, this airport is one of the most important general aviation airports in the Metroplex. Addison Airport impacts Collin County Regional Airport in that they both support operations by corporate jet aircraft and to some extent may compete to serve the same users. In addition, because of airport capacity issues, Addison Airport has restricted touch-and-go flight training operations at the airport and many flight training operations that occur at Collin County Regional Airport represent students and flight training operators that are diverted from Addison Airport.

The other local airports support primarily general aviation activity associated with smaller, piston-engine aircraft. Aero Country Airport, also located in McKinney, is home to approximately 230 based aircraft, most of which are single engine piston, and accommodates approximately 20,000 annual aircraft operations. Gliders and ultralights are also based at Aero Country Airport which reflects the primarily recreational nature of much of the aircraft activity occurring at the airport.

These nearby airports and their potential impacts on aviation activity occurring at Collin County Regional Airport will be important considerations in the development of this updated master plan.

Previous Airport Planning Studies

Previous planning studies have examined facility needs and development alternatives at Collin County Regional Airport. Recent planning studies that will be examined in this analysis include the following:

 McKinney Municipal Airport Master Plan Study - 1998  Conceptual Development Plan for McKinney Municipal Airport

The findings of these previous studies will be summarized in following sections. Where appropriate, recommendations from these previous studies may be re-examined and considered as development alternatives in this master plan update. It is important to note that, due to changing Airport conditions and activity levels, recommendations contained in the

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory previous master plan may not necessarily be carried forth in the recommended plan developed as part of this airport master plan update.

McKinney Municipal Airport Master Plan Study (1998)

The previous McKinney Municipal Airport Master Plan Study was completed in January, 1998, and replaced the Airport’s previous master plan which had been completed in 1988. Using a process very similar to the one being implemented for this current master plan update, the 1998 master plan examined Airport facilities and anticipated activity levels to determine a recommended development plan for the facility. Between 1984 and 1994, it was estimated that aircraft operations at Collin County Regional Airport almost doubled, increasing from approximately 63,100 annual operations to approximately 120,000 annual operations. The historic increase in activity, as well as the projections of future activity growth developed in the 1998 master plan and rapidly growing residential and corporate developments in the McKinney area were primary factors taken into account in the 1998 master plan’s recommended development plan for the Airport.

Using actual Airport activity data for the base year 1994, the previous master plan developed projections of future activity levels at the Airport for the period 1995 through 2015. Airport activity forecasts from the previous master plan are summarized as follows:

 Total based aircraft at the Airport were projected to increase from approximately 136 aircraft in 1995 to approximately 253 based aircraft in 2015, representing a compound annual growth rate of approximately 3.2 percent.

 Total annual aircraft operations at the Airport were projected to increase from approximately 124,300 operations in 1995 to approximately 250,900 operations in 2015, representing a compound annual growth rate of approximately 3.6 percent.

The 1998 master plan established the following priority for capital improvement projects identified in the Airport’s recommended development plan:

 Insure that all airfield (runway/taxiway) elements are adequate and provide for safe unconstrained aircraft operations

 Expand or reserve airfield facility development areas as required to meet long-range activity and capacity demands

 Develop additional aviation facilities to increase Airport revenues

 Develop non-aviation commercial areas not needed for aviation use to increase Airport revenues

Based on the priorities identified for facility development in the 1998 master plan and that study’s projection of aviation activity at Collin County Regional Airport, the following major capital improvements were recommended for the Airport over the study’s 20-year planning horizon (1998-2018):

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 Construct 4,000’ x 75’ Lighted Utility Runway 17L-35R and support facilities: The most important capital improvement recommendation identified in the 1998 master plan was the construction of a parallel runway east of the existing runway intended to provide additional airfield operational capacity to support increased activity levels at the Airport. At 4,000 feet, the recommended new parallel runway would support operations by light general aviation aircraft while the existing 7,000 foot runway would continue to support operational by larger general aviation aircraft, including jets. A number of other projects necessary to support the construction of the recommended parallel runway were also identified in the Airport’s capital improvement plan. Examples of these projects included, but were not limited to; property acquisition, relocate Enloe Road, construction of a parallel taxiway for the new runway, construction of a crossfield taxiway to provide access to the new runway, and installation of various lighting and NAVAID support facilities. Recommended projects associated with the construction of a parallel runway were identified as having a total estimated project cost of approximately $17.5 million in the 1998 master plan.

 Construct Conventional and Nested T-Hangars: Expansion of aircraft storage facilities at the Airport was another primary recommendation of the 1998 master plan. Over the 20- year study period, the 1998 master plan recommended the construction of 8 conventional hangars, with a total estimated cost of approximately $18.4 million, and T- hangar buildings with 60 total units. The estimated development cost of the T-hangar units was approximately $7.4 million. All told, hangar construction projects included in the recommended capital improvement plan of the 1998 master plan had an estimated total cost of approximately $25.8 million.

 Improved Roadway Access to the Airport: Roadway improvement projects identified in the 1998 master plan included the construction of a 4-lane access road to the Airport and the construction of a new Airport access road from FM 546.

In addition to the specific projects identified above, the 1998 master plan included a number of other recommended capital improvements. Total project costs for the projects included in the 1998 master plan’s 20-year recommend capital development plan were estimated at approximately $50.8 million.

Conceptual Development Plan for McKinney Municipal Airport (MEDC, 2003)

In a January, 2003, a Conceptual Development Plan was completed for Collin County Regional Airport. The study was primarily commissioned by the McKinney Economic Development Corporation (MEDC). The MEDC was formed in May 1993 through a referendum by the voters of McKinney. It was created to enhance the quality of life in McKinney by providing meaningful jobs and related business opportunities for the city’s citizenry. MEDC is funded through a .05 cent city sales tax which provides a funding source for economic incentives offered by MEDC to attract financially-sound, environmentally-clean industries. Those industries targeted for recruitment by MEDC include: manufacturing, corporate office/headquarters/back office, airport/aviation related, research and development, electronics, medical-related, computer/semiconductor related, and distribution related. MEDC incentives, typically determined by the amount of capital investment, number of jobs created, and gross annual

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Collin County Regional Airport Chapter 1: Airport Master Plan Update Inventory payroll of a potential new business, typically include, but are not limited to, relocation allowances, training assistance, land contribution, and infrastructure assistance.

The goal of the MEDC Conceptual Development Plan for McKinney Municipal Airport was to identify a plan to enhance the Airport so that it can more adequately:

 Serve as a catalyst for community economic development  Attract business aviation users  Strengthen the Airport’s revenue generating capabilities

The analysis conducted in the Conceptual Development Plan developed new projections of aviation activity at Collin County Regional Airport and then evaluated Airport development needs based on updated activity forecasts, additional data regarding the Airport’s operational fleet mix, and changes to the overall general aviation aircraft fleet. The study projected total operations at the Airport to reach approximately 200,000 annual operations by 2012, with the majority of growth occurring in transient aircraft operations. Total based aircraft at the Airport were projected to increase to approximately 240 aircraft by 2012, with a significant increase in the number of jet aircraft based at the Airport.

While the Conceptual Development Plan was not an airport master plan, and did not require TXDOT review, it did examine Airport development at Collin County Regional Airport. The plan included a forecast of based aircraft and of Airport activity used to identify Airport noise impacts on areas surrounding the Airport and to identify the future airfield and aircraft storage requirements. A conceptual airfield and building area layout plan was also developed. In addition, a detailed plan for the development of lands with access to the Airport runway system was developed as were guidelines for the development of surrounding lands.

Conclusion

The inventory data presented in this chapter will provide the framework from which analysis in the master plan update will proceed. Some inventory data, such as the Airport’s history, provides general background knowledge about the Airport. Other types of inventory data, such as Airport role, historic activity, area demographic trends, and existing Airport facilities, will be used to develop forecasts of future activity levels at the Airport and determine future facility requirements. The inventory data presented in this chapter will be used to conduct numerous analyses as the master planning process works towards identifying a recommended development plan for Collin County Regional Airport.

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand

Introduction

Projecting future aviation demand is a critical element in the overall master planning process. The activity forecasts developed in this chapter will be used in subsequent tasks to analyze the airport’s ability to accommodate future activity and to determine the type, size, and timing of future airside and landside facility developments.

This chapter discusses the findings and methodologies used to project aviation demand at Collin County Regional Airport. It must be recognized that there are always short-term fluctuations in an airport’s activity due to a variety of factors that cannot be anticipated. The forecasts developed in the Master Plan Update provide a meaningful framework to guide the analysis future Airport development needs and alternatives.

The projections of aviation demand developed for Collin County Regional Airport are documented in the following sections:

 Regional Demographics  Historic Aviation Activity  National Aviation Trends  Texas Aviation Trends  FAA Aerospace Forecasts  Projections of Aviation Demand – Collin County Regional Airport  Based Aircraft Projections  Aircraft Operations Projections  Critical Aircraft  Commercial Air Service Potential (to be provided)  Summary

This forecast analysis includes methodologies that consider historical aviation trends at the Airport and throughout the nation. Local historical data were collected from FAA Terminal Area Forecast (TAF) records, Airport records, and the 1998 McKinney Airport Master Plan Study. In addition, demographic data for Collin County and the six surrounding counties (Dallas, Denton, Grayson, Fannin, Hunt, Kaufman, and Rockwall) were used to track local trends and conditions that can impact general aviation demand levels. Projections of aviation activity for the Airport were prepared for the near-term (2007), mid-term (2012), and long-term (2017 and 2022) timeframes. These projections are generally unconstrained and assume the Airport will be able to develop the various facilities necessary to accommodate based aircraft and future operations.

Regional Demographics

Regional demographic data were examined in detail in the preceding inventory chapter. Where applicable, this demographic data can be used in the master planning process to relate future aviation activity levels at the Airport to area demographic trends. Collin County and its six surrounding counties have experienced strong growth over the past decade. This analysis examined the historical trends and future projections of the region’s population, employment and earnings. Several reliable data sources were utilized. Historic and projected future

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand population data was obtained from the U.S. Census as well as the North Central Texas Council of Governments (NCTCOG) and the Texas State Data Center. Employment and earnings data was compiled from Woods & Poole Economics, Inc.

Table 2-1 summarizes population growth trends experienced between 1990 and 2000 for Collin County and the six neighboring counties. This seven-county region was included in this analysis based on the assumption that the market area of Collin County Regional Airport expands beyond the borders of Collin County and into portions of Dallas, Denton, Fannin, Grayson, Hunt, and Rockwall Counties. Therefore, trends impacting Collin County as well as neighboring counties are anticipated to impact Collin County Regional Airport.

Table 2-1 Population by County

COUNTY 1990 2000 CAGR Collin 266,638 492,276 6.3% Dallas 1,860,388 2,232,476 1.8% Denton 276,203 428,080 4.5% Fannin 24,793 31,242 2.3% Grayson 95,005 110,595 1.5% Hunt 64,300 76,596 1.8% Rockwall 25,891 42,492 5.1% Regional Population 2,613,218 3,413,757 2.7%

Texas Population 16,986,510 20,851,820 2.1% U.S. Population 248,709,873 281,421,906 1.2% Source: 1990 data from Census; 2000 data from NCTCOG and Texas State Data Center. Note: NCTCOG estimate is adjusted from 2000 Census count.

Historical growth in the seven-county region has been strong, with population averaging 2.7 percent compound annual growth rate (CAGR) from 1990 to 2000. Collin County is the fastest growing of the seven counties, averaging a CAGR of 6.3 percent from 1990 to 2000. As shown, this area is growing at a much faster rate than Texas and the nation.

There are a number of demographic factors that impact, to varying degrees, the demand for general aviation in any particular region. In addition to population trends, regional economic trends also can significantly impact aviation demand. Regional economic trends are summarized in this analysis through an examination of employment and earnings data. Table 2-2 presents historic employment and earnings data for the seven-county region.

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand

Table 2-2 Regional Demographic Data

REGIONAL REGIONAL EARNINGS YEAR EMPLOYMENT (IN MILLIONS OF $) 1995 2,903,898 96,413 1996 3,017,283 102,136 1997 3,157,554 110,863 1998 3,296,109 121,484 1999 3,406,174 129,388 2000 3,475,243 132,462 2001 3,540,569 136,144 2002 3,605,089 139,840 CAGR 1995-2002 3.1% 5.5% 1997-2002 2.7% 4.8%

Texas CAGR 1995-2002 2.3% 3.3% 1997-2002 1.8% 2.7% U.S. CAGR 1995-2002 1.5% 2.8% 1997-2002 1.2% 2.3% Source: Woods & Poole Economics, Inc.

Data presented in Table 2-2 indicates that in the seven-county area, compound growth in employment averaged 3.1 percent annually from 1995 to 2002.

Statistical analysis typically indicates that regional earnings is one of the most important demographic factors impacting aviation demand, illustrating an underlying assumption that as earnings, and consequently discretionary income grows, regional residents have more to spend on all goods and services, including aviation-related goods and services. Gross earnings in the seven-county region are estimated to have grown at an impressive average annual compound growth rate of 5.5 percent between 1995 and 2002.

Earnings growth is another good indicator for projecting aviation activity. The strong regional economic growth experienced in the seven-county area should influence future aviation activity at Collin County Regional Airport. Even though earnings growth has slowed somewhat in recent years, it still indicates outstanding regional potential. As with population, the seven county region’s employment and earnings growth has outpaced Texas and the nation.

Projections of population, employment, and earnings developed for the seven-county region illustrate continued growth in these demographic indicators, albeit at levels slightly lower than experienced between 1995 and 2002. Table 2-3 summarizes the projections of population, employment and earnings for the region.

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand

Table 2-3 Regional Demographic Projections

REGIONAL REGIONAL REGIONAL EARNINGS YEAR POPULATION EMPLOYMENT (IN MILLIONS OF $) Historic 2002 3,598,010 2,488,811 $103,946

Projected 2007 4,004,431 2,701,798 $118,017 2012 4,328,834 2,925,309 $133,796 2017 4,637,988 3,156,555 $151,026 2022 4,963,356 3,397,024 $170,057 CAGR 1.6% 1.6% 2.5% Sources: North Central Texas Council of Governments, Research and Information Services Texas State Data Center, using Scenario 0.5 Woods & Poole Economics, Inc.

The projected growth rates of these demographics are somewhat lower than historical trends, reflecting a stabilization of regional demographic growth over the projection period. Nevertheless, all three categories, and especially earnings, show positive compound annual growth rates, indicating the potential for a strong aviation market.

Historic Aviation Activity

Historic based aircraft and operations data for Collin County Regional Airport provides the baseline from which future activity at the Airport can be projected. While historic trends are not always reflective of future periods, historic data does provide insight into how local, regional, and national demographic and aviation-related trends may be tied to the airport. A based aircraft is generally defined as an aircraft that is permanently stored at an airport. An aircraft operation represents either a landing or departure conducted by an aircraft. A takeoff and a landing, for example, would count as two operations.

A significant amount of historic activity data has been compiled from several sources including Airport and ATCT records. Information from the previous (1998) master plan was also used as applicable. Based aircraft counts for years for which no actual or estimated data was available have been interpolated by the consultant.

Other than a brief period of decline in the late 1980’s, the number of based aircraft at Collin County Regional Airport has consistently increased since the Airport’s opening in 1979. Table 2-4 presents based aircraft statistics for the Airport since 1981.

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand

Table 2-4 Historic Based Aircraft, Collin County Regional Airport

TOTAL SINGLE BASED YEAR ENGINE MULTI-ENGINE JET HELICOPTER AIRCRAFT 1981 34 1 - - 35 1982 120 6 - - 126 1983 120 6 - 2 128 1984 84 20 - - 104 1985 84 20 - - 104 1986 94 10 - - 104 1987 94 10 - - 104 1988 82 7 - - 89 1989 81 8 - - 89 1990 115 18 - 2 135 1991 121 20 - 1 142 1992 121 20 - 1 142 1993 121 20 - 1 142 1994 133 3 - - 136 1995 124 11 1 - 136 1996 123 15 1 - 139 1997 122 20 1 1 144 1998 126 20 1 2 149 1999 130 21 1 3 155 2000 128 22 4 3 157 2001 128 22 6 4 160 2002 126 23 9 4 162 2003 126 23 9 4 162 CAGR 1982-2002 0.2% 6.9% 1.3% 1992-2002 0.4% 1.4% 1.3% 1997-2002 0.6% 2.8% 2.4% Sources: McKinney Airport Master Plan Study, 1998; Airport records Note: Numbers for 1996, 1998, 2000, and 2001 were interpolated by the consultant.

The number of based aircraft grew rapidly after the Airport opened. The numbers declined briefly in the late 1980s before recovering and growing to the current levels. As shown in Table 2-4, there are currently 162 aircraft based at the Airport including 126 single engine aircraft, 23 multi engine (piston and turboprop) aircraft, nine jet aircraft, and four helicopters. While the majority of the Airport’s based aircraft are single engine piston aircraft, the number of multi- engine and jet aircraft have increased significantly since 1995. The recent growth in based jets and multi-engine aircraft at the Airport will be an important consideration in developing projections of future aviation activity at Collin County Regional Airport.

Annual operations represent the number of aircraft takeoffs and landings occurring at the Airport during a calendar year. The historic operations data includes operations conducted by both based aircraft as well as operations conducted by itinerant aircraft stored at other airports

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand arriving at Collin County Regional Airport for a variety of reasons including business, recreation, or flight training purposes.

Historic aircraft operations data for Collin County Regional Airport are summarized in Table 2-5.

Table 2-5 Historic Operations, Collin County Regional Airport

LOCAL ITINERANT OPERATIONS OPERATIONS TOTAL Year Air Taxi GA Military GA Military OPERATIONS 1983 100 25,200 - 37,800 - 63,100 1984 800 27,000 - 41,000 - 68,800 1985 800 27,000 - 41,000 - 68,800 1986 800 20,000 - 35,000 - 55,800 1987 800 20,000 - 35,000 - 55,800 1988 800 22,000 - 35,000 - 57,800 1989 800 35,110 - 53,890 - 89,800 1990 800 32,332 - 62,151 - 95,283 1991 800 34,323 - 65,979 - 101,102 1992 800 36,437 - 70,043 - 107,280 1993 800 38,683 - 74,354 - 113,837 1994 800 41,064 - 78,936 - 120,800 1995 800 30,000 - 59,200 - 90,000 1996 1/ - 35,683 147 68,688 16 104,534 1997 4 37,876 26 71,586 22 109,514 1998 - 46,18212 66,295 2 112,491 1999 113 52,113 46 72,338 12 124,622 2000 2 40,628 12 115,138 - 155,780 2001 141 35,825 49 124,773 10 160,798 2002 292 36,298 27 102,704 6 139,327 CAGR 1992-2002 2.6% 1997-2002 4.9% Note 1/ The tower became operational on January 17, 1996. 1996 traffic counts were initiated on that date. Tower counts do not include operations conducted between 10 p.m. and 6 a.m., when the Tower is closed. Sources: McKinney Airport Master Plan Study, 1998; Airport records 1998-2002

Historic aircraft operations, shown in Table 2-5, represent estimates for the years 1983 through 1995. During that period, total operations at Collin County Regional Airport, like at all other non- towered airports in the nation, were estimated on an annual basis by airport management. As a result of growing levels of activity at the Airport, an Air Traffic Control Tower (ATCT) was built. Once the ATCT began operating, air traffic controllers working at the Airport began tracking aircraft operations and maintaining more accurate counts of airport activity. The first year of aircraft operations data tracked by the tower was 1996. The tower currently operates between 6:00 a.m. and 10:00 p.m., and aircraft operations conducted during periods when the tower is not operating are not reflected in the Airport’s operations counts. The number of aircraft operations occurring outside of the operational hours of the tower is minimal and therefore the traffic counts maintained and reported by the ATCT should be considered significantly more

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand accurate than the aircraft operations data presented for the years prior to the construction and operation of the ATCT at Collin County Regional Airport.

An important recent trend at the Airport is the growth in local aircraft operations. Local operations are classified as those operations conducted by aircraft remaining in the local traffic pattern, conducting simulated instrument approaches, or operating to or from an airport and a practice area within a 20-mile radius of the tower. Flight training activity occurring at the Airport, including operations referred to as “touch-and-go,” comprise the vast majority of local aircraft operations at the Airport. During a touch-and-go operation, an aircraft performs a landing and a departure without leaving the active runway. Since a landing and a departure each represent an aircraft operation, each touch-and-go conducted at Collin County Regional Airport is actually recorded as two local aircraft operations. It is important to note that a significant portion of the flight training activities, and touch-and-go operations, occurring at the Airport are currently being conducted by student pilots and flight trainers coming from Addison Airport since that airport does not permit training operations during most periods. The growth in local operations occurring at Collin County Regional Airport, and the impact that these operations may have on future Airport capacity and facility requirements, will be a factor considered in the development of projections of aviation demand as well as subsequent tasks of the master plan update.

National Aviation Trends

The aviation industry and general aviation activity, especially in the North Central Texas region, have experienced significant changes over the last 20 years. At the national level, fluctuating trends regarding general aviation usage and economic upturns/downturns resulting from the nation’s business cycle have all impacted general aviation demand. At the local level, the rapid demographic and economic growth experienced in Collin County and the Metroplex has impacted general aviation demand in the region. This section will examine general aviation trends, and the numerous factors that have influenced those trends, in the U.S. and the State of Texas.

Recent trends, both national and local, will be important considerations in the development of projections of aviation demand for Collin County Regional Airport. National trends can provide insight into the potential future of aviation activity and anticipated facility needs. Data sources that were examined and used to support this analysis of national general aviation trends included the following:

 Federal Aviation Administration, FAA Aerospace Forecasts, Fiscal Years 2003-2014  General Aviation Manufacturers Association (GAMA), General Aviation Statistical Databook  National Business Aircraft Association (NBAA), NBAA Business Aviation Fact Book, 2002  General Accounting Office, General Aviation – Status of the Industry, Related Infrastructure, and Safety Issues, 2001  The Commission On The Future Of The U.S. Aerospace Industry, Final Report, December 2002  NetJets, Inc.  Honeywell Corporation, 2002 Business Aviation Outlook

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Data from these sources regarding historic and anticipated trends in general aviation will be summarized in the following sections of this report:

 General Aviation Overview  General Aviation Industry  Business Use of General Aviation  Summary of National General Aviation Trends

Historic and anticipated trends related to general aviation will be important considerations in developing regional forecasts of general aviation demand for Collin County Regional Airport.

General Aviation Overview

General aviation aircraft are defined as all aircraft not flown by commercial airlines or the military. General aviation activity is divided into six use categories, as defined by the FAA. There are more than 18,300 public and private airports located throughout the United States, as reported by the FAA. More than 3,300 of these airports are included in the National Airport System, indicating there eligibility for federal funding assistance. Commercial service airports, those that accommodate scheduled airline service, represent a relatively small portion (538 or roughly 16%) of the airports in the National Airport System. General aviation airports, including relievers, comprise more than 2,800 facilities within the National Airport System. More than 15,000 additional airports, both private and public use, supplement those airports that are included in the National Airport System. As a comparison, Texas has an airport system of nearly 300 airports, of which 26 provide scheduled air service.

General Aviation Industry

A pronounced decline in the general aviation industry began in 1978, and lasted throughout most of the 1980s and into the mid-1990s. This decline resulted in the loss of over 100,000 manufacturing jobs and a drop in aircraft production from about 18,000 aircraft annually to only 928 aircraft in 1994 and a dramatic drop in the number of new student pilots.

Contributing to the decline in general aviation during this period was the increasing number of liability claims against aircraft manufacturers, the loss of Veterans Benefits that covered many costs associated with student pilot training, and the recessionary economy. Lawsuits arising from aircraft accidents resulted in dramatic increases in aircraft manufacturing costs. Manufacturers estimated that these liability claims contributed to approximately 30 percent of the cost of a new aircraft.

Enactment of the General Aviation Revitalization Act (GARA) of 1994 provided significant relief to the aviation industry. This Act established an 18-year Statute of Repose on liability related to the manufacture of all general aviation aircraft and their components where no time limit was previously established. GARA spurred manufacturers including Cessna and Piper Aircraft to resume production of single-engine piston general aviation aircraft. While enactment of GARA stimulated production of single-engine piston aircraft, the cost of these aircraft has continued to increase. The relatively high cost of new general aviation aircraft has contributed to significantly lower levels of aircraft production from those experienced during the 1960’s and 1970’s when

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand the annual numbers of aircraft manufactured were commonly between 10,000 and 18,000 new aircraft per year.

Some positive impacts the Act has had on the general aviation industry are reflected in recent national statistics. Since 1994, statistics indicate an increase in general aviation activity, an increase in the active general aviation aircraft fleet, and an increase in shipments of fixed-wing general aviation aircraft.

Most recently, however, the terrorist attacks of September 11, 2001 and the recessionary national economy have had a dampening impact on these positive general aviation industry trends. Significant restrictions were placed on general aviation flying following September 11th, which resulted in severe limitations being placed on general aviation activity in many areas of the country. Most of these restrictions have now been lifted and business and corporate general aviation have experienced some positive gains resulting from additional use of general aviation aircraft for business and corporate travel tied in part to new security measures implemented at commercial service airports and the increased personal travel times that have resulted.

Business Use of Aviation

Business aviation is one of the fastest growing facets of general aviation. Companies and individuals use aircraft as a tool to improve their businesses efficiency and productivity. The terms business and corporate aircraft are often used interchangeably, as they both refer to aircraft used to support a business enterprise. FAA defines business use as “any use of an aircraft (not for compensation or hire) by an individual for transportation required by the business in which the individual is engaged.” The FAA estimates that business aircraft conducts slightly more than 11 percent of all aviation activity. The FAA defines corporate/executive transportation as “any use of an aircraft by a corporation, company or other organization (not for compensation or hire) for the purposes of transporting its employees and/or property, and employing professional pilots for the operation of the aircraft.” An additional 12 percent of the nation’s GA activity is considered corporate. Regardless of the terminology used, the business/corporate component of general aviation use is one that has experienced significant recent growth.

Increased personnel productivity is one of the most important benefits of using business aircraft. Companies flying general aviation aircraft for business have control of their travel. Itineraries can be changed as needed, and the aircraft can fly into destinations not served by scheduled airlines. Business aircraft usage provides:

 Employee time savings  Increased enroute productivity  Minimized time away from home  Enhanced industrial security  Enhanced personal safety  Management control over scheduling

Many of the nation's employers who use general aviation are members of the National Business Aircraft Association (NBAA). The NBAA’s Business Aviation Fact Book 2002 indicates that approximately 71 percent of all Fortune 500 businesses operate general aviation aircraft and 89

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand of the Fortune 100 companies operate general aviation aircraft. Business use of general aviation aircraft ranges from small, single-engine aircraft rentals to multiple aircraft corporate fleets supported by dedicated flight crews and mechanics. General aviation aircraft use allows employers to transport personnel and air cargo efficiently. Businesses often use general aviation aircraft to link multiple office locations and reach existing and potential customers. Business aircraft use by smaller companies has escalated as various chartering, leasing, time- sharing, interchange agreements, partnerships, and management contracts have emerged.

Businesses and corporations have increasingly employed business aircraft in their operations. NBAA statistics depicted in Exhibit 2-1 show the growth in the number of companies operating general aviation aircraft and the number of aircraft operated by them for business use.

Exhibit 2-1 General Aviation Turbine Aircraft Growth 1991-2001

As Exhibit 2-1 indicates, the number of companies using business aircraft has increased from approximately 6,600 in 1991 to 9,700 in 2001. Businesses have also expressed growing interest in corporate and fractional aircraft ownership and charter services to serve their air travel needs because of safety concerns and time savings.

Fractional ownership arrangements have also experienced rapid growth. NBAA estimated that 2,591 companies used fractional ownership arrangements in 1999; by 2000 that number had grown to 3,694 companies, representing growth of over 40 percent in a single year. NBAA statistics show that the number of companies operating business aircraft increased from 6,584 in 1991 to 9,709 in 2001, an increase of approximately 47 percent. Exhibit 2-2 depicts the growth in fractional aircraft ownership from 1986 through 2001. In addition, statistics indicate that the number of airplanes in the fractional aircraft fleet has also experienced strong growth over recent years. For instance, during 2001, the number of active aircraft in the fractional

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand ownership fleet grew from 560 to 668 according to NBAA, representing a growth of almost 20 percent in a single year.

Exhibit 2-2 Growth of Fractional Ownership Shares

Source: NBAA Aviation Fact Book, 2002

The principal players in the fractional jet ownership market include CitationShares, NetJets, Bombardier and the Flight Options/Travel Air operations. NetJets, the industry leader in fractional aircraft ownership, has purchased aircraft totaling more than $19 billion in value in the last six years alone. As of December 2002, the company had a fleet of 508 aircraft with an additional 821 aircraft on order.

Honeywell Aerospace has estimated that the fractional aircraft operators represent roughly 45 percent of the total current backlog of aircraft orders of the major, non-commercial airframe manufacturers. Light business jets, including the Bombardier Learjet 31, Cessna Citation Ultra and Raytheon Beechjet, account for almost 36 percent of the combined fractional jet fleet. Fractional shares in expensive, large cabin, ultra long-range business jets such as the Gulfstream IV/V and Global Express, however, have been depressed and the operators have held back on incorporating these aircraft into their fleets in large numbers.

Other new, growing, segments of the business aircraft fleet mix include business liners and ultralight jets. Business liners are large business jets, such as the Boeing Business Jet and Airbus ACJ, that are reconfigured versions of passenger aircraft flown by large commercial airlines. Ultralight jets are a relatively new category of aircraft that includes the Adam A-700, Eclipse 500, Safire S-26, and Cessna Mustang. These are small, six seat jets that cost

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand substantially less than typical business jet aircraft and have been labeled as “personal jets”. Ultralight jet aircraft represent a significant departure from the cost of previously available jet aircraft. The Eclipse 500 is targeted to have a purchase price of less than $900,000 and has experienced significant interest with orders for more than 1,300 aircraft and non-refundable deposits totaling $65 million.

Business aviation is projected to experience substantial additional growth in the future. The Honeywell Business Aviation Outlook projects that more than 7,600 new business aircraft will be delivered between 2003 and 2012, excluding business liners and ultralight jets.

The anticipated changes in the nation’s active general aviation fleet, including significant growth in the number of active jet aircraft and business and personal use of fraction ownership arrangements, are likely to impact aviation activity at Collin County Regional Airport over the 20- year study period of the master plan update. Recent general aviation trends and projected changes to the nation’s active general aviation fleet may be reflected in the projections of aviation demand developed for the Airport.

FAA Activity Forecasts

On an annual basis, the FAA publishes forecasts that summarize anticipated trends in most components of civil aviation activity. Each published forecast revisits previous activity forecasts and updates them after examining the previous year’s trends in aviation and economic activity. Many factors are considered in the FAA’s development of forecasts, some of the most important of which are U.S. and international economic growth and anticipated trends in fuel costs. FAA forecasts generally provide one of the most detailed analyses of historic and forecasted aviation trends and provide the general framework for examining future levels of aviation activity for the nation as well as in specific states and regions.

Examples of measures of national general aviation activity that are monitored and forecasted by the FAA on an annual basis include the following:

 Active Pilots  Active Aircraft Fleet  Active Hours Flown

Historic and projected activity in each of these categories will be examined in the following sections. Data presented is based on the most recent available data, contained in FAA Aerospace Forecasts, Fiscal Years 2003-2014.

Active Pilots

Active pilots are defined by the FAA as those persons with a pilot certificate and a valid medical certificate. Table 2-6 summarizes historic and projected U.S. active pilots by certificate type.

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Table 2-6 Historic and Projected U.S. Active Pilots by Type of Certificate

COMPOUND COMPOUND ANNUAL ANNUAL GROWTH GROWTH CERTIFICATE 1997 2002 RATE RATE TYPE ACTUAL ESTIMATE 2014 PROJECTION 1997-2002 2002-2014 Students 96,101 85,991 110,660 -2.2% 2.1% Recreational 284 318 340 2.3% 0.6% Private 247,604 260,845 290,550 1.0% 0.9% Commercial 125,300 137,504 162,600 1.9% 1.4% Airline Transport 130,858 147,104 182,600 2.4% 1.8% Rotorcraft only 6,801 7,770 8,600 2.7% 0.8% Glider only 2/ 9,394 21,826 22,380 18.4% 0.2% Total 616,342 661,358 777,730 1.4% 1.4% Instrument Rated 1/ 297,409 317,389 385,850 1.3% 1.6% Source: FAA Aerospace Forecasts, Fiscal Years 2003-2014 1/ Instrument rated pilots should not be added to other categories in deriving total 2/ In March 2001, the FAA Registry changed the definition of this category. Approximately 13,000 pilots were added to this category.

As shown in Table 2-6, the FAA projects steady growth in the active pilot population through 2014. Total active pilots are projected to increase from approximately 661,400 in 2002 to approximately 777,730 by 2014, representing a compound annual growth rate (CAGR) of approximately 1.4 percent, matching the CAGR experienced between 1997 and 2002. Through 2014, the following pilot types are projected to experience the greatest CAGR, student pilots (2.1 percent), airline transport (1.8 percent), and commercial pilots (1.4 percent). Over the same period, the number of active private pilots is projected to grow by approximately 30,000 pilots, representing a CAGR of approximately 0.9 percent. It is important to note that instrument rated pilots within the active pilot population are also projected to experience relatively strong growth through 2014.

The increasing sophistication of general aviation pilots, as illustrated by the increase in instrument rated pilots, is an important trend in general aviation. The General Accounting Office (GAO) report on the “Status of the Industry, Related Infrastructure, and Safety Issues” noted an increase in the number of private pilots and the percentage of those pilots with an instrument rating. The report discussed the higher level of commitment to flying that the increasing number of instrument rated pilots tends to reflect. Another factor that could affect the numbers of instrument rated pilots is the changing airspace environment.

Historic national population trends reflect a net migration of the population towards urban areas, resulting in congestion on the ground and in the air. A direct result of this congestion has been the implementation of terminal control areas (TCA’s) in many of our major metropolitan areas, including Dallas-Fort Worth. This has had the effect of requiring more sophistication of both the pilot and the aircraft when transitioning these areas. Many private pilots have upgraded to instrument ratings in order to avoid the inconvenience associated with diverting around or under the TCA’s. Increasing future congestion and the proposed new technologies under

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand consideration to relieve this congestion are likely to further contribute to growing numbers of instrument rated pilots.

Data from these sources indicate that while the number of pilots is expected to experience moderate growth over the FAA’s projection period, it is anticipated that the pilots will become more highly trained, and capable of operating more advanced aircraft.

Active Aircraft Fleet

The FAA tracks the number of active general aviation aircraft in the U.S. fleet annually. Active aircraft are those aircraft currently registered and flying at least one hour during the year. Table 2-7 summarizes recent active aircraft trends as well as FAA projections of future active aircraft, by aircraft type.

Table 2-7 Historic and Projected U.S. Active General Aviation Fleet Mix

ANNUAL RATE ANNUAL RATE 1997 2002 2014 OF CHANGE OF CHANGE AIRCRAFT TYPE ACTUAL ESTIMATE PROJECTION 1997-2002 2003-2014 Single-engine piston 140,038 144,500 149,600 0.6% 0.3% Multi-engine piston 16,017 18,240 17,810 2.6% -0.2% Turboprop 5,619 6,600 8,020 3.3% 1.6% Jet 5,178 8,00012,300 9.1% 3.6% Rotorcraft 6,785 6,800 7,390 0.0% 0.7% Sport Aircraft 1/ NA NA 6,200 NA NA Other 2/ 18,772 26,900 28,170 7.5% 0.4% Total 192,414 211,040 229,490 1.9% 0.7% Source: FAA Aerospace Forecasts, Fiscal Years 2003-2014 Note: 1/ Sport aircraft are a new aircraft category that includes aircraft such as ultralights 2/ Includes aircraft classified by the FAA as experimental and other

As shown in Table 2-7, nearly all areas of general aviation aircraft experienced growth between 1997 and 2002. Total active aircraft increased at a CAGR of 1.9 percent over the last five years. Jet aircraft experienced the largest growth, up over 9 percent per year on average between 1997 and 2002. The active general aviation aircraft fleet is anticipated to increase at a lower rate over the projection period, from 211,040 aircraft in 2001 to 229,490 in 2013, representing CAGR of approximately 0.7 percent, based on FAA estimates. This lower rate of projected growth is due primarily to the recent downturn in the economy and the anticipated retirement of older single engine and multi-engine aircraft from the active fleet.

One of the most important trends identified by the FAA in these forecasts is the relatively strong growth anticipated in active general aviation jet aircraft. This trend illustrates a movement in the general aviation community toward higher-performing, more demanding aircraft. Growth in general aviation jet aircraft is projected to significantly outpace growth in all other segments of the general aviation aircraft fleet through the projection period.

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Active Hours Flown

Hours flown is another statistic used by the FAA to measure and project general aviation activity. Hours flown is a valuable measure because it captures a number of activity-related data including aircraft utilization, frequency of use, and duration of use. Hours flown in general aviation aircraft were at a 16-year low in 1994, but experienced a strong increase between 1994 and 1999. Hours flown fell slightly during 2000 and 2001, but are expected to rebound during the projection period. Exhibit 2-3 depicts general aviation hours flown from 1997 through 2002 as well as projected hours flown through 2014.

Exhibit 2-3 Historic and Projected Total U.S. General Aviation Hours Flown

40,000

) 35,000 30,000 25,000 20,000 15,000 10,000 Hours Flown (1,000s Flown Hours 5,000 - 1997 1999 2001 2003 2005 2007 2009 2011 2013 Year

Source: FAA Aerospace Forecasts, Fiscal Years 2003-2014

As presented by the FAA, the CAGR of hours flown over the projection period is approximately 1.5 percent. Compared to the projected average annual growth rate of the general aviation active fleet, approximately 0.7 percent, the projected increase in hours flown represents anticipated increases in aircraft utilization. Hours flown by general aviation aircraft are estimated to reach approximately 35.3 million by 2013, compared to 29.5 million in 2002.

Summary of National General Aviation Trends

The cyclical nature of general aviation activity is illustrated in the historic data presented in this analysis. While general aviation activity aircraft experienced rebounded growth during the mid and late-1990s, the terrorist attacks of 2001 and the economic downturn dampened activity over the last several years. FAA projections of general aviation activity, including active pilots, active aircraft, and hours flown, all show varied growth through the forecast horizon of 2014. Following stalled growth and some declines during 2001 and 2002, most components of general aviation activity are projected to rebound and soon surpass previous activity levels. An important

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand national trend that has the potential to impact general aviation activity at Collin County Regional Airport is the growing proportion of jet aircraft in the active general aviation fleet and the growing sophistication of both active pilots and aircraft. The ability of Collin County Regional Airport to accommodate increasing activity by general aviation jet aircraft will be an important consideration in the master plan update.

Texas Aviation Trends

Aviation activity at the State level is not only impacted by national economic and aviation trends, but it is also directly linked to the health of the Texas economy. Many factors influence the use of general aviation aircraft by Texas residents and businesses. These local factors may result in Texas aviation trends that are divergent from trends identified on the national level. To better understand general aviation trends in the State of Texas, the Texas Airport System Plan Update 2002 (TASP), completed by the Texas Department of Transportation, was examined.

The TASP’s examination of general aviation activity in the State will be summarized in the following sections:

 Texas economic trends  Texas general aviation trends

Trends affecting general aviation at both the national and State level will be important considerations in developing the regional projections of demand for Collin County Regional Airport.

Texas Economic Trends

Economic trends tend to impact general aviation activity at both the individual and corporate level. For example, increases in population, employment, and personal income are all factors that lead to an increased number of individuals having disposable income to use towards general aviation pursuits, such as getting a pilots license or purchasing an aircraft. At the corporate level, economic upturns often lead to increased corporate sales and profits. Many corporate executives utilize general aviation aircraft to expand their businesses’ reach during cyclical upswings, thereby generating additional sales and profits. During periods of economic decline, both individuals and corporations often find themselves operating on reduced budgets and cutting costs, often by reducing or eliminating utilization of general aviation aircraft.

Historic data indicate that aviation activity in Texas often fluctuates in corresponding fashion with the general health of the statewide economy. For example, during the oil bust experienced in Texas during the mid 1980’s, aviation activity levels in the State were depressed relative to trends experienced at the national level. During the mid- to late-1990s, Texas’ economy, along with the national economy, expanded rapidly. Aviation activity statistics for the State during that period tend to reflect strong economic growth in higher levels of air carrier enplanements as well as recovery in some general aviation activity statistics.

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TASP analysis indicates that since 1990, the State of Texas has on an annual basis outperformed the United States as whole in the following economic indicators:

 Gross state/national product growth rates  Personal income growth rates  Population growth rates  Employment growth rates

As economic data indicate, the State experienced strong economic and demographic growth through the 1990s and one would expect corresponding growth in general aviation activity levels in Texas. Historic general aviation activity in Texas and recent trends will be examined in the following section to determine the impacts that the State’s relatively strong economy may have had on the State’s general aviation system.

Texas General Aviation Trends

During the 1990s, a period in which the State of Texas experienced rapid economic growth, general aviation activity in the State increased. Like many other states, general aviation activity levels in Texas experienced declining trends through the 1980s, reached relative lows during the early 1990s, and then experienced growth during the mid- to late-1990s. In many cases, however, even though activity indicators in Texas experienced increases during the 1990s, they did not reach the relatively high activity levels seen in the 1980s.

Those general aviation activity indicators examined in the TASP for which the State of Texas was experiencing a generally positive growth trend through the 1990s include the following:

 General aviation active aircraft  General aviation operations  General aviation hours flown  General aviation fuel consumption

The available data indicates that as the Texas economy experienced rapid growth during the 1990s, general aviation activity also increased, but not as dramatically as some statewide economic and demographic measures. The economic downturn experienced since 2001, propagated and perpetuated by the terrorist attacks of September 11, 2001, has undoubtedly had a dampening effect on the general aviation activity rebound experienced in Texas.

TASP Aviation Activity Forecasts

The recently completed Texas Aviation System Plan Update examined aviation activity at the statewide level and developed aviation activity forecasts through 2012. The TASP forecasts were prepared using a top-down methodology where national activity forecasts were allocated to Texas. The allocation of activity was based on the historical ratios of state-to-national activity and the trends experienced in those relationships in recent years. The TASP developed forecasts of general aviation activity for the following:

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 Texas General Aviation Active Aircraft (Exhibit 2-4)  Texas General Aviation Activity (Exhibit 2-5)  Texas Pilots (Exhibit 2-6)

TASP aviation activity forecasts are summarized in the following exhibits.

Exhibit 2-4 Texas General Aviation Active Aircraft

20,000

18,000

16,000

14,000

12,000

10,000 1993 1995 1997 1999 2003 2006 2009 2012

Source: TxDOT, Texas Airport System Plan Update, 2002

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Exhibit 2-5 Texas General Aviation Activity (Thousands)

8,000 7,000 6,000 5,000 4,000 3,000 2,000 1,000 0 1993 1995 1997 1999 2003 2006 2009 2012

Hours Flown Operations

Source: TxDOT, Texas Airport System Plan Update, 2002

Exhibit 2-6 Texas Pilots

70,000

60,000

50,000

40,000

30,000

20,000

10,000

0 1993 1995 1997 1999 2003 2006 2009 2012

Source: TxDOT, Texas Airport System Plan Update, 2002

As the exhibits indicate, the TASP projected growth in each of the general aviation benchmarks examined in its aviation activity forecasts. The major trends identified in the TASP’s forecasts were continued growth in general aviation. Recent economic and demographic trends for the State of Texas and the expectation that the State’s economy will grow at a rate above the U.S. growth rate, it is reasonable to assume that Texas aviation activity growth rates will grow at higher rates than the nation over the study period.

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Projections of Aviation Demand – Collin County Regional Airport

Projections of aviation demand at Collin County Regional Airport for the 20-year planning period are presented in the following sections:

 Based Aircraft Projections  Aircraft Operations Projections  Critical Aircraft

Various methodologies were examined and used to develop projections of based aircraft and aircraft operations at Collin County Regional Airport. The results of these different methodologies are compared and a preferred projection of each is selected.

Based Aircraft Projections

Based aircraft are those aircraft that are permanently stored at an airport. Estimating the number and types of aircraft expected to be based at Collin County Regional Airport over the 20-year study period will impact the planning for future Airport facility and infrastructure requirements. As the number of aircraft based at an airport increases, so too does the aircraft storage required at the facility. Based aircraft at the Airport was projected using several different methodologies. Each methodology is summarized in following sections and the results presented. These results are then compared and a preferred based aircraft projection for the Airport selected. The preferred based aircraft projection for Collin County Regional Airport will be carried forward in the master planning process and will be used to examine future Airport facility needs.

Population Growth Methodology

Changes in area population are often a key factor that can affect aviation demand in a study area. In many instances there tends to be a direct correlation between an area’s population and number of based aircraft in that area. Furthermore, as that area’s population grows, corresponding growth is experienced in based aircraft numbers. A based aircraft projection was developed for Collin County Regional Airport that reflects that anticipated population growth for the Airport’s general market area1. The results of the population growth methodology are summarized in Table 2-8.

1 The six contiguous counties (Dallas, Denton, Fannin, Grayson, Hunt, and Rockwall).

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Table 2-8 Based Aircraft Projection Based on Population Growth

YEAR REGIONAL POPULATION TOTAL BASED AIRCRAFT Historic 2002 3,598,010 162

Projected 2007 4,004,431 173 2012 4,328,834 189 2017 4,637,988 204 2022 4,963,356 220 Sources: Wilbur Smith Associates, Inc. Airport Records MPA - North Central Texas Council of Governments, Research and Information Services Texas State Data Center, using Scenario 0.5

The results of this methodology indicate that as the seven-county area’s total population increases from approximately 3.6 million in 2002 to 5.0 million in 2022, total based aircraft at Collin County Regional Airport are projected to increase from 162 in 2002 to approximately 220 in 2022, representing a compound annual growth rate (CAGR) of approximately 1.5 percent.

Earnings Growth Methodology

Earnings growth is another demographic factor that can be correlated to airport activity in an area. Using this methodology, based aircraft projections were developed by growing the current number of based aircraft at Collin County Regional Airport at the same rate as earnings in the seven-county area, a CAGR of approximately 2.5 percent. The results of this methodology are shown in Table 2-9.

Table 2-9 Based Aircraft Projection Based on Earnings Growth

REGIONAL TOTAL EARNINGS BASED YEAR (IN MILLIONS) AIRCRAFT Historic 2002 $103,946 162

Projected 2007 $118,017 179 2012 $133,796 203 2017 $151,026 229 2022 $170,057 259 Source: Woods & Poole Economics, Inc.

As shown, based on projected growth in regional earnings, total based aircraft at Collin County Regional Airport are projected to increase from 162 in 2002 to 259 in 2022.

Expanding Market Share Methodology

This based aircraft projection methodology is used to develop projections of future based aircraft at Collin County Regional Airport by examining the Airport’s market share of total

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand registered aircraft in the Dallas metropolitan statistical area (MSA). Based on projected growth in registered aircraft in the Dallas MSA as well as anticipated trends in the Airport’s share of the region’s total aircraft, this methodology develops projections of based aircraft at Collin County Regional over the 20-year planning period. Data regarding registered aircraft in the Dallas MSA was compiled from the Texas Airport System Plan Update (TASP) that was completed in 2002. As identified in the TASP, the Dallas MSA had approximately 5,540 total aircraft in 2001, approximately 160, or approximately 2.9 percent, of the MSA’s total based aircraft were located at Collin County Regional Airport.

The expanding market share methodology used in this projection scenario assumes that Collin County Regional Airport’s market share of based aircraft in the Dallas MSA will increase through the study period as individuals, businesses, and aircraft owners migrate outwards from the relatively more densely populated and congested Metroplex. Historic and projected demographic trends for the North Central Texas region support this assumption. This forecast scenario assumes that the Airport’s market share of Dallas MSA based aircraft will increase consistently throughout the study period, consistent with Collin County’s share of the Airport’s total market area population.

In 2000, Collin County’s population was 492,000. The counties surrounding Collin County had a total population of 2.9 million. Collin County’s population as a percentage of the population of all the surrounding counties was about 17 percent. In 2025, Collin County’s population is projected to be 1.0 million. The surrounding counties are projected to have a combined population of 4.1 million. Collin County’s population is forecast to be slightly more than 25 percent of the population of the surrounding counties.

As the data indicates, it is anticipated that Collin County’s share of the market area’s total population will increase from about 17 percent of the surrounding counties’ populations to more than 25 percent, or increase by approximately 50 percent. Using this increase in market share as a basis, Collin County’s market share of the Dallas region’s based aircraft was increased by 50 percent over the analysis period, from 2.9 percent to 4.3 percent.

Projections of future based aircraft in the Dallas MSA were developed in the TASP. The TASP projections were interpolated and extrapolated based on TASP projected growth rates to match the benchmark years used in this study. By applying Collin County Regional Airport’s expanding market share to the interpolated/extrapolated TASP projections of total based aircraft in the Dallas MSA, projections of total based aircraft at the Airport were developed. The results of this methodology are presented in Table 2-10.

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Table 2-10 Based Aircraft with Expanding Market Share

DALLAS MSA REGISTERED % MARKET COLLIN COUNTY YEAR AIRCRAFT SHARE BASED AIRCRAFT Historic 2002 5,400 3.0% 162

Projected 2007 5,697 3.3% 188 2012 6,278 3.6% 226 2017 7,200 4.0% 288 2022 7,953 4.3% 342 Sources: Interpolated from Texas Airport System Plan Update, 2002; Airport Records; Wilbur Smith Associates, Inc.

By applying Collin County Regional Airport’s anticipated market share of based aircraft in the Dallas MSA to projections of total based aircraft in the Dallas MSA as interpolated and extrapolated from the TASP, total based aircraft at the Airport are projected to increase from 162 in 2002 to approximately 342 in 2022. The projected growth in based aircraft at Collin County Regional Airport represents a CAGR of approximately 3.8 percent between 2002 and 2022.

Summary of Based Aircraft Projection Scenarios

The results of the population growth, earnings growth, and market share projection methodologies represent low, mid, and high-growth forecasts of total based aircraft at Collin County Regional Airport. Table 2-11 summarizes the results of the three based aircraft projection scenarios utilized in this analysis.

Table 2-11 Comparison of Based Aircraft Projections

LOW MID HIGH SCENARIO – SCENARIO – SCENARIO – YEAR POPULATION EARNINGS MARKET SHARE Historic 2002 162 162 162

Projected 2007 173 179 188 2012 189 203 226 2017 204 229 288 2022 220 259 342 CAGR 2002-2022 1.5% 2.4% 3.8% Source: Airport records, Wilbur Smith Associates, Woods & Poole Economics, Inc.

As shown, the three projection methodologies resulted in based aircraft forecasts ranging from 220 total based aircraft in the population growth scenario to 342 total based aircraft in the Dallas MSA scenario for the out-year of the planning period, 2022. Based aircraft growth rates represented by these forecasts ranged from a CAGR of 1.5 percent to a CAGR of 3.8 percent.

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Preferred Based Aircraft Projection

The preferred projection of based aircraft for Collin County Regional Airport was based on the earnings growth projection scenario, and adjusted to reflect short-term planned facility development at the Airport as well as aviation trends in the North Central Texas region. The earnings growth scenario was selected as the basis for the preferred projection of based aircraft because it reflected anticipated trends in a market area demographic factor that typically correlates with based aircraft. In addition, it roughly equates to the average of the three different projection scenarios examined in this analysis. The low growth scenario does not accurately depict the economic growth anticipated for Collin County and the McKinney market area through the projection period. The high growth scenario, the market share forecast, could represent the upper limits of anticipated based aircraft growth at Collin County Regional Airport through the study period.

There are several factors that could not be accounted for in the projection scenarios that are likely to impact future levels of based aircraft at the Airport. The planned development of a new FBO facility at the Airport and the anticipated business activities of the future tenant, including flight charter and fractional ownership operations, are likely to result in additional business aircraft being based at Collin County Regional Airport. In addition, many corporate flight departments appear interested in relocating from crowded airports in the Metroplex such as DFW, Love Field, or Addison Airport, to a less congested environment, such as can be found at the Airport. Collin County Regional Airport’s location proximate to six major corporate/business parks2 and other major commercial developments and corporate headquarters could also attract additional aircraft during the planning period. For these reasons, the earnings growth projection scenario has been adjusted to account for the potential for a significant increase in based aircraft at Collin County Regional Airport.

The preferred based aircraft projection for Collin County Regional Airport is presented in Table 2-12.

Table 2-12 Preferred Based Aircraft Projection

EARNINGS GROWTH SCENARIO - YEAR ADJUSTED Historic 2002 162

Projected 2007 193 2012 220 2017 249 2022 281 CAGR 2.8% Source: Airport records, Wilbur Smith Associates

2 The six business parks are Legacy Business Center, McKinney Central Business Park, Millennium Technology Park, Stonebriar Center, Stonebridge Corporate Center, and Telecom Corridor.

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In the preferred projection scenario, total based aircraft at Collin County Regional Airport are projected to increase from 162 in 2002 to approximately 281 in 2022, representing a CAGR of approximately 2.8 percent over the planning period. The preferred projection is based on the earnings growth scenario but has been increased by 15 aircraft in 2007, representing approximately 10 percent of the Airport’s current based aircraft, to account for planned Airport developments and anticipated growth in the number of based corporate aircraft at the Airport. Based on current Airport development proposals, an increase of approximately 30 based aircraft in the near-term appears likely.

The FAA typically reviews airport master planning forecasts for compatibility with their Terminal Area Forecast (TAF). The preferred based aircraft forecasts for Collin County Regional Airport are compared to the current FAA TAF (see Table 2-13).

Table 2-13 Comparison to Terminal Area Forecast

PREFERRED PROJECTION TAF PROJECTED OF BASED BASED YEAR AIRCRAFT AIRCRAFT 1/ VARIANCE TO TAF Historic 2002 162 162 +0%

Projected 2007 193 182 +6% 2012 220 201 +9% 2017 249 220 +13% 2022 281 242 +16% CAGR 2.8% 2.1% 1/ 2002 based aircraft data in the TAF was adjusted based on current inventory data. TAF anticipated growth rates were applied to develop adjusted based aircraft projections. Source: FAA TAF and Wilbur Smith Associates

As shown in Table 2-13, the master planning forecasts of based aircraft at Collin County Regional Airport are comparatively higher than the adjusted TAF forecasts which had been updated to reflect the accurate base year based aircraft count. The master planning forecasts reflect recent strong demographic growth in Collin County as well as recent increases in based aircraft at the Airport following the construction of new general aviation and corporate aviation hangars by new tenants, data that had not previously been included in TAF projections.

The preferred based aircraft projection is compared to the results of the other methodologies used in this analysis as well as based aircraft projections for Collin County Regional Airport developed by other sources in Exhibit 2-7.

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Exhibit 2-7 Based Aircraft Projection Comparison

400 Adjusted Earnings 350 Growth - Preferred Population Growth 300 Earnings Growth 250 Market Share

200 1998 Master Plan Total Based Aircraft Based Total

150 FAA TAF

100 Historic 2007 2012 2017 2022 2002 Year

As illustrated in Exhibit 2-7, the adjusted earnings growth projection methodology, the preferred projection of based aircraft, resulted in a mid-range forecast of total based aircraft at the Airport when compared to other forecasts of based aircraft. The market share methodology represents upper-range of based aircraft projections for Collin County Regional Airport. The population growth methodology, the earnings growth methodology, and the FAA TAF forecast represent lower range forecasts of future based aircraft at the Airport.

Although the actual number of total based aircraft at the Airport in the future will be determined by a number of factors, the forecast methodologies and scenarios presented in this analysis present a range within which the likely number of aircraft based at Collin County Regional Airport will fall. From the methodologies and scenarios examined in this master plan update, the adjusted earnings growth scenario is selected as the preferred based aircraft projection for use in following analyses.

Based Aircraft Fleet Mix Projections

Total based aircraft projected for Collin County Regional Airport over the projection period in the preferred based aircraft projection were allocated to four aircraft categories – single engine,

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 Single engine piston aircraft – 78 percent of total based aircraft  Multi-engine piston aircraft – 14 percent of total based aircraft  Jet aircraft – 6 percent of total based aircraft  Helicopters – 2 percent of total based aircraft

These existing fleet mix percentages as well as anticipated increases in the share of jet aircraft based at the Airport were used to develop projections of Collin County Regional Airport’s future based aircraft fleet mix based on the master plan update’s preferred projection of based aircraft. The preferred based aircraft fleet mix projections are presented in Table 2-14.

Table 2-14 Preferred Based Aircraft Fleet Mix Projection

TOTAL SINGLE MULTI- BASED YEAR ENGINE ENGINE JET HELICOPTER AIRCRAFT Historic 2002 126 23 9 4 162

Projected 2007 140 25 24 4 193 2012 158 29 28 5 220 2017 178 33 32 6 249 2022 202 37 36 6 281

CAGR 2002-2022 2.4% 7.2% 2.0% 2.8% Sources: Airport records; Wilbur Smith Associates

As shown in Table 2-14, jet aircraft as a share of total aircraft based at Collin County Regional Airport is anticipated to increase through the projection period as a result of new FBO development at the Airport and anticipated trends in corporate aircraft storage in the Metroplex. A significant increase in the number of based jets at the Airport is expected to occur in the near- term upon the initiation of operations by expanded or new FBO operations at the Airport. Furthermore, through the projection period, it is anticipated that corporate flight departments and other corporate jet aircraft will relocate to Collin County Regional Airport as airport and traffic congestion increases in the Dallas-Fort Worth area. Because of its location relative to the population and business centers of the Metroplex as well as the developable property that exists, Collin County Regional Airport is uniquely suited to accommodate relocated flight departments. It is important to note that the anticipated trend in the Airport’s based aircraft fleet mix, namely the increase in the percentage of jets at the Airport, is consistent with FAA projections of the national general aviation fleet in which jet aircraft are projected to be the most rapidly growing class of aircraft.

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Aircraft Operations Projections

Many different factors impact the number of aircraft operations occurring at the Airport, including but not limited to, total based aircraft, area demographics, activity and policies at neighboring airports, and national aviation trends. These factors are examined in following sections and several methodologies are used to develop projections of future aircraft operations at Collin County Regional Airport through the projection period.

Projections of future aircraft operations at Collin County Regional Airport are discussed in the following sections:

 Operations Per Based Aircraft Methodology  Collin County Earnings Methodology  Summary of Aircraft Operations Projections  Preferred Aircraft Operations Projections  Projected Local/Itinerant Split  Projected Operational Fleet Mix

The result of each projection methodology is compared and a preferred projection scenario is selected. Following the selection of the preferred operations projection for the Airport, the local/itinerant split and anticipated operational fleet mix of future activity at the airport is also identified. The preferred aircraft operations projection for Collin County Regional Airport will be used to conduct a demand/capacity analysis in which the adequacy of existing airfield facilities will be evaluated to determine if capacity enhancing projects may be required to support future levels of aircraft operations at the Airport.

Operations Per Based Aircraft Methodology

Three different aircraft operation projection scenarios were developed using an operation per based aircraft (OPBA) methodology. The OPBA methodology is recognized by the FAA as an accepted means for relating the total number of aircraft operations to a known variable; in this case, based aircraft. OPBA is calculated by dividing the number of total general aviation operations that occur at an airport by the number of aircraft based at the airport. Total operations at Collin County Regional Airport are projected by applying the Airport’s OPBA ratio to the preferred projection of based aircraft, in the following scenario:

 Constant OPBA  Increasing OPBA  Declining OPBA

These three different OPBA projection scenarios are summarized in subsequent sections.

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Constant OPBA

In the constant OPBA scenario, the Airport’s calculated OPBA ratio for 2002, calculated at 860 operations, is held constant through the projection period and applied to the Airport’s preferred projection of based aircraft. The results of this projection scenario are summarized in Table 2- 15.

Table 2-15 Aircraft Operations Based on Operations per Based Aircraft

TOTAL GENERAL AVIATION YEAR BASED AIRCRAFT OPBA OPERATIONS Historic 2002 162 860 139,500

Projected 2007 193 860 166,000 2012 220 860 189,200 2017 249 860 214,100 2022 281 860 241,700 Sources: Airport records; Wilbur Smith Associates

Operations counts from the ATCT for 2002 were adjusted to reflected night time operations conducted during periods when the tower is closed. Assuming a constant OPBA ratio at the Airport through 2022, total aircraft operations are projected to increase from over 139,300 to approximately 241,700 in 2022, representing a CAGR of approximately 2.8 percent. The Airport could be anticipated to experience a relatively constant OPBA ratio through the projection period if it continues to accommodate comparable amounts of both transient corporate and flight training activities.

Increasing OPBA

Changes in the nature of aircraft activity occurring at the Airport through the projection period could result in an increasing OPBA ratio at Collin County Regional Airport. A relative comparison was made between Collin County Regional Airport and other Dallas-area general aviation airports with similar roles and characteristics. Using the most current Texas Department of Transportation operations and based aircraft data, OPBAs were calculated for comparable Texas airports. Table 2-16 summarizes the results of these calculations.

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Table 2-16 OPBAs for Similar Texas Airports

BASED AIRPORT OPERATIONS AIRCRAFT OPBA Collin County Regional Airport 139,500 162 860 Denton Municipal Airport 113,150 225 502 Stinson Municipal Airport 119,864 98 1,223 La Porte Municipal Airport 116,549 95 1,227 Forth Worth Alliance Airport 153,667 115 1,336 Fort Worth Meacham International Airport 306,157 219 1,398

Total 947,714 914 1,037 Source: TxDOT

Data presented in Table 2-16 indicates that several of the comparable airports examined have OPBA ratios that are significantly greater than the OPBA ratio identified for Collin County Regional Airport. It is presumed that significant amounts of transient operations, flight training operations, or other high-frequency operators impact the OPBA ratios of these other airports. It is important to note that Addison Airport is not included in this analysis. Due to Addison Airport’s restriction on flight training operations, this facility has an extremely low OPBA ratio of 220.

The average OPBA ratio at comparable airports is estimated at approximately between 1,000 to 1,100. Presuming that Collin County Regional Airport continues to accommodate a high percentage of area flight training, as well as other aviation demand segments including transient corporate activity, the Airport could achieve a similar OPBA ratio by the end of the planning period.

Table 2-17 shows the projected growth in airport operations at Collin County Regional Airport based on the preferred projection of based aircraft and assuming that the airport’s OPBA ratio increases linearly from its present level to the average OPBA ratio of 1,100 identified for comparable airports.

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Table 2-17 Collin County Regional Airport Operations Projection using an Increasing OPBA

TOTAL GENERAL BASED AVIATION YEAR AIRCRAFT OPBA OPERATIONS Historic 2002 162 860 139,500

Projected 2007 193 920 177,600 2012 220 980 215,600 2017 249 1,040 259,000 2022 281 1,100 309,100 Source: Airport records and Wilbur Smith Associates, Inc.

This projection, resulting in a projection of approximately 309,000 operations in 2022 and a CAGR of approximately 4.1 percent, is a completely unconstrained forecast and would reflect continued growth in flight training and transient corporate operations as well as increased usage of based aircraft.

Declining OPBA

Frequent flight training at Collin County Regional Airport is one type of activity that impacts the Airport’s OPBA ratio. Changing levels of flight training activity would result in a fluctuating OPBA ratio at the Airport. A significant decrease in flight training operations, potentially as a result of airport congestion or a conscious decision to limit training activity would likely result in the Airport’s OPBA declining. The declining OPBA scenario develops aircraft operations projections for Collin County Regional Airport through 2022 assuming that the Airport’s OPBA ratio consistently decreases through the planning period. The results of this aircraft operations projection scenario are summarized in Table 2-18.

Table 2-18 Aircraft Operations Projection Based on Declining OPBA

TOTAL GENERAL AVIATION YEAR BASED AIRCRAFT OPBA OPERATIONS Historic 2002 162 860 139,500

Projected 2007 193 839 161,900 2012 220 817 179,700 2017 249 796 198,200 2022 281 774 217,500 Sources: Airport records; Wilbur Smith Associates

The declining OPBA methodology results in aircraft operations increasing from approximately 139,300 operations in 2002 to 217,500 in 2002, representing a CAGR of approximately 2.3 percent.

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Collin County Earnings Methodology

In the Collin County Earnings Methodology, the projected growth rate in earnings in Collin County between 2002 and 2022 was applied to aircraft operations at Collin County Regional Airport. While significant correlations exist between activity at an airport and a number of demographic factors in the airport area, earnings often has the strongest correlation. In general, earnings growth reflects economic growth in an area and creates additional disposable income for citizens to spend on all goods and services, including aviation-related activities. The results of this aircraft operations projection methodology are summarized in Table 2-19.

Table 2-19 Aircraft Operations Projection Based on Collin County Earnings

COLLIN COUNTY EARNINGS AIRCRAFT YEAR (IN MILLIONS) OPERATIONS Historic 2002 $9,093 139,500

Projected 2007 $11,433 169,700 2012 $14,099 206,600 2017 $16,965 251,500 2022 $19,989 306,300 Sources: Airport records; Wilbur Smith Associates; Woods & Poole Economics, Inc.

In this scenario, aircraft operations at Collin County Regional Airport are projected to increase from approximately 139,300 in 2002 to approximately 306,300 in 2022. The CAGR for aircraft operations through the projection period is approximately 4.0 percent in this methodology, equal to the anticipated CAGR for Collin County earnings during the period.

Summary of Aircraft Operations Projections

The results of the four different aircraft operations projection scenarios examined in this analysis are summarized in Table 2-20.

Table 2-20 Comparison of Aircraft Operations Projections

DECLINING CONSTANT EARNINGS INCREASING YEAR OPBA OPBA GROWTH OPBA Historic 2002 139,500 139,500 139,500 139,500

Projected 2007 161,900 166,000 169,700 177,600 2012 179,700 189,200 206,600 215,600 2017 198,200 214,100 251,500 259,000 2022 217,500 241,700 306,300 309,100 CAGR 2.2% 2.8% 4.0% 4.1% Sources: Airport records; Wilbur Smith Associates, Woods & Poole Economics, Inc.

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As shown in Table 2-20, the different methodologies resulted in CAGR over the projection ranging from 2.2 percent in the declining OPBA methodology to approximately 4.1 percent in the increasing OPBA methodology. In these projection scenarios total aircraft operations at Collin County Regional Airport in 2022 are projected to range between 217,500 total aircraft operations to approximately 309,100 operations.

Preferred Aircraft Operations Projections

The constant OPBA methodology is selected as the preferred projection of aircraft operations for the Airport. This methodology results in a realistic forecast of activity that takes into account projected growth in the number of based aircraft at the Airport during the projection period but does not assume any major fluctuations in the Airport’s OPBA ratio. While other airports examined in this analysis exhibited significantly higher and significantly lower OPBA ratios, Collin County Regional Airport’s current OPBA ratio of approximately 860 is midway between Denton Municipal Airport and Fort Worth Meacham’s.

The preferred projection of aircraft operations at Collin County Regional Airport through the planning period is presented in Table 2-21.

Table 2-21 Preferred Projection of Aircraft Operations

PREFERRED PROJECTION OF YEAR OPERATIONS Historic 2002 139,500

Projected 2007 166,000 2012 189,200 2017 214,100 2022 241,700 CAGR 2.8% Sources: Airport records; Wilbur Smith Associates

It should be noted that the operation projections presented above include a small number of military and air taxi operations. According to airport records, military operations currently account for less than 100 operations annually while air taxi operations are less than 300 operations annually. It is anticipated that current levels are reflective of the future military and air taxi operations at the Airport.

In the preferred projection scenario, total aircraft operations at Collin County Regional Airport are projected to increase from approximately 139,500 in 2002 to approximately 241,700 in 2022, representing a CAGR over the projection period of approximately 2.8 percent. The master plan update’s preferred projection of aircraft operations is compared to other projections of aircraft operations at the Airport as developed in this analysis and from other sources in Exhibit 2-8.

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Exhibit 2-8 Aircraft Operations Projection Comparison

350,000 Constant OPBA - Preferred 300,000 Declining OPBA

250,000 Earnings Growth

Increasing OPBA 200,000 1998 Master Plan Total Based Aircraft Total 150,000 FAA TAF

100,000 Historic 2007 2012 2017 2022 2002 Year

The preferred projection of aircraft operations identified for the master plan update represents a mid-range estimate of future activity at Collin County Regional Airport when compared to the other projection scenarios. The increasing OPBA methodology and the earnings growth methodology represent upper range projections. The low-growth projection scenarios provide a lower-range estimate of future Airport activity.

It should be noted that the preferred aircraft operations projection for Collin County Regional Airport represents an unconstrained projection and presumes that airport development needed to accommodate growth will be undertaken in a timely manner. This is especially relevant for flight training at Collin County Regional Airport. Without continued infrastructure support and development for flight training at the Airport, growth of local operations (namely touch-and-goes) could be anticipated to stabilize and/or decline in the later years, which, in turn, could result in fewer total operations accordingly. This concept will be discussed in following chapters.

Comparison to Terminal Area Forecast

The FAA typically reviews airport master planning forecasts for compatibility with their Terminal Area Forecast (TAF). In general, when an airport sponsor’s master plan projections vary by more than 10 percent from the TAF, a detailed review of the methodology is required. The preferred operational forecasts were compared to the FAA TAF (see Table 2-22).

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Table 2-22 Comparison to Terminal Area Forecast

PREFERRED PROJECTION TAF PROJECTED VARIANCE YEAR OF OPERATIONS OPERATIONS TO TAF Historic 2002 139,500 139,500 --

Projected 2007 166,000 173,151 -4% 2012 189,200 196,401 -4% 2017 214,100 219,653 -3% 2022 241,700 243,614 -1% CAGR 2.8% 2.8% Source: FAA TAF and Wilbur Smith Associates

While the TAF projections are slightly higher, the preferred master plan forecasts are well within the required tolerances. No additional coordination regarding Master Plan forecasts with the FAA should be required.

Projected Local/Itinerant Split

An important consideration when examining historic and projected Airport operations an airport is whether they are local or itinerant. Local operations are those operations conducted by aircraft remaining in the Airport’s traffic pattern. It should be noted that almost all local operations are training-related. Itinerant operations are those conducted by aircraft coming from outside the traffic pattern. Changes in the local/itinerant operations split at an airport are an indicator of changes in the nature of activity occurring at the facility. Table 2-23 shows the percentage split between itinerant and local traffic at Collin County Regional Airport from 1983 to 2002, as well as the overall average for all those years.

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Table 2-23 Itinerant and Local Traffic Percentages by Year

ITINERANT LOCAL TOTAL YEAR OPERATIONS OPERATIONS OPERATIONS ITINERANT % LOCAL % 1983 25,300 37,800 63,100 40% 60% 1984 27,800 41,000 68,800 40% 60% 1985 27,800 41,000 68,800 40% 60% 1986 20,800 35,000 55,800 37% 63% 1987 20,800 35,000 55,800 37% 63% 1988 22,800 35,000 57,800 39% 61% 1989 35,910 53,890 89,800 40% 60% 1990 33,132 62,151 95,283 35% 65% 1991 35,123 65,979 101,102 35% 65% 1992 37,237 70,043 107,280 35% 65% 1993 39,483 74,354 113,837 35% 65% 1994 41,864 78,936 120,800 35% 65% 1995 30,800 59,200 90,000 34% 66% 1996 35,683 68,704 104,534 34% 66% 1997 37,902 71,608 109,514 35% 65% 1998 46,194 66,297 112,491 41% 59% 1999 52,159 72,350 124,622 42% 58% 2000 40,642 115,138 155,780 26% 74% 2001 36,015 124,783 160,798 22% 78% 2002 36,617 102,710 139,327 26% 74% Average 33,726 64,576 98,302 34% 66% Sources: McKinney Airport Master Plan Study, 1998; Airport records

In recent years, local traffic at the Airport has increased dramatically over historic levels. This is primarily a result of Addison Airport’s policy of restricting training activity. The split between itinerant and local operations at Collin County Regional Airport has ranged from 22 percent itinerant/78 percent local to 42 percent itinerant/58 percent local. For purposes of projecting future itinerant and local operations at the Airport, the local/itinerant split experienced at the Airport in 2002 was used as the baseline.

Future activity was assumed to shift toward more itinerant traffic than local. This was based on the anticipated growth in business traffic and its growing role at Collin County Regional Airport. It is anticipated that local versus itinerant activity will continue to shift in a consistent manner through the projection period. Using this gradual shift, projections of itinerant and local operations at the Airport have been developed based on the preferred projection of total aircraft operations at Collin County Regional Airport, the results of this projection are summarized in Table 2-24.

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Table 2-24 Collin County Regional Airport Operations Projection

TOTAL GENERAL ITINERANT GA ITINERANT GA LOCAL GA LOCAL GA AVIATION YEAR OPERATIONS OPERATIONS % OPERATIONS OPERATIONS % OPERATIONS Historic 2002 36,617 26% 102,710 74% 139,327

Projected 2007 47,000 28% 119,000 72% 166,000 2012 57,300 30% 131,900 70% 189,200 2017 69,200 32% 144,900 68% 214,100 2022 82,900 34% 158,800 66% 241,700 CAGR 2002- 2022 4.2% 2.2% 2.8% Sources: McKinney Airport Master Plan Study, 1998; Airport records; Wilbur Smith Associates

As shown in Table 2-24, itinerant operations at the Airport are projected to grow at a more rapid rate than local operations through the projection period; however, local operations are anticipated to remain the largest component of total activity at Collin County Regional Airport. The projected split in aircraft operations at the Airport will be an important consideration when examining the Airport’s ability to accommodate future levels of activity as well as determining recommended infrastructure development through the planning period.

Projected Operational Fleet Mix

In addition to developing projections of total aircraft operations for the Airport, it is important in the master planning process to determine the types of aircraft that are anticipated to conduct those operations. Using historic estimates as a basis, the percentage of total operations conducted by the major categories of aircraft were estimated and applied to the preferred projections of aircraft operations at Collin County Regional Airport.

The historical estimated percentage total operations conducted by each major category of aircraft at Collin County Regional Airport was obtained through interviews with the airport FBO, the Airport Director, and with air traffic controllers. The fleet mix of multi-engine aircraft, helicopters, and turboprops was assumed to remain constant throughout the projection period. Because of the increasing role that jet aircraft are assumed to have in the future of the national general aviation fleet as well as planned developments at the Airport, the percentage of jet operations in the operational fleet mix is anticipated to increase by 2 percent annually through 2007. After 2007, the jet fleet mix share is anticipated to increase linearly until reaching 10 percent in 2022. Correspondingly, the increases in jet fleet mix were matched by a matching decrease in single engine fleet mix. Table 2-25 shows the operations fleet mix projection for each type of aircraft.

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Table 2-25 Collin County Regional Airport Operations Fleet Mix (Percentage) Projection

SINGLE MULTI- YEAR ENGINE ENGINE TURBOPROP JET HELICOPTER Historic 2002 82.0% 10.0% 3.5% 4.0% 0.5%

Projected 2007 77.9% 10.0% 3.5% 8.1% 0.5% 2012 77.3% 10.0% 3.5% 8.8% 0.5% 2017 76.6% 10.0% 3.5% 9.4% 0.5% 2022 76.0% 10.0% 3.5% 10.0% 0.5% Source: Airport Records and Wilbur Smith Associates, Inc.

Using these operations fleet mix percentages, and applying them to the preferred projections of aircraft operations at Collin County Regional Airport, total operations anticipated to be conducted by the major aircraft categories are determined. The results of this analysis are shown in Table 2-26.

Table 2-26 Collin County Regional Airport Operations Fleet Mix (Operations) Projection

SINGLE MULTI- YEAR ENGINE ENGINE TURBOPROP JET HELICOPTER TOTAL

Historic 2002 114,227 13,900 4,900 5,600 700 139,327

Projected 2007 129,300 16,600 5,800 13,500 800 166,000 2012 146,200 18,900 6,600 16,600 900 189,200 2017 164,000 21,400 7,500 20,100 1,100 214,100 2022 183,600 24,200 8,400 24,200 1,200 241,700 Source: Airport Records, Wilbur Smith Associates, Inc.

As shown, these assumptions result in jet aircraft operations representing an increased share of total aircraft operations at Collin County Regional Airport through the projection period. It is anticipated that the share of jet operations in the Airport’s operational fleet mix will reach 10 percent by 2022, resulting in an estimated 24,200 jet operations in that year. It is important to note that in the Airport’s projected operational fleet mix, operations conducted by single engine aircraft will remain the largest share of total activity at the Airport.

Critical Aircraft

The development of airport facilities is impacted by both the demand for those facilities, typically represented by total based aircraft and operations at an airport, as well as the type of aircraft that will make use of those facilities. In general, airport infrastructure components are designed to accommodate the largest and/or most demanding type of aircraft, referred to as the critical aircraft, that will utilize the infrastructure on a regular basis. The factors used to determine an airport’s critical aircraft are the approach speed and wing span of the largest or most demanding

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand class of aircraft that currently or is anticipated to perform at least 500 annual operations at the airport.

The FAA groups aircraft into Aircraft Categories and Airplane Design Groups based on their approach speed and wingspan, respectively. The criteria for these categories are presented in Table 2-27 and Table 2-28.

Table 2-27 Aircraft Categories

AIRCRAFT CATEGORY APPROACH SPEED A < 91 knots B 91 to < 121 knots C 121 to < 141 knots D 141 to < 166 knots E 166 knots or more

Table 2-28 Airplane Design Groups

AIRPLANE DESIGN GROUP WINGSPAN I < 49 feet II 49 to < 79 feet III 79 to < 118 feet IV 118 to < 171 feet V 171 to < 197 feet VI 197 to < 262 feet

After identifying an airport’s critical aircraft it is then possible to determine the facility’s Airport Reference Code (ARC). The ARC is a coding system that relates airport design criteria to the operational and physical characteristics of the airplanes that are intended to operate at an airport. An airport’s ARC is a composite designation based on the Aircraft Category and Airplane Design Group of that airport’s critical aircraft.

For Collin County Regional Airport, the current critical aircraft is determined to be the Global Express. There are currently two Global Express aircraft based at the Airport. Based and transient Global Express jet aircraft at Collin County Regional Airport on an annual basis conduct at least 500 total operations. Based on the approach speed of the Global Express, approximately 129 knots, and the wingspan of that aircraft, approximately 94 feet, Collin County Regional Airport’s current ARC is determined to be C-III. Other aircraft that are included in C-III design standards include a wide variety of corporate business jets including, the Boeing Business Jet. Considering McKinney’s location and the growing business jet fleet at the Airport, it is highly likely that an aircraft with a slightly higher approach speed, such as the Gulfstream IV or V, will be based at the airport in the future. These business jet aircraft have a smaller wingspan but are classified in approach speed D. There are currently numerous Gulfstream

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand operations at the Airport; however, they do not currently total 500 annually. Based on a composite design of aircraft such the Gulfstream IV and V and the Global Express, the future design category for the airport should be ARC D-III. In following components of the master plan update, existing facilities at Collin County Regional Airport will be compared to design standards for those facilities based on the Airport’s ARC of D-III to determine any facility improvements that may be required.

Summary

It is anticipated that Collin County Regional Airport will see substantial growth during the 20- year planning period. Market area demographic trends indicate that the Airport has the potential to outpace national growth in general aviation. Based aircraft are expected to increase from approximately 162 aircraft to more than 280 aircraft by 2022. One of the fastest growing segments of the based aircraft fleet is corporate jets. Considering the Airport’s proximity to numerous growing business/corporate parks, the area’s expanding population and economic base, the congestion on the Metroplex’s highway system, and congestion and high cost associated with basing corporate aircraft at DFW and Dallas-Love, it is likely that the number of based jets will increase rapidly at Collin County Regional Airport. The Airport will also see a increase in the number of operations. By the end of the planning period, more than 240,000 operations could be accommodated. It is important to note that this is an unconstrained projection. Many of these operations are a result of flight training taking place at Collin County Regional Airport since Addison recently prohibited most training activity. Following sections of the Master Plan will explore the facility implications of accommodating the projected demand. Table 2-29 summarizes the projections contained in this chapter.

Table 2-29 Summary Table EXISTING PROJECTED 2002 2007 2012 2017 2022 Based Aircraft Single Engine 126 140 158 178 202 Multi-engine 23 25 29 33 37 Jets 9 24 28 32 36 Helicopters 4 4 5 6 6 Total Based Aircraft 162 193 220 249 281

Operations Itinerant 36,617 47,000 57,300 69,200 82,900 Local 102,710 119,000 131,900 144,900 158,800

Total Operations 139,327 166,000 189,200 214,100 241,700 Source: Wilbur Smith Associates, Inc.

It should be noted that following the initial submission of these projections to TxDOT, and their subsequent acceptance of the forecasts, year-end 2003 operations statistics and estimates of 2004 total operations have become available. Total operations in 2003 were 120,124 at Collin County Regional Airport and through June 2004, annual operations for the first six months of 2004 totaled 55,897 operations. Airport and tower staff estimate that total annual operations for

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Collin County Regional Airport Chapter 2: Airport Master Plan Update Forecasts of Aviation Demand

2004 should reach approximately 122,000 operations. Although total operations levels at the Airport decreased in both 2003 and year-to-date 2004, based aircraft counts at the Airport and fuel sales have continued to increase which indicates that both based and itinerant activity remains strong.

A likely cause for the decrease in activity levels at the Airport is a reduction in training activity at the Airport which may be occurring for a variety of reasons including the recent economic downturn and increased based and transient jet traffic at the Airport. The preferred operations project assumes that training activity will return to previous and projected levels in conjunction with an economic rebound. Should training activity continue to decline or remain stagnant at the Airport, total operations at the Airport may be lower in future years than projected in the master plan. In such a scenario, however, the airport would be anticipated to experience continued growth in based aircraft and itinerant activity levels consistent with or greater than identified in the preferred projections.

Appendix C contains an update of the forecast data contained in this chapter. The appendix uses 2004 base data.

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

Introduction

Having sufficient airfield capacity to accommodate demand for aircraft operations at Collin County Regional Airport is an important consideration in the preparation of the 20-year Master Plan Update for the Airport. Airfield capacity is defined as the maximum number of aircraft operations that an airfield configuration can accommodate during a specified interval of time, when there is continuous demand for service (i.e., an aircraft is always waiting to depart or land). This definition is referred to as the ultimate capacity or the maximum throughput rate. In layman’s terms, this refers to how many aircraft operations a particular airport can accommodate before delay (to take off or land) becomes problematic. The methodology used in this Master Plan Update focuses on annual service volume (ASV), which is commonly used by FAA as a quantifiable measure of operating capacity as well as hourly capacity. The calculation and analysis of ASV is an important tool in the short- and long-range planning process at the airport.

The Airport’s ability to accommodate existing and future demand for aviation activity is analyzed in the following sections:

 Airfield Layout and Configuration  Weather Conditions  Aircraft Fleet Mix  Touch-and-go Operations  Peak Hour Airfield Capacity  Annual Service Volume  Range of Delay  Demand Capacity Summary

These factors will be examined in the following sections and their influence on the Airport’s operational capacity will be determined. Calculated capacity is compared to the projected future operations levels identified in Chapter 2, Projections of Aviation Demand, in order to determine if potential capacity shortfalls exist. The potential implications of future activity levels on airfield capacity, congestion, and delay will be important considerations in future Airport facility development.

Airfield Layout and Configuration

The primary factor for determining the operational capacity of an airport is the layout and geometry of the airfield’s runways and taxiways. Collin County Regional Airport currently operates a single runway, Runway 17/35. Runway 17/35 is 7,001 feet long, has a width of 100 feet, and is constructed of asphalt.

Taxiways and their exits also have an impact on the operating capacity of an airfield. If a runway is served by an adequate taxiway system with appropriately spaced exits, the time an aircraft spends on the active runway is minimized. When aircraft are able to efficiently exit the active runway, this allows the runway to process another aircraft operation, thereby minimizing delay. Runway 17/35 is served by one full-length taxiway, Taxiway A, which provides a total of six taxiway exits as well as connections to the FBO areas, T-hangars and apron areas.

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

Weather Conditions

Weather conditions can impact the capacity of an airport by closing the airport or slowing down the pace of aircraft operations at the airport. As they relate to aviation, weather conditions are divided into two categories, visual meteorological conditions (VMC) and instrument meteorological conditions (IMC). Different rules govern the operation of aircraft during these conditions. Visual flight rules (VFR) are applicable during VMC, when weather conditions are such that aircraft can maintain safe operations by visual means. VMC conditions are classified as those times when the cloud ceiling is 1,000 feet or more above the airport elevation and visibility is at least 3 statute miles. Instrument flight rules (IFR) apply during IMC, when cloud ceiling height or sight distance visibility falls below the minimum prescribed for VFR operations. During periods of IMC conditions, navigation is primarily dependant on aircraft instruments.

The distinction between IFR and VFR operations is important because the separation distance between aircraft conducting IFR operations is greater than that required during VFR operations. Consequently, fewer aircraft operations can occur during IMC conditions than during VMC conditions. At Collin County Regional Airport, VMC conditions occur approximately 94 percent of the time, while IMC conditions occur six percent of the time.

Aircraft Fleet Mix

The aircraft operational fleet mix is an important factor in determining an airport’s operational capacity because aircraft following each other on takeoff or landing are spaced according to the difference in their air speeds. In most instances, as the diversity of aircraft and their requisite approach speeds increase operational capacity decreases. Also, aircraft create wake vortices that require greater spacing between relatively larger and smaller aircraft. Therefore, the greater the difference in size and speed of the aircraft in the fleet, the greater the space required between aircraft and, therefore, the lower the operational capacity. For the purpose of calculating capacity, the aircraft fleet is categorized according to approach speed and size.

Operational fleet mix projections for the Collin County Regional Airport were developed as part of the forecasting task of this study. As stated in Chapter 2, based on the increasing role that jet aircraft are anticipated to have in the future of the national general aviation fleet in concert with planned development at the Airport, the percentage of jet operations in the operational fleet mix is anticipated to increase; reaching 10 percent or an estimated 24,200 jet operations by 2022. During this same period, the operation of single engine aircraft is expected to decrease at a rate of just less than one percent annually while multi-engine, turboprop and helicopter percentages are expected to remain consistent with current fleet percentages.

As it relates to fleet mix, the Airport’s relatively homogenous fleet indicates that airfield capacity is maximized. The gradual shift of the Airport’s operating fleet to include more jet aircraft traffic, however, will slightly reduce the Airport’s operational capacity by the end of the planning period.

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

Touch-and-Go Operations

Touch-and-go operations are defined as operations by a single aircraft that lands and departs on a runway without exiting. Pilots conducting touch-and-go operations usually remain in the airport’s traffic pattern, as they are generally performing training or recurrent exercises. Airport capacity increases with the ratio of touch-and-go operations to total operations primarily since aircraft in a training pattern are continually available for approaches. Touch-and-go operations may, however, reduce the availability of the runway for other types of operations. Based on discussions with Airport management, ATCT personnel, and FBO staff, it is estimated that touch-and-go operations account for approximately 70 percent of all aircraft operations at Collin County Regional Airport.

Peak Hour Airfield Capacity

Peak hour airfield capacity is defined as the maximum number of aircraft operations that can be processed at an airport in an hour. This capacity level varies under VFR and IFR conditions, reflecting the fact that local prevailing wind and weather conditions fluctuate over the course of the year.

The peak hour airfield capacity was estimated based on the configuration of the airfield and the based aircraft fleet mix at the Airport. Estimates were determined using the detailed analysis approach as prescribed in FAA Advisory Circular (AC) 150/5060-5. The detailed approach allows the consideration of touch-and-go operations along with runway and taxiway configuration that produces a more thorough estimate of hourly capacity. Currently, Collin County Regional Airport has a peak hour capacity of 134 VFR operations and 60 IFR operations. As the percentage of jets in the Airport’s based and operational fleet mix increases in the future, as projected in Chapter Two, aircraft separation requirements related to approaching and departing traffic will increase. These changes in aircraft fleet mix and traffic control would be anticipated to result in slight reductions in airfield hourly capacity. By 2022, the Airport is estimated to have a peak hour capacity of 119 VFR operations and 59 IFR operations in 2022 as a result of the increase in jet traffic.

Annual Service Volume

Annual service volume (ASV) is defined as the maximum level of annual aircraft operations that can take place at an airport in a year. As annual aircraft operations approach the estimated ASV of an airport, aircraft delays increase rapidly and the Airport’s ability to effectively accommodate demand is negatively impacted.

The generalized analysis figure for determining capacity and ASV contained in FAA AC 150/5060-5 indicates that the Collin County Regional Airport has an estimated ASV of approximately 230,000. This estimate is based upon generalized assumptions concerning the layout of the existing airfield and characteristics of the active aircraft fleet. While use of this estimate is reasonable, a more detailed calculation of the ASV for the Airport, one that uses the weighted hourly capacity under each operating configuration (VFR/IFR) and considers the detailed peak hour capacity described above, is also helpful.

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

The methodology used to calculate ASV involves a multi-step process and requires analysis of the following factors:

 The airfield’s weighted hourly capacity (Cw)  The Airport’s ratio of annual demand to average daily demand in the peak month, referred to as the D factor  The Airport’s ratio of average daily demand in the peak month to average peak hour demand in the peak month, referred to as the H factor

To calculate the ASV, the airfield’s weighted hourly capacity is multiplied by the D factor and the H factor as shown in the following equation:

ASV = (Cw)(D)(H)

The three factors that determine the ASV for Collin County Regional Airport are examined in detail in the following sections and then used to estimate the Airport’s theoretical capacity.

Weighted Hourly Capacity

Calculating weighted hourly capacity is the first step in an ASV calculation. Weighted hourly capacity is the measure of the maximum number of aircraft operations that can be accommodated on the airfield in a typical hour. It is a composite of estimated hourly capacities for different airfield operating configurations adjusted to reflect the percentage of time in an average year that the airfield operates under each specific configuration. The weighted hourly capacity for Collin County Regional Airport is calculated as follows:

(P1 * C1 * W1) + (P2 * C2 * W2) Cw = (P1 * W1) + (P2 * W2)

Where:

Cw = Airfield weighted hourly capacity

n = Number of airfield operating configurations - Since Collin County Regional Airport has a single runway, the airfield only operates under two configurations, visual flight rules (VFR) and instrument flight rules (IFR) depending on meteorological conditions.

P = Percent of time that airfield is operated under a specific configuration. In the case of this calculation for Collin County Regional Airport, P1 represents the percentage of time that the Airport operates under VFR conditions (94 percent) and P2 represents the percentage of time that it operates under IFR conditions (6 percent).

C = Hourly capacity of each airfield operating configuration. The hourly capacities identified for Collin County Regional Airport in the preceding “Peak Hour Airfield Capacity” section were used in this analysis.

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

W = FAA ASV weighting factor. A weighting factor is determined for each airfield operating configuration based on the Airport’s estimated mix index and the percentage of Airport maximum hourly capacity that each operating configuration’s hourly capacity represents.

Applying current (2002) Collin County Regional Airport data to the weighted hourly capacity equation presented above yields the following:

(134 * .94 * 1) + (60 * .06 * 4) Cw = (.94 * 1) + (.06 * 4)

Cw = 119

Based on projections of future Airport activity, including changes to the Airport’s operations fleet mix, the weighted hourly capacity calculation for Collin County Regional Airport in 2022 is as follows:

(119 * .94 * 1) + (59 * .06 * 4) Cw = (.94 * 1) + (.06 * 4)

Cw = 107

The results of the weighted hourly capacity calculation for Collin County Regional Airport indicate that the airfield’s estimated weighted hourly capacity in 2002 is approximately 119 operations. Based on future operational characteristics, the weighted hourly capacity for the existing airfield in 2022 is estimated at 107 operations.

D Factor

The D factor represents that ratio of annual demand, or total annual aircraft operations, to average daily demand in the peak month. To determine the D factor for this analysis, Air Traffic Control Tower (ATCT) traffic counts for Collin County Regional Airport during calendar year 2002 were examined. Key factors in determining the D factor for this analysis are as follows:

 Monthly traffic counts for the Airport indicate that August was the peak month for aircraft operations in 2002. In 2002, approximately 15,000, or almost 11 percent, of the Airport’s 139,300 total operations occurred during the month of August.

 Daily traffic counts for the entire month of August, 2002, were examined and it was determined that the average number of daily aircraft operations occurring at the Airport during that month was approximately 480.

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

 The D factor for Collin County Regional Airport was then calculated by determining the ratio of annual demand in 2002 (139,300 operations) to average daily demand in August, the peak month (480 operations).

Based on 2002 traffic statistics at Collin County Regional Airport, the Airport’s D factor is estimated at 288.8. The Airport’s 2002 D factor will be used to calculate both current and estimated future ASV. Although activity levels and characteristics will fluctuate over the study period, it is reasonable to assume that the Airport’s current D factor will adequately reflect future traffic characteristics.

H Factor

The H factor in the ASV calculation represents the ratio of average daily demand to average peak hour demand, both in the peak month. After additional analysis of ATCT traffic counts, it was estimated that approximately 60 operations occur at the Airport during the average peak hour of each day during the Airport’s peak month of activity. The average daily demand in the peak month (August) was estimated in the D factor calculation. At Collin County Regional Airport, the average daily demand in the peak month is estimated at approximately 480 operations. Based on these findings, the H factor, or the ratio of average daily demand to average peak hour demand at Collin County Regional Airport is estimated to be 8.2. Similar to the D factor, although activity levels and characteristics at the Airport may change over the study period, for the ASV analysis, the Airport’s current H factor will be held constant.

Calculation of ASV

Determining the ASV of Collin County Regional Airport can be accomplished by applying the weighted hourly capacity, D factor, and H factor computed for the Airport to the following equation:

ASV = (Cw)(D)(H)

Based on anticipated changes to the Airport’s operational fleet mix, it is anticipated that the weighted hourly capacity (Cw) will change over the study. Two separate ASV calculations for Collin County Regional Airport are presented below, the current ASV calculation is based on the Airport’s operational fleet mix, the future ASV reflects projected changes in the operational fleet mix. Populating the ASV equations with McKinney-specific data for current and future conditions yields the following:

Current (2002) ASV Future (2022) ASV

ASV = (Cw)(D)(H) ASV = (Cw)(D)(H)

ASV = (119)(288)(8.2) ASV = (107)(288)(8.2)

ASV = 281,000 ASV = 252,700

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

Table 3-1 compares the current and future ASV to the projected operational levels presented in Chapter Three.

Table 3-1 Demand vs. Capacity

PROJECTED PERCENT OF YEAR OPERATIONS ASV CAPACITY 2002 139,327 281,000 50%

2007 166,000 275,000 60% 2012 189,200 266,000 71% 2017 214,100 260,000 82% 2022 241,700 252,700 96% Source: Wilbur Smith Associates

As indicated in Table 3-1, Collin County Regional Airport is currently functioning at approximately 50 percent of its annual capacity, and is expected to be nearing full capacity by 2022. Generally, it is not desirable for an airport to exceed 60 percent of its airfield capacity without planning for capacity enhancements or demand management strategies. When airport activity reaches 80 percent of capacity, capacity-enhancing projects are typically completed and/or demand management strategies implemented. As shown in Table 3-1, the Airport is anticipated to reach 80 percent of it capacity late in the planning period (approximately 2017). Again, most of this activity is related to non-based aircraft conducting training flights. Therefore, major capacity enhancements such as additional runways are not considered critical to the safe and efficient operation of the Airport. Recent declines in total operations at the Airport experienced in 2003 and anticipated for 2004, primarily as a result of decreases touch-and-go training activities, may also delay the Airport reaching capacity benchmarks, should the trend continue.

Range of Delay

The affects that increasing operations has on capacity can also be measured in terms of delay. Estimates of delay provide insight into the impacts that steady increases in operations have on airports, for as demand approaches capacity the average delay per aircraft increases rapidly. Estimates of average delay per operation provide a picture of an airport’s ability to accommodate projected annual aircraft operations. Expressed in terms of minutes per aircraft operation, Table 3-2 presents typical ratios of annual demand to capacity and the resulting average delay per aircraft operation.

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis

Table 3-2 Average Delay per Aircraft Operation

ESTIMATED RATIO OF ANNUAL DELAY PER DEMAND TO ASV OPERATION (MIN)

0.1 0.0 0.2 0.1 0.3 0.2 0.4 0.3 0.5 0.4 0.6 0.6 0.7 0.8 0.8 1.2 0.9 1.8 1.0 2.8 1.1 5.6 1.2 10.0 1.3 15.0 Source: FAA Advisory Circular 150/5960-5, Airport Capacity and Delay

The ratios of demand to ASV and estimated delay per operation shown in Table 3-2 indicate that delay at Collin County Regional Airport could reach an average of approximately 2.0 minutes per aircraft operation by the year 2022. While this level of average delay is not serious, any fluctuations in demand could initiate long periods of delay. As shown in Table 3-2, delay begins to increase exponentially once the ratio of demand to capacity surpasses 100 percent. The implications of this table, however, are overstated when one considers that nearly 66 percent (158,800 operations) of all operations projected to occur in 2022 are training flights. These operations have a great deal of flexibility with regard to when they occur. In addition, most training activity at the Airport occurs during periods when transient and locally based business aircraft are not operating at peak levels of demand. Based on this analysis, delay is not anticipated to become a significant problem for based and itinerant aircraft. The training activity will largely be self-regulating. During excessively busy periods, it is anticipated that training operations will seek other airports if the wait to enter the pattern becomes excessive. It addition, the ATCT will likely balance training activity with the needs of based and transient aircraft.

Demand/Capacity Summary

Based on the projections developed for the Airport in Chapter Two and analysis conducted in this chapter of the Master Plan Update, it is clear that the existing airport has available capacity to accommodate the projected demand. As presented in the previous chapter, total aircraft operations at the Airport are projected to reach approximately 241,700 by 2022. At that point, the ratio of annual demand to ASV anticipated for the Airport approaches 100 percent. It is critical to note that approximately 66 percent of the anticipated operations in 2022 are a result of

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Collin County Regional Airport Chapter 3: Airport Master Plan Update Demand/Capacity Analysis training activity. This type of activity is very fluid and can likely be accommodated without significant delay for based and transient aircraft using the Airport. As based and transient activity at the Airport increases in the future, non-based training activity currently occurring at Collin County Regional Airport will likely go to another airport in the area to conduct their touch- and-go training operations.

The results of the airfield capacity analysis indicate that the Airport has adequate capacity to efficiently and effectively accommodate operational demand anticipated during the planning period. Based on this conclusion, major capacity enhancing projects are not anticipated to be required at Collin County Regional Airport over the planning period.

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements

Introduction

This section of Collin County Regional Airport Master Plan Update identifies airside and landside facility requirements for the Airport through 2022. Existing and future facility requirements and development standards are identified by comparing the Airport’s existing facilities to future facility needs based on forecasts of aviation demand developed for Collin County Regional Airport in Chapter 2. Airport facility requirements are developed in the following sections:

 Airside Facility Requirements  Landside Facility Requirements  Summary

The FAA provides guidance for planning and design of airport facilities through FAA Advisory Circulars that promote airport safety, economy, efficiency, and longevity. Many of the facility requirements identified for the Airport incorporate Federal Aviation Administration (FAA) planning and design standards presented in Advisory Circular (AC) 150/5300-13, Airport Design. Chapter Five of the Master Plan Update will examine alternatives for developing Airport facilities based on the facility requirements and development standards identified for Collin County Regional Airport in this analysis.

Airside Facility Requirements

Airside facilities generally include those that support the transition of aircraft from flight to ground or parking/storage areas (landside facilities) to their departure and flight. This section identifies existing and future airside facility requirements, and examines their layout and design. Airfield facility requirements are developed for each of the following airside functional components:

 Runway System  Taxiway System  FAA Airfield Safety Areas  Part 77 Surfaces  Navigational Aids (NAVAIDs)

Airside facilities needed at Collin County Regional Airport to accommodate existing activity as well as projected levels of aviation demand are determined using applicable FAA standards and requirements for various airside components. The planning and design of an airport are based on an airport’s role, number of operations, and the “critical” aircraft that uses the airport. The critical, or design, aircraft is defined as the most demanding aircraft that operates at an airport on a regular basis. Typically, an aircraft or type of aircraft must have 500 or more annual operations to be considered the critical aircraft. For airside layout and design purposes, it is necessary to establish applicable design standards for existing and future runway and taxiway development at Collin County Regional Airport.

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements

Information from FAA AC 150/5300-13, Airport Design, as well as existing and anticipated activity was used to determine the Airport Reference Code (ARC) for Collin County Regional Airport in Chapter 2, Forecasts of Aviation Demand. Based on a composite design of aircraft such the Gulfstream IV and V and the Global Express, the future design category for the airport was identified in the previous chapter as ARC D-III. In following sections of this chapter, existing airside facilities and their layout and design will be compared to FAA standards for airport’s having a D-III ARC and necessary facility improvements will be identified.

Runway System

Runway system facility requirements necessary for Collin County Regional Airport to adequately serve existing and future aviation activity at the Airport are based on the types and numbers of aircraft projected to frequently use the runway system. Components and characteristics of the runway system examined in this facility requirements analysis include the following:

 Runway Configuration and Orientation  Runway Length  Runway Width  Runway Pavement Strength

All components of the runway system should be designed and constructed in accordance with the standards developed by the FAA, using the ARC system previously discussed. In the future, any improvements to the airfield should incorporate these standards, except in cases where existing conditions make it impossible to provide fully conforming facilities. Design standards may also be exceeded for existing facilities when the airport sponsor plans on funding the development. The following sections discuss the specific runway requirements for the future runway system.

Runway Configuration and Orientation

Facility needs at Collin County Regional Airport relative to runway configuration, including the number and layout of the runway system, and runway orientation have been discussed in previous chapters of the Master Plan Update. Based on projections of aviation demand developed for the Airport in Chapter Two and demand/capacity analysis conducted Chapter Three, it has been determined that a single runway provides sufficient operating capacity to efficiently accommodate Airport activity during the 20-year planning period.

Runway orientation requirements at Collin County Regional Airport are determined by comparing the alignment of Runway 17/35 to the prevailing winds in the Airport area. The runway’s orientation to the prevailing wind direction at the Airport is critical to the safe operation of aircraft and the maximization of facility usage. FAA runway wind coverage standards and wind coverage characteristics at Collin County Regional Airport were examined in detail in Chapter One. Based on the findings of that analysis, it was determined the runway wind coverage provided by Runway 17/35 exceeds the 95 percent coverage standard of the FAA. Therefore, a crosswind runway is not recommended and the alignment of Runway 17/35 provides sufficient wind coverage for aircraft operations at Collin County Regional Airport in all weather conditions. No changes to the alignment of the existing runway are necessary based on FAA wind coverage standards.

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements

Runway Length

Collin County Regional Airport’s runway, Runway 17/35, is 7,001 feet in length. The current runway length allows the Airport to serve a wide variety of aircraft in the general aviation fleet, including most corporate jet aircraft. Two Global Express corporate jet aircraft are currently based at the Airport and other larger corporate general aviation jets such as Gulfstream IV and Gulfstream V frequently operate at the Airport. Because of the amount of operations conducted by aircraft such as the Global Express and Gulfstream jets at Collin County Regional Airport, it is important to determine if the existing runway length is adequate to support their operations without placing significantly burdensome weight restrictions on aircraft operators.

The method for determining the recommended runway length of Runway 17/35 at Collin County Regional Airport is based on examining the Airport’s critical aircraft (ARC D-III) and the characteristics of aircraft included in that design category. In order to determine the ultimate required length of this runway, several issues must be considered, including the characteristics of the critical aircraft type that will use the runway, the typical stage length being flown by the critical aircraft, as well as common atmospheric conditions at the Airport. In general, longer stage lengths require aircraft to carry more fuel thereby increasing the aircraft’s weight at takeoff and increasing the runway length required for takeoff. Similarly, warmer air temperatures (and its corresponding impacts on air density) result in increased runway takeoff length requirements for most aircraft.

FAA Advisory Circular 150/5325-4 and the FAA’s Airport Design computer program provide guidance on determining runway length requirements for various classes of aircraft. The FAA circular and computer program provide runway length curves for various percentages of the operating fleet. It should be noted that a specific aircraft’s runway requirements at an airport will vary depending on the airport’s altitude, temperature, and wind conditions; and the aircraft’s payload, fuel load, and intended range. For this analysis, runway length requirements were examined for a range of aircraft, including the Collin County Regional Airport’s critical aircraft as well as specific types of general aviation business jets that regularly use the Airport

In determining the required runway length for the Airport, the daily mean maximum temperature of the hottest month (95.9 degrees Fahrenheit) and the Airport’s elevation (585 feet mean sea level, or MSL) were applied. In addition, a stage length of 2,000 nautical miles (NM) was used in the analysis to represent a typical trip from Collin County Regional Airport to a location on either the east or west coast of the United States.

The following table, Table 4-1, presents the recommended FAA design standard lengths for runways using various categories of aircraft at standard useful loads in different weather conditions that result from the FAA’s Airport Design computer program.

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements

Table 4-1 Summary of Runway Length Analysis

AIRCRAFT CATEGORY DRY RUNWAY Small airplanes (under 12,500 pounds) 100 percent of small airplanes with less than 10 passenger seats 3,950 feet Small airplanes with 10 or more passenger seats 4,480 feet

Large airplanes of 60,000 pounds or less 75 percent of these large airplanes at 60 percent useful load 5,500 feet 75 percent of these large airplanes at 90 percent useful load 7,310 feet 100 percent of these large airplanes at 60 percent useful load 5,990 feet 100 percent of these large airplanes at 90 percent useful load 9,430 feet

Airplanes of more than 60,000 pounds 7,910 feet Notes: Calculations are based on a 2,000 NM stage length Source: FAA Advisory Circular 150/5325-4A, Runway Length Requirements for Airport Design Computer Program AD4.2

The FAA Airport Design program presents runway length requirements for small and large airplanes. Small airplanes are those with weights of 12,500 pounds or less. Runway length requirements are presented for large airplanes in two categories, large airplanes between 12,500 and 60,000 pounds, and large airplanes greater than 60,000 pounds. Global Express and Gulfstream V aircraft frequently operating at Collin County Regional Airport each have maximum weights of greater than 90,000 pounds, with maximum takeoff weights of 98,000 lbs. and 90,500 lbs., respectively.

The results of the runway length analysis conducted for Collin County Regional Airport indicate that the current runway length should be sufficient to accommodate operations by all small airplanes. Runway length requirements for large airplanes between 12,500 and 60,000 pounds are calculated based on the percentage of aircraft in that category that can be accommodate as well as the useful load of those aircraft. As shown in Table 4-1, the runway length analysis indicates that a runway length of 5,500 feet is sufficient to accommodate approximately 75 percent of large airplanes (less than 60,000 pounds) when operating at 60 percent of their average useful load. A runway length of approximately 7,310 feet would be required to accommodate 90 percent of these aircraft at Collin County Regional Airport while operating at 60 percent of their average useful load. The Airport’s current runway length is adequate to accommodate 100 percent of these large aircraft at 60 percent of their average useful load; however, a runway length of approximately 9,430 feet would be required to accommodate 100 percent of these aircraft at 90 percent of their average useful loads. Unless a specific aircraft is identified that requires a runway approaching this length, 100 percent of the fleet at 90 percent load should not be planned for.

The runway length analysis indicates that in order to accommodate large aircraft greater than 60,000 pounds, a runway length of approximately 7,910 feet would be required at Collin County Regional Airport in order for those aircraft to operate fully loaded and fly maximum stage lengths. It is important to note that aircraft greater than 60,000 pounds can safely operate at the Airport with the current runway length; however, some aircraft may have to fly at less than 100 percent of their useful load and may not be able to fly the maximum range of their aircraft when

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements temperatures are high. Again, aircraft performance characteristics determine the required runway length necessary.

As the runway length analysis indicates, the existing runway length at Collin County Regional Airport is sufficient to accommodate a significant proportion of the active general aviation aircraft fleet. Even the largest general aviation jets can safely operate on the existing runway. Again, in certain conditions these large aircraft may have to take weight and range penalties. As the number of corporate general aviation jets in national fleet increases, and as the number of operations conducted by these aircraft at Collin County Regional Airport increases, a runway extension resulting in an ultimate runway length of 8,000 feet may be warranted at the Airport. Such an extension would accommodate heavier aircraft such as the Boeing Business Jet. Currently, the airport nearest the City of McKinney having a usable runway length greater than 7,000 feet is Dallas Love Field, located approximately 25 nautical miles south-southwest of Collin County Regional Airport.

If local demand justifies its implementation, a runway extension project could be completed in conjunction with other runway or taxiway improvements that may be planned at the Airport over the study period. Justification for a runway extension would be required to be eligible for FAA funding. Such justification could include letters from actual operators requesting an extension for a specific aircraft or type of aircraft.

It should be noted that the runway is currently programmed for an overlay in 2006. This overlay is needed to maintain the integrity and safety of the runway.

Runway Width

The required width of any runway is determined by the ARC classification of that runway’s critical aircraft. Based on the current and future operational fleet at Collin County Regional Airport, the ARC classification of the critical aircraft for Runway 17/35 has been identified as D- III. FAA airport design standards dictate that a runway with a D-III ARC have a width of at least 100 feet. At 100 feet, the current width of Runway 17/35 is adequate to support current and anticipated future aviation activity at Collin County Regional Airport.

Runway Pavement Strength

Runway pavement strength represents the load-bearing capacity of the pavement. In order to ensure safe aircraft operations and minimize pavement damage, it is important that runway pavement strength be sufficient to support the heaviest aircraft expected to use that runway on a regular basis. Runway pavement strength can be expressed by single-wheel loading, dual- wheel loading, and dual-tandem-wheel loading capabilities. The aircraft gear type and configuration dictates how aircraft weight is distributed to the pavement and determines pavement response to loading.

The Airport’s existing runway pavement strengths are shown in Table 4-2.

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Table 4-2 Runway 17/35 Pavement Strength

PAVEMENT LANDING GEAR CONFIGURATION STRENGTH (LBS)

Single-Wheel 75,000 Dual-Wheel 126,000 Dual-Tandem-Wheel 176,000 Source: Airport Inventory

Primary taxiways and main apron areas at the Airport have the same pavement strength ratings as the runway. Table 4-3 compares existing pavement strength at the Airport to representative general aviation corporate jet aircraft in the national fleet.

Table 4-3 Runway 17/35 Pavement Strength

LANDING GEAR MAXIMUM TAXI AIRCRAFT TYPE COMMENT CONFIGURATION WEIGHT

Global Express Critical Aircraft Dual-Wheel 98,250 lbs. Gulfstream V Critical Aircraft Dual-Wheel 90,900 lbs. Boeing Business Jet New Corporate Jet in National Fleet Dual-Wheel 171,500 lbs. Source: Boeing

As shown in Table 4-3, the existing pavement strength of the runway, primary taxiway, and main apron areas at Collin County Regional Airport is sufficient to accommodate frequent operations by the critical aircraft identified in this Master Plan Update. Both the Global Express and Gulfstream V corporate jet aircraft can operate at their maximum allowable weights on existing runway pavement. No pavement strengthening projects are required for the Airport to safely accommodate operations by these aircraft.

The Boeing Business Jet, a recent introduction into the corporate general aviation aircraft fleet, has a substantially higher maximum weight than the Airport’s critical aircraft and it has a dual- wheel landing gear configuration. The existing pavement strength at the Airport is not sufficient to accommodate frequent operations by this aircraft at its maximum allowable weight. With the existing pavement strength of Airport facilities, Boeing Business Jet’s should only operate at Collin County Regional Airport with significant range reductions, fuel off-loads, and other weight limitations. If operations by Boeing Business Jets increase at Collin County Regional Airport, pavement-strengthening projects may be required to minimize the impacts that their operations have on Airport pavement.

Taxiway System

Taxiways can be categorized into the following three categories: parallel, exit, and hangar/apron access. Runway 17/35 at Collin County Regional Airport is served by full-length parallel taxiway with four exit taxiways. Apron and aircraft storage areas at the Airport are supported by a

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements number of other hangar/apron access taxiways. Similar to runway width design standards, the FAA also prescribes taxiway design standards and requirements that are primarily dependent on the wing span of the Airport’s critical aircraft. Important taxiway design standards applicable to Collin County Regional Airport are summarized in Table 4-4.

Table 4-4 Taxiway Design Standards

TAXIWAY DESIGN CRITERIA ARC D-III EXISTING

Taxiway Width 50 ft 40 ft

Runway Centerline/Taxiway Centerline Separation 400 ft 300 ft Source: FAA Advisory Circular 150/5300-13, "Airport Design"

As shown in Table 4-4, the design standards for ARC D-III include a taxiway width of at least 50 feet and a runway/taxiway separation of at least 400 feet. Existing taxiway facilities at Collin County Regional Airport have a width of 40 feet. The current runway centerline to taxiway centerline separation at the Airport is 300 feet. The current width and layout of the Airport’s full- length parallel taxiway does not meet current FAA airport design standards. Existing pavement strength on the Airport’s primary taxiways is sufficient to accommodate operations by the critical aircraft identified in the Master Plan Update. In the future, if increased activity by heavier general aviation jets requires that the Airport’s runway system be strengthened, the taxiway system should also be strengthened to the same weight bearing capacity as the runway system.

FAA Airfield Safety Areas

This section presents FAA standards for various airfield safety areas as they relate to Collin County Regional Airport. The following airfield safety areas are examined in this analysis:

 Runway Protection Zone  Runway Safety Area  Obstacle Free Zone

FAA safety areas are designated airfield areas with specified dimensions and requirements that promote the safe movement and operation of aircraft at an airport. Many of these safety areas pertain to runways and their immediate surroundings.

Runway Protection Zone

The Runway Protection Zone (RPZ), formerly the runway clear zone, is trapezoidal in shape and is centered on the extended runway centerline (see Exhibit 4-1).

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Exhibit 4-1 Runway Protection Zone

The function of the RPZ is to enhance the protection of people and property on the ground. The RPZ begins 200 feet beyond the end of the runway pavement that is usable for takeoffs and landings. Displacing the landing or takeoff threshold does not change the beginning point of the RPZ. If runway pavement is used for either takeoffs or landings, the start of the RPZ remains at the 200-foot standard. The actual length and width of the RPZ is contingent on the size of the aircraft operating on the runway, as well as the type of approach available. Generally, as the aircraft size increases and the approach minimums become more precise, the dimensions of the RPZ increase. Table 4-5 displays the RPZ dimensions.

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Table 4-5 Runway Protection Zones (RPZ) Dimensions

APPROACH AIRCRAFT DIMENSIONS VISIBILITY EXPECTED LENGTH INNER WIDTH OUTER WIDTH RPZ RUNWAY MINIMUMS TO SERVE (FEET) (FEET) (FEET) ACRES END

Small Aircraft Exclusively 1,000 250 450 8.035

Visual Aircraft and Approach not lower than Categories 1-mile A & B 1,000 500 700 13.770

Aircraft Approach Categories C & D 1,700 500 1,010 29.465 RWY 35

Not lower than All 3/4-mile Aircraft 1,700 1,000 1,510 48.978

Lower than All 3/4-mile Aircraft 2,500 1,000 1,750 78.914 RWY 17 Source: FAA Advisory Circular 150/5300-13, "Airport Design"

Runway 17 at Collin County Regional Airport has a precision instrument approach with approach visibility minimums of ½ mile. Non-precision approaches to Runway 35 have visibility minimums not lower than 1 mile. As shown in Table 4-5, the Airport’s northern RPZ (near Runway End 17) should have a length of 2,500 feet, inner width of 1,000 feet, and an outer width of 1,750 feet. The southern RPZ at the Airport should have length of 1,700 feet, an inner width of 500 feet, and an outer width of 1,010 feet. Based on these dimensions, northern and southern RPZs at the Airport encompass an area of approximately 79 acres and 29 acres, respectively.

The RPZ contains two sub-areas, the runway object free area (OFA) and the controlled activity area. These two sub-areas are discussed as follows:

 Runway Object Free Area (OFA)

The runway OFA is a two-dimensional ground area surrounding the runway that prohibits parked aircraft and objects, except NAVAIDs and objects with locations fixed by function, from locating there. For Runway 17/35 at Collin County Regional Airport, the OFA should extend 1,000 feet beyond each runway end and have a width of 800 feet.

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 Controlled Activity Area

The controlled activity area is the portion of the RPZ beyond and to the sides of the runway OFA. It is recommended that an airport control, in fee, this area. The controlled activity area should be free of land uses that create glare and smoke. Also, the construction of residences, fuel-handling facilities, churches, schools, and offices is not recommended in the RPZ’s controlled activity area. Roads are typically not recommended in the RPZ.

Requirements identified for Collin County Regional Airport are compared to existing RPZ and OFA areas in Table 4-6.

Table 4-6 Summary RPZ Requirements

REQUIRED RPZ EXISTING RPZ REQUIRED OFA RWY L W1 W2 L W1 W2 Q R 17 2,500 1,000 1,750 2,500 1,000 1,750 800 1,000 35 1,700 500 1,010 1,700 500 1,010 800 1,000 Notes: L = Runway Protection Zone – Length W1 = Runway Protection Zone - Inner Width W2 = Runway Protection Zone - Outer Width Q = Object Free Area – Width R = Object Free Area – Length

Sources: FAA Advisory Circular 150/5300-13, "Airport Design"

Collin County Regional Airport’s current RPZ complies with FAA design standards established for ARC D-III airports, based on the current approach procedures and minima in place at the Airport. A row of aircraft tie down positions penetrates the western boundary of the OFA and a section of FM 546 and the associated perimeter fence penetrate the southeastern corner of the OFA.

Runway Safety Area

The RSA serves as a safety area if an aircraft overruns the paved runway surface. According to the FAA’s definition, the RSA should be cleared and graded and have no potentially hazardous ruts or surface variations. This area should also be drained through grading or by storm sewers. General requirements for grading of the RSA are 0 to –3 degree grade for the first 200 feet from the runway end, with the remaining longitudinal grade ensuring that no part of the RSA penetrate the approach surface or drop below a –5 degree grade.

For Design Standard D-III runways (Runway 17/35), the RSA is required to be 500 feet wide and extend 1,000 feet beyond the runway end. RSA requirements identified for Collin County Regional Airport are compared to existing areas in Table 4-7.

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Table 4-7 Summary RSA Requirements

REQUIRED RSA EXISTING RSA RWY LENGTH WIDTH LENGTH WIDTH 17 1,000 500 1,000 500 35 1,000 500 1,000 500 Sources: FAA Advisory Circular 150/5300-13, "Airport Design"

As shown in Table 4-7, the existing RSA for Runway 17/35 complies with the length and width requirements based on the Airport’s current D-III ARC. However, a visual inspection indicates that there are surface variations and terrain irregularities, including open drainage ditches north and east of the runway, within the RSA that will need to be eliminated or minimized to insure complete compliance with RSA requirements at Collin County Regional Airport. The FAA and TxDOT typically require that all RSA standards be met before major runway projects be implemented.

Obstacle Free Zone

The OFZ is a three-dimensional volume of airspace that supports the transition of ground-to- airborne operations (or vice versa). The OFZ clearing standards prohibit taxiing and parked airplanes and other objects, except frangible NAVAIDs or fixed-function objects, from penetrating this zone. The OFZ consists of a volume of airspace centered on the runway. In addition, some precision instrument runways are required to meet standards regarding inner- approach OFZs and inner-transitional OFZs.

The inner-approach OFZ is a defined volume of airspace centered on the approach area for runways with approach lighting systems. The inner-approach OFZ begins 200 feet from the runway threshold, at the same elevation as the runway threshold, and extends 200 feet beyond the last unit in the approach lighting system. It is the same width as the runway OFZ and rises at a slope of 50:1 away from the runway end.

The inner-transitional OFZ is a defined volume of airspace along the sides of the runway and the inner-approach OFZ. The inner-transitional surface OFZ applies only to precision runways and slopes out from the edges of the runway OFZ at a 3:1 ratio to a height of 150 feet above the Airport elevation.

The OFZ for Runway 17/35 at Collin County Regional Airport is 400 feet wide and extends 200 feet beyond the runway end. Existing facilities at Collin County Regional Airport comply with all OFZ design standards.

Part 77 Surfaces

FAR Part 77, as defined in Federal Aviation Regulation (FAR) Part 77 – Objects Affecting Navigable Airspace, establishes standards for determining which structures pose potential obstructions to air navigation. It does this through defining specific airspace areas around an airport that cannot contain any protruding objects. These airspace areas are referred to as

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“Imaginary Surfaces.” Objects affected include existing or proposed objects of natural growth; terrain; or permanent or temporary construction, including equipment, which is permanent or temporary in character.

The imaginary surfaces outlined in FAR Part 77 include the following:

 Primary surface  Transitional surface  Horizontal surface  Conical surface  Approach surface

Dimensions of FAR Part 77 surfaces, like RPZs, vary depending on the type of runway approach. At Collin County Regional Airport, Runway 17 accommodates precision approaches and Runway 35 accommodates non-precision approaches. Precision approaches provide azimuth (left/right) information for alignment on a runway centerline, as well as glide slope information to the end of a runway. Non-precision approaches provide only azimuth information to a runway centerline. Exhibit 4-2 graphically illustrates the FAR Part 77 “Imaginary Surfaces” in both plan view and profile view representations.

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Exhibit 4-2 FAR Part 77 Surfaces

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Although the FAA can determine which structures are obstructions to air navigation, the FAA is not authorized to regulate tall structures. Under FAR Part 77, an aeronautical study can be undertaken by FAA to determine whether the structure in question would be a hazard to air navigation. However, there is no specific authorization in any statute that permits the FAA to limit structure heights or determine which structures should be lighted or marked. In fact, in every aeronautical study determination, the FAA acknowledges that state or local authorities have control over the appropriate use of property beneath an airport’s airspace.

Definitions for the FAR Part 77 surfaces are as follows:

Primary Surface

The primary surface is longitudinally centered on a runway. When the runway has a hard surface, the primary surface extends 200 feet beyond each end of the runway. The width of a primary surface ranges from 250 feet to 1,000 feet, depending on the existing or planned approach and runway type (e.g., visual, non-precision, or precision).

The primary surface for Runway 17/35 is currently 1,000 feet in width.

Transitional Surface

Transitional surfaces extend outward and upward at right angles to the runway centerline, with the runway centerline extended at a slope of seven feet horizontally for each foot vertically (7:1) from the sides of the primary and approach surfaces. The transitional surfaces extend to where they intercept the horizontal surface at a height of 150 feet above the runway elevation. Transitional surfaces for those portions of the precision approach surface, which project through and beyond the limits of the conical surface, extend a distance of 5,000 feet horizontally from the edge of the approach surface and at right angles to the runway centerline.

Horizontal Surface

The horizontal surface is a horizontal plane located 150 feet above the established airport elevation, covering an area from the transitional surface to the conical surface. The perimeter is constructed by swinging arcs from the center of each end of the primary surface and connecting the adjacent arcs by lines tangent to those areas. For all approaches to runways supporting large aircraft, the radius of each arc used to construct the horizontal surface is 10,000 feet.

Conical Surface

The conical surface is a surface extending upward and outward from the periphery of the horizontal surface at a slope of one foot for every 20 feet (20:1) for a horizontal distance of 4,000 feet.

Approach Surface

Longitudinally centered on the extended runway centerline, the approach surface extends outward and upward from the end of the primary surface. An approach surface is applied to each end of each runway based on the type of approach. The approach slope of a runway is

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements either 20:1, 34:1, or 50:1, depending on the sophistication of the approach. FAA approach surfaces are 20:1 for visual approaches, 34:1 for non-precision approaches, and 50:1 for precision approaches.

The approach slope for Runway End 17 is 50:1 and the approach slope for Runway End 35 is 34:1. It is important to note that these are Part 77 approach surfaces related to obstruction clearances for specific runway ends based on available approach types, they are not aircraft approach angles.

Navigational Aids (NAVAIDs)

Navigational aids (NAVAIDs) are any visual or electronic devices, airborne or on the ground, that provide point-to-point guidance information or position data to aircraft in flight. Airport NAVAIDs provide guidance to a specific runway end or to an airport. An airport is equipped with precision, non-precision, or visual capabilities in accordance with design standards that are based on safety considerations and airport operational needs. The type, mission, and volume of aeronautical activity used in association with meteorological, airspace, and capacity considerations determine an airport’s eligibility and need for various NAVAIDs. Collin County Regional Airport is equipped with both precision and non-precision approach capabilities.

Facility requirements at the Airport include the following two types of NAVAIDs: instrument approach NAVAIDs and visual NAVAIDs. Existing lighting and/or instrumentation at Collin County Regional Airport is summarized in Table 4-8.

Table 4-8 Existing Airport Lighting and Instrumentation

LIGHTING/NAVAIDS PRECISION NON-PRECISION RUNWAY VASI PAPI VGSI MIRL HIRL APPROACH MALSR APPROACH 17     35       

 = Existing  = Future Notes: VASI: Visual Approach Slope Indicator PAPI: Precision Approach Path Indicator VGSI: Visual Glide Slope Indicator MIRL: Medium Intensity Runway Lighting HIRL: High Intensity Runway Lighting REIL: Runway End Identifier Lights GPS: Global Positioning System MALSR: Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights

Source: Airport/Facility Directory, Wilbur Smith Associates

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Lighting and NAVAID facility requirements are primarily determined by the needs of aircraft operators frequently using the airport. Existing lighting and NAVAID facilities at Collin County Regional Airport are examined in more detail in the following sections. Instrument NAVAIDs

This category of NAVAIDs provides assistance to aircraft performing instrument approach procedures to an airport. An instrument approach procedure is defined as a series of predetermined maneuvers for guiding 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.

Collin County Regional Airport’s runway, Runway 17/35, is equipped with an Instrument Landing System (ILS) approach with a MALSR on Runway 17 and a straight in Global Positioning System (GPS) approach for both runway ends. Instrument NAVAIDs also support circling VOR/DME and circling GPS approaches at the Airport.

The standard type of precision approach available today is the ILS approach. The FAA, however, is currently developing a global navigation satellite system (GNSS) using the U.S. Department of Defense’s GPS satellites for precision approaches. The GPS satellite-based navigation system is able to provide instant and precise aircraft position information for every phase of a flight. Non-precision GPS approaches are currently available at many airports, including Collin County Regional Airport. Precision GPS approaches have yet to achieve wide- spread implementation. To fully implement a precision approach, three the following types of electronic guidance must be in place:

 Azimuth guidance – ILS requires a localizer  Altitude guidance – ILS requires glide slope instrumentation  Distance guidance – ILS requires marker beacons and/or distance measuring equipment (DME)

GPS Satellite data in concert with a ground-based transmitter can provide this three- dimensional guidance for a GPS precision approach. As precision GPS approach technology is developed and commissioned on a wide-spread basis, Collin County Regional Airport should work to augment and/or replace the Airport’s existing precision approach to Runway 17 utilizing precision GPS technology.

Visual Landing Aids

Visual landing aids provide aircraft guidance to and alignment with a specific runway end, once the airport is within a pilot’s sight. Visual landing aids at Collin County Regional Airport currently include the following:

 Approach Lighting System (ALS) – The Airport’s existing ALS is a medium intensity approach lighting system with runway alignment indicator lights and sequenced flashers (MALSR) for Runway 17. This MALSR will remain adequate throughout the 20-year planning period.

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 Runway Lighting – Runway 17/35 is equipped with medium intensity runway lighting (MIRL). Over the planning period, an upgrade to high intensity runway lighting (HIRL) is recommended. This should be implemented in association with a major runway reconstruction project or at the end of the existing system’s useful life.

 Other Runway Lighting and Guidance - Several additional NAVAIDs and visual aids are available at the Airport to assist in locating and landing aircraft at night and in poor weather conditions. NAVAIDs include a rotating beacon, lighted wind cone, and an automated surface observing system (ASOS). The Airport also is equipped with an ATCT (Air Traffic Control Tower). The ATCT is located south of the Airport entrance road on the west side of the airfield.

The Airport’s ATCT facility was relocated to Collin County Regional Airport from another area airport and it is nearing the end of its useful life. In addition, the height of the current tower is considered insufficient; other Airport buildings are taller and/or obstruct views of certain airfield areas. Alternatives for replacing the existing tower facility and co-locating the new tower with a new Airport administration building with public meeting/conference rooms will be examined in the following chapter of the Master Plan Update.

 Visual Glide Slope Indicators (VGSI) – Runway 35 is currently equipped with a visual approach slope indicators (VASIs) and Runway 17 is equipped with a precision approach path indicator (PAPI). The FAA recommends that all VASIs be replaced with upgraded VGSIs, such as precision approach path indicators (PAPIs), at the end of their useful life. Upgraded VGSIs are recommended for Runway 35.

The recommended lighting and NAVAID improvements will allow Collin County Regional Airport to better serve current and future users through the 20-year planning period.

Landside Facility Requirements

Landside facilities at the Collin County Regional Airport include all areas, buildings, and amenities that are not considered part of the airfield system that was previously examined. Landside facility requirements were developed based on existing landside facilities, current and planned utilization of those facilities, projected aviation demand, and the Airport’s developable land envelope. The projected based aircraft scenario indicates that Airport activity could increase to approximately 280 based aircraft and 242,000 aircraft operations by the end of the planning period.

The Airport’s landside requirements were identified for the following:

 Aircraft Storage  FBO Facilities  Automobile Parking  Maintenance Facilities  Fuel Storage and Distribution  Aircraft Rescue and Firefighting

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Landside facility requirements for Collin County Regional Airport are presented in the following sections.

Aircraft Storage

Storage needs for general aviation aircraft reflect local climatic conditions and the size and sophistication of the Airport’s based aircraft fleet. Typically, the more valuable the aircraft, the more likely it is to be stored in large, more secure facilities. There are two primary types of aircraft storage in use at Collin County Regional Airport: hangar storage and tie-downs. Facility requirements for each of these aircraft storage types are discussed in the following sections:

 Apron Tie-Down Storage Requirements  Hangar Storage Requirements

Table 4-9 illustrates the current based aircraft storage characteristics at Collin County Regional Airport as of September 2003.

Table 4-9 Current Based Aircraft Storage

AIRCRAFT TIE- CONVENTIONAL/BOX TOTAL BASED DOWN T-HANGAR HANGAR AIRCRAFT Based Aircraft 52 93 61 206 Percentage of Total 25% 45% 30% 100%

While the based aircraft storage characteristics shown in Table 4-9 will fluctuate through the planning period as a result of based aircraft moving to or from the Airport and the potential construction of new storage facilities, it is anticipated that the current storage ratios will likely represent future storage preferences for based aircraft owners at Collin County Regional Airport. Current based aircraft storage characteristics at the Airport are used in the following sections to develop estimates of future storage requirements.

Aircraft Tie-Down Storage Requirements

Based aircraft not stored in hangar facilities require parking positions on the apron. In addition, business and pleasure-related activities, as well as the availability of maintenance and services, attract transient aircraft to the Airport that also require short-term parking positions on the apron. Aircraft tie-down storage requirements are calculated by independently examining the needs of both based aircraft and transient aircraft.

There are 61 paved apron tie-down spaces that are used to serve the needs of based and itinerant aircraft at Collin County Regional Airport. Currently, 52 based aircraft are reportedly permanently stored in tie-down spaces and the Airport’s nine remaining tie-down spaces support transient traffic. Although the number of transient tie-down spaces is considered adequate the majority of time, during peak periods of usage, additional transient tie-down spaces are required.

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Transient aircraft storage requirements are impacted by the number of transient operations occurring at an airport. As the number of operations increase, the demand for itinerant apron will also increase. In order to calculate the demand for itinerant apron at Collin County Regional Airport, the following methodology was used:

 Estimate the number of itinerant operations (2002: 36,600, 2022: 82,900).

 The number of annual itinerant operations is multiplied by 50 percent (50 percent of the operations equal departures), divided by 12 (12 months per year), and divided again by 31(days in peak month). This number is assumed to be the average daily number of itinerant arrivals.

 This number is increased by 10 percent to account for busy periods.

 It is assumed that 35 percent of the busy day arrivals will be on the apron at any one time.

Following this methodology, there is a current demand for approximately 20 transient apron tie- down spaces during peak periods. By 2022, transient tie-down requirements are estimated at approximately 45 spaces. In addition to the transient demand for apron tie-down storage, it is estimated that approximately 25 percent of the Airport’s based aircraft fleet, primarily smaller single engine piston aircraft, will be permanently stored in apron tie-down positions. Based on these assumptions, the Airport’s existing 61 paved apron tie-down positions are not anticipated to be adequate to meet apron tie-down storage requirements at Collin County Regional Airport through the planning period.

In order to meet future demand for apron tie-down storage, the Airport’s 31 existing tie-down positions located on the north apron area should be reconfigured to maximize the utilization of the available apron area. The existing tie-down positions are separated by taxilanes and clearances that are significantly larger than is necessary to safely accommodate the movement and storage of the types of aircraft that are frequently using the tie-down positions. It is estimated that by reconfiguring the tie-down positions on the north apron, the number of available tie-downs positions could be doubled.

In addition, development plans for 110 Aviation, a new FBO coming to the Airport, include the construction of a new aircraft parking apron measuring approximately 500 feet by 500 feet. While a portion of this apron area will be reserved for taxilanes and clearance areas, a significant portion of this new area will be able to support the based and transient tie-down storage requirements of the Airport through the planning period. Reconfiguration of the tie- down positions on the north apron area and construction of the new aircraft parking apron at 110 Aviation should provide sufficient aircraft parking area capacity to meet the needs identified for Collin County Regional Airport through the planning period.

Hangar Storage Requirements

As shown in Table 4-9, currently 154, or approximately 75 percent, of aircraft based at Collin County Regional Airport are permanently stored in aircraft hangars. Existing hangar storage facilities at Collin County Regional Airport include the following:

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 T-hangars  Conventional/Box Hangars  Corporate Hangars

General descriptions of the existing hangar storage facilities as well as future requirements of each are presented in the following sections.

T-Hangars

The Airport’s 93 existing T-hangar units are currently used to store 93 based aircraft. T-hangar buildings are located at the north and south end of the general aviation development area and these facilities are owned and managed by Wings Point Aviation. Based on current aircraft storage preferences at the Airport, it is assumed that approximately 45 percent of based aircraft Collin County Regional Airport will require T-hangar storage facilities during the planning period.

Conventional/Box Hangars

There are currently 41 conventional or box hangars at Collin County Regional Airport in which 61 of the Airport’s based aircraft are permanently stored. Of these hangars, 31 are owned and managed by the McKinney Hangar Owners Association. These box hangars were recently constructed and currently accommodate approximately 39 based aircraft. The remaining hangars are owned and managed by the Airport FBO. Current aircraft storage characteristics at Collin County Regional Airport indicate that approximately 30 percent of the Airport’s total based aircraft are permanently stored in conventional/box hangars. It is anticipated that percentage of based aircraft at the Airport permanently stored in these types of hangars will remain relatively stable at 30 percent during the planning period.

Corporate Aviation Facilities

Two corporate hangars are currently located at Collin County Regional Airport. These hangars support flight departments associated with local businesses and house their corporate jet aircraft. The development of additional corporate hangar facilities at the Airport will be an important consideration over the 20-year planning period of the Master Plan Update. Based aircraft projections prepared for the Airport anticipate growth in the number of jet aircraft at Collin County Regional Airport. Relocation of existing corporate flight departments and/or development of new flight departments at the Airport is assumed to be a factor driving the anticipated growth in based jets. As additional corporate flight departments move to Collin County Regional Airport through the planning period, the construction of additional corporate hangar facilities will be required. Space should be reserved to accommodate corporate flight departments and provide adequate taxiway and roadway access.

Hangar Storage Summary

As the number of based aircraft and corporate flight departments at Collin County Regional Airport increases, so to will the need for aircraft hangar facilities. Existing and planned FBO facilities at the Airport will accommodate some of the new demand associated with the increase in corporate aviation activity. Some based aircraft owners and corporate tenants relocating to the Airport, however, may require infrastructure development at the Airport to support their

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements needs. Sufficient space to accommodate future aviation-related development, including the development of corporate aviation facilities, should be reserved to meet the potential future needs of existing or new Airport tenants. These reserved areas should have adequate airside access as well as necessary utility hook-ups. While none of the existing hangar storage facilities at the Airport are owned or managed by the City of McKinney and it is anticipated that the City and/or the Airport will not build, own, or manage hangar facilities at the Airport in the future, the Airport will play an important role in supporting the development of future hangar storage facilities by existing and planned Airport FBOs, corporate tenants, and based aircraft owners. As these parties develop additional hangar storage facilities at the Airport to meet their respective facilities needs, the role of the Airport is to plan and manage facility and infrastructure development at the Collin County Regional Airport to support the needs of existing and potential future Airport tenants and based aircraft owners.

FBO Facilities

WingsPoint Aviation Services is currently the Airport’s primary FBO. The FBO’s facilities at Collin County Regional Airport include:

 Terminal Building – houses executive offices, conference rooms, pilot and passenger waiting areas, a pilot shop, and a customer service desk

 Maintenance Hangar – approximately 15,000 square feet of hangar space used for aircraft maintenance and aircraft storage

 Common Storage Hangar – approximately 15,000 square feet of hangar space used for bulk aircraft storage

 T-hangars – 93 nested T-hangar units

With these facilities, WingsPoint provides aviation services to both based aircraft and transient aircraft operators at Collin County Regional Airport. WingsPoint has completed conceptual development plans for hangar area expansion projects on property it owns adjacent to the Airport. Taxiway construction projects planned by the Airport for 2004 will provide airside access to WingsPoints parcels and will allow the construction of new corporate, conventional, and T-hangar facilities to support the future needs of Airport users.

110 Aviation, a new FBO at Collin County Regional Airport, is currently planning constructing additional facilities at the Airport. Facilities planned for the new FBO include a 15,000 square foot terminal/office building, initial construction of a 15,000 square foot hangar followed by the construction of a second 15,000 square foot hangar when demand justifies, and a 400’ x 500’ aircraft parking apron. 110 Aviation will use these new Airport facilities to provide aircraft fueling, aircraft maintenance, aircraft management, and fractional aircraft ownership services to Airport users.

Existing and planned FBO facilities at Collin County Regional Airport should be adequate to allow the Airport’s FBOs to provide the services necessary to support projected growth in aviation demand at the Airport. Furthermore, sufficient expansion potential exists to allow

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements

Airport FBOs to expand to meet unanticipated demands that may arise through the projection period.

Automobile Parking

Public vehicle parking areas are located near the WingsPoint FBO/Airport Administration building and near the WingsPoint hangar. A total of 110 parking spaces, including two handicap and three rental car spaces, are located near the administration building. An additional 20 spaces, including one handicap space, support parking near the WingsPoint hangar. Several other Airport tenants have private parking areas near their facilities, however, these parking areas are intended to support their individual needs and are not suitable to support the public parking needs of the Airport. In total, there are 130 public parking spaces available at the Airport.

A general estimate of the total number of auto parking spaces the Airport required for general aviation users can be obtained by using the following methodology. At general aviation airports, a planning standard is that approximately 2.2 parking stalls per peak hour operation are required to accommodate pilots and passengers. Since the Airport’s parking facilities are often near or in excess of capacity during peak periods of usage, a planning ratio of 3.2 parking spaces per peak hour of operation was used to project the Airport’s future parking needs. The Airport’s general aviation parking needs, based on the latter methodology, are shown in Table 4-10.

Table 4-10 Auto Parking Requirements

EXISTING 2002 REQUIRED 2002 2007 2012 2017 2022 Auto Parking Spaces 130 210 250 280 320 360

Table 4-10 indicates that parking spaces at the Airport may not currently be sufficient to accommodate existing demand. The methodology used indicates that, as the activity at the Airport increases, the Airport’s shortfall in available parking spaces will continue increase impacting the Airport’s ability to adequately serve Airport users, visitors, and businesses. As existing parking facilities are expanded and/or new facilities are constructed, parking requirements for employees, visitors, and patrons should be considered. In addition, another factor that will be considered in the development of landside alternatives is that the potential construction of new T-hangars, corporate hangars, and other aviation-related buildings will also require construction of parking facilities, proximate to the new facilities, to support their users.

Maintenance Facilities

No maintenance facilities are currently located at Collin County Regional Airport. Routine mowing and related Airport maintenance is outsourced and/or performed by City maintenance departments. Equipment used in conducting this maintenance is primarily stored at the Municipal Facilities Complex which eliminates the need for maintenance facilities at the Airport.

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements

No changes to the current maintenance operations and/or maintenance facilities are recommended.

Fuel Storage and Distribution

The Airport’s fuel storage facilities are located south of the Texas Instruments hangar on the west side of the airfield and include two above ground bulk storage tanks and three fuel tankers used to distribute fuel. Capacities of existing fuel storage and distribution facilities at the Airport are summarized in Table 4-11.

Table 4-11 Summary of Existing Fuel Storage/Distribution Facilities

FUEL TYPE NUMBER OF TANKS CAPACITY/(IES) TANK TYPE Fuel Farm Jet-A 1 25,000 Aboveground AVGAS 1 12,000 Aboveground Fuel Tanker Jet-A 3 2,000/2,200/5,000 Mobile AVGAS 2 750/1,000 Mobile Source: Airport Management

In order to accommodate existing Airport tenants and users, planned development, and anticipated growth in activity levels, the construction of additional bulk fuel storage facilities is planned. The design of an additional six concrete pads and access roadways to support additional above-ground bulk storage tanks is currently underway. The new fuel storage facilities will be symmetrical to existing bulk storage facilities and will be located across the access roadway from the current fuel farm site. When their construction is completed, planned fuel storage and distribution facilities at Collin County Regional Airport should provide adequate capacity for the planning period.

Aircraft Rescue and Firefighting

No changes or improvements to the Airport’s Aircraft Rescue and Firefighting (ARFF) facilities are recommended over the planning period. Given the nature of current activity occurring at the Airport, the City of McKinney’s existing fire station, located adjacent to Airport property, provides adequate ARFF capabilities and services. At the end of its useful life, the Airport’s current ARFF vehicle, an Oshkosh T-1500, should be replaced with comparable equipment.

If the nature of Airport operations significantly changes over the planning period, ARFF requirements at the Airport may change and facility improvements and equipment acquisition may be necessary. Additional ARFF facilities and equipment, meeting specific FAA requirements, would only be required at Collin County Regional Airport if it were to acquire Part 139 certification, allowing it to accommodate scheduled air carrier operations.

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Collin County Regional Airport Chapter 4: Airport Master Plan Update Facility Requirements

Facility Requirements Summary

Findings of the facility requirements analysis related to airside and landside areas at Collin County Regional Airport are as follows:

 It is anticipated that a single-runway layout will provide sufficient operating capacity for the planning period. Alternative runway development scenarios that address runway/taxiway separation, runway safety area deficiencies, and other concerns will be examined in the alternatives chapter.

 The existing runway length and pavement strength is adequate to meet the needs of the critical aircraft identified for the Airport through the planning period. An ultimate runway length of approximately 8,000 feet and increased pavement strength would be required in order for the Airport to accommodate frequent operations by larger general aviation jets, such as the Boeing Business Jet, a new introduction into the corporate aviation fleet.

 In order to meet FAA design standards for the Airport’s critical aircraft, the parallel taxiway should be widened to 50 feet from its existing width of 40 feet. The runway/taxiway separation should also be increased to 400 feet from its current separation distance of 300 feet.

 Clearing and grading of the Airport’s RSA may be required to meet FAA design standards.

 Recommended lighting and NAVAID improvement projects for the Airport include replacing existing VASIs with VGSIs, such as PAPIs, at the end of their useful life and upgrading the existing runway lighting system from medium-intensity to high-intensity lighting.

 The Airport should coordinate with existing FBOs and/or other potential private developers to ensure that FBO facility needs and aircraft storage needs are adequately planned for and developed throughout the planning period. If private developers do not pursue necessary facility expansion or improvement projects, the City of McKinney could also use its resources to fund hangar development that meets the needs of Airport users.

 Automobile parking should be expanded and/or reconfigured over the planning period to provide an ultimate capacity of approximately 360 spaces.

 Alternatives for improving Airport ATCT facilities and potentially co-locating the tower facility with Airport administrative offices and other public facilities should be examined.

Development alternatives that will allow Collin County Regional Airport to accommodate the recommended facilities will be examined in the following chapter.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

Introduction

Airfield and landside development alternatives will be identified for Collin County Regional Airport in this master plan update based on the analyses completed in Chapter Three, Demand/Capacity Analysis and Chapter Four, Facility Requirements. This chapter examines airside alternative development concepts and addresses the Airport’s identified airside facility needs as well as existing conditions at the Airport. The alternative airside development concepts examined in this chapter are evaluated using aeronautical, environmental, and economic criterion. Based on the evaluation of alternative airside development concepts, a preferred airside development alternative is selected. Following sections of this chapter provide descriptions of the criteria used to evaluate alternative airside development concepts, outline airside alternatives that are examined in this analysis, and identify the preferred airside development alternatives recommended for major components of the Airport’s airside infrastructure.

In the following chapter, after a preferred airside development alternative has been selected, landside development alternatives will be evaluated and a preferred landside development concept will be identified.

The analysis of alternative airside development concepts is conducted in the following sections:

 Summary of Development Needs  Evaluation Criteria  Alternative Development Concepts  Evaluation of Alternative Development Concepts  Preferred Development Alternative

The preferred airside development alternative will provide a blueprint for the future development of the Airport’s airside facilities based on the applicable facility requirements and development standards identified for Collin County Regional Airport over the 20-year planning period of this master plan update. Landside alternatives will be developed following the selection of the preferred airside alternative. The preferred airside and landside alternatives will then be further refined and illustrated in the airport layout plan.

Summary of Development Needs

Airside and landside development alternatives for Collin County Regional Airport are developed based on the facility needs and requirements identified for the Airport in previous analyses conducted in this master plan update as well as the long-range goals and objectives of the Airport, its tenants and users, and its local and regional community partners. Specific planning factors that are taken into consideration in developing the alternative development concepts include:

 Collin County Regional Airport is intended to continue to serve as a general aviation reliever airport to the DFW Metroplex with the primary long-range objective of providing uncompromising airfield safety for operators and exceptional ancillary facilities for Airport tenants and users.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

 All components of general aviation activity and the managed/planned development of general aviation facilities at the Airport will continue to be supported.

 The mitigation of existing and potential future impacts that the Airport and its operation may have on communities surrounding Collin County Regional Airport will be an important consideration in evaluating alternative development concepts and selecting the preferred development scenario.

 Existing Airport-area properties proven to be in excess of long-range aviation needs will be considered for their ability to support Airport-related as well as potential non-aviation related commercial development projects.

In addition to these general development concepts, the development alternatives examined in this analysis also address the specific facility needs identified for Collin County Regional Airport in Chapter Four.

Evaluation Criteria

Alternative development concepts that have been developed to meet the long-range facility needs of Collin County Regional Airport and that are examined in this analysis include the following:

 Operational Factors – Each alternative is evaluated to determine its ability to safely accommodate future demand for aircraft, vehicles, and other relevant factors based on the specific facility being evaluated. This criterion evaluates alternative development concepts based on anticipated improvements to airfield safety, operational capacity and aircraft delay, airfield circulation, tenants and user convenience, and other relevant planning considerations.

 Economic Factors – Historic infrastructure investment, the remaining useful life of existing airport facilities, and anticipated “order of magnitude” project costs and amount of property acquisition associated with development alternatives are examples of economic factors evaluated in this analysis to provide a basis for comparing the cost- effectiveness and economic ramifications of various development scenarios.

 Environmental Factors – Environmental factors, such as flood plain, wetland, and other relevant criteria are evaluated in this analysis to identify the relative environmental impacts of alternative development scenarios and identify the development alternatives that minimize environmental disruptions. Much of the base data used in the evaluation of environmental factors is derived from information presented in Chapter Seven, Environmental Overview.

 Expansion Potential - The ability of each airside development alternative to accommodate an ultimate runway length of 8,000 feet and other potential facility expansions are important considerations in the evaluation. Through an examination of the expansion potential of each alternative development scenario, the relative viability of future airside expansion in each scenario will be evaluated.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

 Implementation Feasibility – There are often factors, both tangible and intangible, that can impact an airport’s ability to implement certain development schemes. Community and political acceptance are examples of implementation feasibility factors taken into consideration in this analysis. Alternative facility development concepts identified for Collin County Regional Airport are evaluated relative to each other based on the anticipated feasibility of their implementation.

An analysis of the evaluation criteria and each airside development concept is presented in the following sections. The impacts that each alternative development concept would have on the Airport’s existing operation and its compliance to design standards are considered operational factors. Factors that could impact overall project costs of the airside development alternatives are examined to illustrate the potential economic implications of the various development scenarios. Environmental factors examined in this analysis are based on the Environmental Overview component of the master plan update. The implementation feasibility of each alternative development concept is determined based on inventory data, community input, and existing and planned land use, zoning, and long-range plans of the airport environs

It is important to note that there are inherent contrasts among the evaluation criteria used in this analysis; for instance, those alternatives providing the most long-term operational flexibility at the Airport are frequently not the alternatives that are most financially or politically feasible. Due to these contrasts, a composite evaluation must be used to examine each development scenario based on the individual criterion presented above. The specifics of each alternative development concept and its composite evaluation are presented in following sections of this chapter.

Alternative Development Concepts

The demand/capacity analysis presented in Chapter Three of this master plan update concluded that a single runway would provide adequate operating capacity at Collin County Regional Airport through the planning period. It is important to note that the airport’s previous master plan recommended the construction of a parallel runway in order to accommodate the Airport’s growing activity levels. Collin County Regional Airport’s previous airport layout plan depicted a two runway system with widely spaced parallel runways that could accommodate simultaneous aircraft operations. This master plan update examined recent trends in Airport activity levels and the high proportion of flight training activity at the Airport and determined that based on activity trends, projections, and characteristics, a single runway system would provide adequate operational capacity through the 20-year planning period. Because a single runway system is anticipated to provide adequate operational capacity, the previous master plan’s two runway development plan was not included as an alternative development scenario in this analysis.

The alternative development concepts included in this analysis address specific airside improvements that were identified in the facility requirements analysis as being necessary for the Airport to comply with FAA design standards and to meet the needs of the critical aircraft anticipated to operate at Collin County Regional Airport through the planning period. Based on the findings of the facility requirements analysis, the following airside development concepts

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives have been identified as potentially viable options for future development at Collin County Regional Airport:

 Airside Development Concept 1 – Maintain Existing Separation  Airside Development Concept 2 – Relocate Taxiway  Airside Development Concept 3 – Runway Relocation (105 feet) Scenario  Airside Development Concept 4 – Runway Relocation (400 feet) Scenario  Airside Development Concept 5 – Runway Relocation (500 feet) Scenario  Airside Development Concept 6 – Realigned Runway Scenario

It is important to note that the master plan performed cursory examination of a number of other potential alternatives identified for airfield development at the Airport. Examples of some of the scenarios examined include a northeast/southwest runway alignment, relocating a new runway west of the Airport’s existing landside facilities, and other scenarios that included widening the existing taxiway or constructing a new taxiway and then constructing a new runway that met necessary separation requirements. Cursory review eliminated these potential alternatives from further evaluation based on economic, environmental, and or other factors. The six airside development concepts examined in detail in this analysis were deemed to be potentially viable alternatives worthy of further study.

Each of these airside development concepts selected for inclusion in this analysis are explained and illustrated in more detail in the following sections. To facilitate comparison, each airside development concept is initially evaluated based on a 7,000-foot runway length and then independently evaluated to determine its potential to accommodate an ultimate runway length of 8,000 feet. The major difference between these development concepts relates to the manner in which the Airport’s existing runway/taxiway separation and taxiway width deficiencies are addressed. Each airside development concept includes a single runway served by a full-length parallel taxiway and addresses the following facility improvements recommended for the Airport in Chapter Four:

 Extension of runway to an ultimate length of 8,000 feet  Clearing and grading of the Airport’s RSA to meet FAA requirements  NAVAID improvements  Construction of a new ATCT  Landside improvements to address FBO, hangar storage, automobile parking, and other user needs

In addition to examining various airfield layout alternatives and their ability to address facility needs identified for Collin County Regional Airport, areas suited for landside development in each scenario will also be identified. Because airside facility requirements and potential airfield area improvements could have the potential to significantly impact existing or future landside facilities at the Airport, specific landside facility development alternatives will not be addressed until a preferred airside development scenario has been selected.

In following sections, these alternative development concepts will be evaluated based on operational, economic, and environmental factors as well as their expansion potential and overall feasibility of their implementation. After the evaluation of the alternative airside

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives development concepts, a preferred airside development concept will then be identified for Collin County Regional Airport.

Airside Development Concept 1 – Maintain Existing Separation

Currently, the parallel taxiway at Collin County Regional Airport is located 300 feet west of Runway 17/35. FAA design standards indicate that a 400-foot separation is required to accommodate the Airport’s critical aircraft and support a precision approach. In this airside development concept, the existing runway/taxiway separation and taxiway width at Collin County Regional Airport would be maintained through the study period. Facility improvements that are included in this scenario include the remaining facility requirements identified for the Airport in Chapter Four which are common to each of the airside development concepts examined herein, except that the Airport’s RSAs would not be improved to meet FAA standards.

Airside Development Concept 2 – Relocate Taxiway

By relocating the Airport’s existing parallel taxiway approximately 100 feet to the west of its current location, the airfield configuration at Collin County Regional Airport would comply with the FAA’s runway/taxiway separation requirements. Exhibit 5-1 illustrates this airside development concept. In this concept, the width of the relocated taxiway would also be increased to 50 feet. It is anticipated that the associated taxiway safety area and taxiway object free area would impact existing apron areas.

Airside Development Concept 3 – Runway Relocation (105 feet) Scenario

In this development concept, Runway 17/35 would be relocated approximately 105 feet to the east of its current location while maintaining its current orientation. In this scenario, the Airport’s existing taxiway would be widened to 50 feet and would stay at its current location. The relocation of the runway would increase the runway/taxiway separation at the Airport from 300 feet to the required 400 feet. In addition, the existing parallel taxiway could be widened by extending its pavement approximately 10 feet to the east to give it a total required width of 50 feet. Airside Development Concept 3 is graphically depicted in Exhibit 5-2.

Airside Development Concept 4 – Runway Relocation (400 feet) Scenario

In this development concept, Runway 17/35 will be relocated approximately 400 feet to the east of its current location while maintaining its current orientation. In this scenario, the Airport’s existing runway would become a taxiway, and the Airport’s existing taxiway would become a taxilane. The relocation of the runway would increase the runway/taxiway separation at the airport from 300 feet to the required 400 feet. In addition, it would result in a full-length parallel taxiway having a width of 100 feet1. Airside Development Concept 4 is graphically depicted in Exhibit 5-3.

1 It is anticipated that only 50 feet of the taxiway would be eligible for Federal funding.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

Airside Development Concept 5 – Runway Relocation (500 feet) Scenario

In this development concept, Runway 17/35 will be relocated approximately 500 feet to the east of its current location while maintaining its current orientation. In this scenario, similar to Airside Development Concept 4, the Airport’s existing runway would become a taxiway, and the Airport’s existing taxiway would become a taxilane. The 500-foot relocation could minimize potential impacts of airfield area topography at the Airport on the design, engineering, and construction of a replacement runway. The relocation of the runway would allow for the runway/taxiway separation at the airport to be increased to meet standards and it would result in a full-length parallel taxiway having a width of 100 feet2. Airside Development Concept 5 is graphically depicted in Exhibit 5-4.

Airside Development Concept 6 – Realigned Runway Scenario

In this development concept, Runway 17/35 would be relocated and re-aligned in such a way as to meet necessary airfield design standards and minimize potential noise impacts of airport operations. In this scenario, the runway alignment is rotated approximately 15 degrees resulting in a northwest-southeast alignment compared to the existing north-south alignment. In this scenario, the Airport’s existing runway would become a taxiway, and the Airport’s existing taxiway would become a taxilane. Additional connector taxiways would be required to allow aircraft convenient access to the runway. The potential heading of the re-oriented runway was identified during the Airport’s on-going Part 150 Noise Study. Exhibit 5-5 illustrates Airside Development Concept 5.

Each of these airside development concepts will be evaluated based on the factors identified for this analysis. The anticipated economic, operational, environmental, and implementation consequences and overall feasibility of each development concept will be evaluated and compared before selecting a preferred airside development concept for Collin County Regional Airport.

2 It is anticipated that only 50 feet of the taxiway would be eligible for Federal funding.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

Evaluation of Alternative Development Concepts

Through an evaluation of alternative development concepts, the most viable airfield development alternative for Collin County Regional Airport can be identified. Once a preferred airside development alternative is identified, landside development alternatives will be considered and the Airport’s recommended capital improvement plan will be established and depicted on the master plan update’s Airport Layout Plan (ALP).

Operational Factors

The potential impacts that the alternative development concepts may have on airport operations and activity are important considerations when evaluating the airside development scenarios. The primary operational factors considered in this evaluation of alternative development concepts include:

 Design Standards – Insuring that the recommended airport plan complies with FAA standards is one of the primary goals of any master plan study. The ability of each alternative development concept to address FAA design standards and facility requirements identified for Collin County Regional Airport will be instrumental in the selection of a preferred alternative.

 Wind Coverage – Runway wind coverage characteristics described in detail in Chapter One indicate that the existing runway provides adequate coverage based on prevailing wind conditions at the Airport and FAA standards. The impacts that each alternative development concept may have on the wind coverage provided by the Airport’s runway system will be summarized.

 Area Airspace – Airspace considerations associated with the alternative development concepts will be examined to determine their potential impacts on the congested regional airspace associated with DFW, Love Field, and other areas of the Metroplex.

The alternative development concepts examined in this analysis may or may not result in significant impacts to the operational factors considered. Furthermore, if impacts would be anticipated as a result of an alternative development concept, those impacts may be able to be mitigated and therefore should not preclude the alternative from further consideration. At the conclusion of this analysis, the relative impacts of each alternative development scenario will be compared for the factors considered, and from this comparison a preferred airside development concept will be identified.

The anticipated operational impacts of the six alternative development concepts identified in this analysis are identified in Table 5-1.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

Table 5-1 Evaluation of Alternative Development Concepts Summary of Operational Factors

AIRSIDE DEVELOPMENT CONCEPT WIND COVERAGE AREA AIRSPACE DESIGN STANDARDS Continued non-compliance to runway/ taxiway Meets FAA No significant Number 1: Maintain Existing Separation separation and RSA guidelines impacts standards. Part 77 surface obstructions

Meets FAA No significant Compliance to runway/ Number 2: Taxiway Relocation guidelines impacts taxiway separation and RSA standards

Meets FAA No significant Compliance to runway/ Number 3: 105 ft. Runway Relocation guidelines impacts taxiway separation and RSA standards

Compliance to runway/ taxiway separation, RSA, and Part 77 standards. Meets FAA No significant Number 4: 400 ft. Runway Relocation New taxiway/ former guidelines impacts runway would serve as back-up runway during emergencies and/or construction

Compliance to runway/ taxiway separation, RSA, and Part 77 standards. Meets FAA No significant Number 5: 500 ft. Runway Relocation New taxiway/ former guidelines impacts runway would serve as back-up runway during emergencies and/or construction

Compliance to runway/ taxiway separation, RSA, May impact DFW and Part 77 standards. Meets FAA Class B airspace Number 6: Realigned Runway New taxiway/ former guidelines and approach/ runway would serve as departure control back-up runway during emergencies and/or construction Source: Wilbur Smith Associates

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

As shown in Table 5-1, the impacts that these alternative development concepts may have on operational factors at Collin County Regional Airport can be summarized as follows:

 It is anticipated that the Airport would retain adequate wind coverage in each of the runway alignments included in the alternative development concepts. The actual coverage percentages may fluctuate slightly, however, in each concept, runway wind coverage would remain greater than the FAA’s 95 percent recommendation for a single runway.

 The realigned runway concept may impact regional airspace since the new alignment would require that aircraft leave the Class B airspace of DFW while completing a northerly approach to and a southerly departure from the runway. Currently, aircraft remain in DFW’s Class B airspace while conducting operations which minimizes impacts to air traffic control in the Metroplex. Further discussions with the Dallas TRACON will be required if this scenario is selected as the preferred alternative.

 Alternative Development Concept 1 is the only scenario in which the Airport runway/taxiway separation and RSAs would not be brought into compliance with FAA standards. In each of the other concepts the runway/taxiway separation at Collin County Regional Airport would be increased to 400 feet and RSAs would be upgraded to meet FAA design standards. Discussions with FAA staff have indicated that the master plan update should recommend an alternative that meets all design standards.

 Alternative Development Concepts 4, 5, and possibly 6 would provide additional operating flexibility to the Airport by allowing the new taxiway (former runway) to operate as an alternate runway when the primary runway is closed. This would allow the Airport to continue to accommodate aircraft operations during future periods when the primary runway (new runway) is closed for maintenance and/or rehabilitation. Many other single- runway airports, such as nearby Addison, must close the airport or significantly restrict activity during periods when major runway work is being completed. It is important to note that the airport would only use the taxiway as a runway when the primary runway was closed. At no time would the airport operate as a “two runway” airport. For the Airport to temporarily close the runway and designate the taxiway as an alternative runway all FAA procedures would be followed and notifications to airmen would be required. If and when the taxiway was designated as a runway, only daylight VFR approaches would be available.

Economic Factors

At this preliminary stage of the alternatives analysis, it is not feasible to develop estimates of total project cost associated with the various alternative development concepts identified for Collin County Regional Airport. However, at this point in the planning process certain components of each development scenario’s total costs can be reasonably evaluated and used to compare the relative economic implications of each scenario. Specific economic factors used to compare alternative development concepts include the following:

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

 Property Acquisition – The alternative development concepts may require differing degrees of property acquisition in order to accommodate the development of Airport facilities in the potential configurations identified in the different scenarios. Understanding the relative amount of property acquisition required to support each alternative development scenario can provide insight into a component of each scenario’s total project cost. For each alternative it was assumed that the Airport would control all runway protection zones (RPZs) and areas within the primary surface and a 745-foot building restriction line based on the Part 77 7:1 transitional surface accommodating a building height of 35 feet.

 Infrastructure – To the extent that these alternative development concepts may impact existing Airport structures or Airport-area roadways, the relative amount of demolition and/or relocation of existing infrastructure is identified and used as a factor in evaluating each concept and its anticipated economic implications to Collin County Regional Airport.

 Preliminary Earthwork – The amount of acreage requiring earthwork as well as the relative quantities of cut/fill required to grade and level runway and associated safety areas is an important consideration when examining the economic implications of each development scenario. Planning level estimates of site engineering that would be required in each alternative development concept are quantified in this analysis.

Economic factors considered in the evaluation of each alternative development concept are summarized in Table 5-2.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

Table 5-2 Evaluation of Alternative Development Concepts Summary of Economic Factors

PROPERTY AIRSIDE DEVELOPMENT CONCEPT ACQUISITION3 INFRASTRUCTURE

Number 1: Maintain Existing Separation None None

Approximately 12 acres of existing apron

would be unusable because of taxiway Number 2: Taxiway Relocation 70 acres safety area and object free area

requirements

RSA compliance would require relocation Number 3: 105 ft. Runway Relocation 85 acres of FM Road 546

RSA compliance would require relocation Number 4: 400 ft. Runway Relocation 155 acres of FM Road 546

RSA compliance would require relocation Number 5: 500 ft. Runway Relocation 185 acres of FM Road 546

RSA compliance would require relocation of FM Road 546 and impact structure

east of existing airport property. Number 6: Realigned Runway 340 acres Extended connector taxiways would be

required especially in the southern portions of the airfield.

Source: Wilbur Smith Associates

The property acquisition estimates presented in Table 5-2 provide an order-of-magnitude estimate of the amount of property acquisition that would be necessary in each airside development concept assuming that the Airport would control all runway protection zones (RPZs) and areas within the primary surface and a 745-foot building restriction line (BRL) based on the Part 77 7:1 transitional surface accommodating a building height of 35 feet. Parcel layout and design/engineering factors could significantly impact the total amount of property acquisition required for the construction of any of these alternative concepts. The data presented above, however, provides a representation of the potential property acquisition

3 Preliminary estimates of property acquisition are intended to provide an order-of-magnitude comparison of the requirements of each airside development concept. A 745-foot BRL was used for each scenario for comparison purposes. Actual requirements would be determined through a more detailed analysis completed as part of the design and engineering of any selected concept.

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives

required in each concept which is one factor that would impact each concept’s overall development cost.

Preliminary estimates of earthwork required to accommodate each of the alternative airside development concepts were developed through the use of a computerized modeling program. The program examined airport-area topography and developed planning level of detail estimates of the amount of total earthwork (cut and fill) and amount of borrowed fill required in each concept to comply with FAA airfield design standards and requirements. Table 5-3 presents earthwork estimates for each development concept.

Table 5-3 Evaluation of Alternative Development Concepts Summary of Economic Factors

TOTAL BORROW EXCAVATION FILL 4 EARTHWORK FILL AIRSIDE DEVELOPMENT CONCEPT (CY) (CY) (CY) NEEDED (CY)

Number 1: Maintain Existing Separation None None None None

Number 2: Taxiway Relocation 109,000 7,000 116,000 (102,000)

Number 3: 105 ft. Runway Relocation 553,800 429,800 983,600 (124,000)

Number 4: 400 ft. Runway Relocation 572,500 410,400 982,900 (162,100)

Number 5: 500 ft. Runway Relocation 133,000 1,376,600 1,509,600 1,243,600

Number 6: Realigned Runway5 791,100 939,300 1,730,400 148,200

Source: Wilbur Smith Associates

The data presented in Table 5-3 includes the following:

 Excavation (or cut) – Earthwork associated with leveling areas of higher elevation to meet the required grade.

 Fill – Earthwork associated with adding materials to areas of lower elevation to meet the required grade. This analysis assumes a 30 percent shrinkage factor for fill to account for the settling of materials.

4 Assumes a 30 percent shrinkage factor for fill. 5 Earthwork calculations do not include anticipated connector taxiways

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 Total Earthwork – Calculated as the summation of excavation and fill. This data represents the total amount of earth required to be moved and would impact overall project cost.

 Borrow Fill Required – Represents the net amount of fill required to be brought to/removed from the airfield area and would be an impact to overall project cost.

As shown in Table 5-3, the estimated earthwork requirements vary among the alternative concepts. Total earthwork estimates for Concept 5 and Concept 6 are greater than the other concepts. In addition, approximately 1.2 million cubic yards of fill would be required for Concept 5, roughly 1 million cubic yards more than in any other concept. The cost implications associated with total earthwork and borrowed fill in the 500-foot runway relocation scenario and the total earthwork required in the realigned runway scenario would be significant and could impact each scenario’s overall feasibility.

The economic factors considered in this analysis have the potential to impact total project costs of the alternative development scenarios identified for Collin County Regional Airport and could impact each scenario’s overall feasibility. It is necessary to understand the potential economic implications of the alternative development scenarios before completing their evaluation and identifying a recommended development plan for the Airport.

Environmental Factors

The master planning process includes an Environmental Overview that examines environmental conditions in the environs of the Airport and provides an overview of how those environmental conditions may impact current and/or future airport development. Data from the Environmental Overview conducted for Collin County Regional Airport in this master plan update will be used to summarize how the alternative development concepts presented for airfield development could impact certain important environmental factors in the Airport area. Based on the preliminary findings of the Environmental Overview, the following environmental factors have been determined to be the most relevant for inclusion in this analysis:

 Floodplains – In airport development, like other types of development, efforts are made to avoid impacting floodplains in order to minimize the impacts of flooding on human safety, health, and welfare; and to restore and preserve the natural and beneficial values provided by floodplains. Development can occur in floodplain areas, including the 100- year floodplain, however, it must be shown that there is no practicable alternative prior to pursuing the development. Typically, fill must be deposited to raise the development area above the floodplain elevation. The potential floodplain impacts of the alternative development concepts on and around the Airport are examined in this analysis through the use of Federal Emergency Management Agency (FEMA) maps.

 Wetlands – Federal, state, and local agencies are typically required to ensure that their actions minimize the destruction, loss, or degradation of wetlands. In addition, these agencies must ensure the protection, preservation, and enhancement of wetlands to the fullest extent practicable during the planning, construction, funding, and operation of transportation projects. If significant wetlands are impacted, mitigation plans must be developed and approved by the U.S. Army Corp of Engineers. All applicable permits

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must also be obtained. The relative wetland impacts that each alternative development concept may have on and around the airport are an important consideration in this analysis and will be identified at a planning-level of detail through the use of National Wetlands Inventory (NWI) maps.

It is important to note that prior to the initiation of any major airport improvement project that requires federal funding, more detailed environmental analysis such as an Environmental Assessment would typically be required. An Environmental Assessment would more accurately define and quantify specific environmental impacts associated with a potential project. The Environmental Overview provides sufficient data to compare the relative impacts of the alternative development concepts to the three environmental factors included in this analysis.

A summary evaluation of the alternative development concepts and their implications to the environmental factors included in this analysis is presented in Table 5-4.

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Table 5-4 Evaluation of Alternative Development Concepts Summary of Environmental Factors

AIRSIDE DEVELOPMENT CONCEPT FLOODPLAINS WETLANDS

Number 1: Maintain Existing Separation No impacts No impacts

Number 2: Taxiway Relocation No anticipated impacts No anticipated impacts

RSA may extend into floodplain associated with the Potential to impact wetlands East Fork of the Trinity River. associated with drainage Number 3: 105 ft. Runway Relocation Potential to impact floodplain ditch currently spanned by associated with drainage ditch the existing runway currently spanned by the existing runway

Runway relocation would RSA may extend into result in MASLR being floodplain associated with the located in/over the East Fork East Fork of the Trinity River. of the Trinity River. Number 4: 400 ft. Runway Relocation Potential to impact floodplain Potential to impact wetlands associated with drainage ditch associated with drainage currently spanned by the ditch currently spanned by existing runway the existing runway

Runway relocation would RSA may extend into result in MASLR being floodplain associated with the located in/over the East Fork East Fork of the Trinity River. of the Trinity River. Potential Number 5: 500 ft. Runway Relocation Potential to impact floodplain to impact wetlands associated with drainage ditch associated with drainage currently spanned by the ditch currently spanned by existing runway the existing runway

Potential to impact floodplain Potential to impact wetlands

associated with drainage ditch associated with drainage Number 6: Realigned Runway currently spanned by the ditch currently spanned by

existing runway the existing runway

Source: Wilbur Smith Associates

The minor floodplain impacts anticipated for several of the development concepts are associated with a drainage ditch that crosses Airport property and flows to the East Fork of the Trinity River. When the existing runway was constructed, a culvert was constructed to span this

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives floodplain area. A similar construction would likely be required in concepts 3, 4, 5 and 6. The potential impacts to the floodplain area in these potential airside development concepts would not be anticipated to be significantly different than the impacts of the current runway configuration.

Based on analysis of NWI maps, it was determined that jurisdictional wetlands associated with the East Fork of the Trinity River and its tributaries could potentially be impacted by several of the airside development concepts. In general, the potential for wetland impacts increases in the runway relocation scenarios as the potential new runway is moved further east of its existing location, however, in each of these scenarios the potential wetland impacts are considered minor in scale. The realigned runway scenario has the potential to result in moderate wetland impacts. Wetland characteristics of the Airport area are described in more detail in the Environmental Overview chapter of the master plan update. Any potential development at the Airport would also require a detailed, on-site wetlands delineation and possible permit coordination with the U.S. Army Corps of Engineers.

In many instances, environmental impacts associated with an alternative development scenario could be mitigated and therefore, the existence of potential environmental impacts does not necessarily preclude any development options examined in this analysis. The relative amount of environmental impacts associated with each alternative development concept, however, is an important consideration in selecting the preferred development alternative and attempting to eliminate and/or mitigate potential negative environmental impacts associated with development at Collin County Regional Airport.

Expansion Potential

The ability of each airside development alternative to accommodate an ultimate runway length of 8,000 feet and other facility expansions is an important consideration in the evaluation of five alternatives identified for Collin County Regional Airport. Table 5-5 summarizes important factors impacting each alternative development concept’s ability to realistically accommodate future facility expansion in an environmentally and economically feasible manner. Alternatives were explored for 1,000-foot extensions to the north and to the south. It should be noted that all extensions to the north, any relocated runway scenario, and the realigned scenario will also require relocating the MALSR lighting system. All extensions to the south will result in the relocation of FM Road 546.

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Table 5-5 Evaluation of Alternative Development Concepts Summary of Expansion Potential

TOTAL WETLANDS/ EARTHWORK TOTAL WETLANDS/ FLOODPLAINS AIRSIDE DEVELOPMENT (EXT. TO EARTHWORK FLOODPLAINS (EXT. TO CONCEPT NORTH) (EXT. TO SOUTH) (EXT. TO NORTH) SOUTH) May result in the runway, associated RSA, and MALSR No anticipated Number 1: Maintain Existing 600,800 CY 223,400 CY impacting areas impacts Separation associated with the East Fork of the Trinity River May result in the runway, associated RSA, and MALSR No anticipated Number 2: Taxiway Relocation 38,800 CY 34,100 CY impacting areas impacts associated with the East Fork of the Trinity River May result in the runway, associated RSA, and MALSR Number 3: 105 ft. Runway No anticipated 272,000 CY 41,700 CY impacting areas Relocation impacts associated with the East Fork of the Trinity River May result in the runway, associated RSA, and MALSR Number 4: 400 ft. Runway No anticipated 218,000 CY 72,500 CY impacting areas Relocation impacts associated with the East Fork of the Trinity River May result in the runway, associated RSA, and MALSR Number 5: 500 ft. Runway No anticipated 890,300 CY 62,000 CY impacting areas Relocation impacts associated with the East Fork of the Trinity River May result in the runway, associated RSA, and MALSR No anticipated Number 6: Realigned Runway 321,500 CY 72,300 CY impacting areas impacts associated with the East Fork of the Trinity River Source: Wilbur Smith Associates

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Preliminary analysis of the alternative airside development concepts indicates that the expansion potential of each is impacted by the direction in which the potential runway extension would occur. In each alternative concept, the relative earthwork requirements and potential wetlands/floodplain impacts of a northerly runway extension are anticipated to be greater than the impacts of a southerly extension. The topography of the area beyond the northern end of the existing runway as well as its location relative to wetlands and floodplains associated with the East Fork of the Trinity River and its tributaries are the primary factors impacting a potential northerly extension. The northerly extension scenarios would require a relocation of the Airport’s existing MALSR lighting system which may require that the MALSR extend over/through the East Fork of the Trinity River, a potentially significant impact. In addition, these scenarios may result in the runway and associated RSA impacting floodplain areas associated with the river. The degree of impact to floodplains associated with the realigned runway scenario would be anticipated to be slightly less than the other alternatives.

More detailed analyses of both earthwork requirements and wetland/floodplain impacts would be required prior to any runway extension project; however, this preliminary analysis indicates that a runway extension to an ultimate length of 8,000 feet appears to be possible in each alternative development concept with varying degrees of impact.

Implementation Feasibility

Implementation feasibility relates to the likelihood that each alternative development concept, if selected as the preferred concept, could be successfully implemented given political and public support as well as other factors that may impact development at Collin County Regional Airport. In addition, this evaluation criterion also relates to the ability of each airside development concept to accommodate the ultimate development needs of the Airport. The discussion of expansion potential will be based on each concept’s ability to not only address the long-term facility requirements identified for the Airport in the master plan update, but to also have the long-term flexibility to accommodate unforeseen facility needs at Collin County Regional Airport.

In contrast to the previous factors examined in this evaluation, implementation feasibility is a qualitative, rather than quantitative, measure. In addition, it can fluctuate over time as political and public sentiment regarding Airport development projects may change. Given these considerations, the evaluation of each alternative development concept with regards to implementation feasibility represents a “snap-shot” in time comparison of qualitative factors relating to the overall viability of each scenario.

Although there are a number of factors that could impact the implementation feasibility of each alternative development concept, in addition to the other evaluation criteria previously examined, the primary factors examined in this analysis include aircraft noise and potential impacts to Airport-area planning, land use, and zoning. These are some of the major types of impacts that affect Airport-area residents and could lead to community opposition to proposed development scenarios.

The overall implementation feasibility of each alternative development concept is summarized in Table 5-6.

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Table 5-6 Evaluation of Alternative Development Concepts Summary of Implementation Feasibility

AIRSIDE DEVELOPMENT CONCEPT IMPACTS TO IMPLEMENTATION FEASIBILITY

Number 1: Maintain Existing Separation None

Number 2: Taxiway Relocation Loss of apron areas, impact to on-airport businesses.

Would shift approach and departure paths and the extended runway centerline approximately 105 feet to the east, Number 3: 105 ft. Runway Relocation potentially resulting in relatively minor changes to the Airport’s impacts on airport-area residents.

Would shift approach and departure paths and the extended runway centerline approximately 400 feet to the east, Number 4: 400 ft. Runway Relocation potentially resulting in minor changes to the Airport’s impacts on airport-area residents.

Would shift approach and departure paths and the extended runway centerline approximately 500 feet to the east, Number 5: 500 ft. Runway Relocation potentially resulting in minor changes to the Airport’s impacts on airport-area residents.

Would significantly change the approach and departure paths and the extended runway centerline thereby impacting airport area residents that have not previously been impacted by Number 6: Realigned Runway airport operations. Could go against compatible land use planning that has been implemented based on current runway alignment.

Source: Wilbur Smith Associates

As shown in Table 5-6, scenarios in which the runway is relocated to the east of its existing location while maintaining the current alignment would not be anticipated to result in significant changes to the characteristics and nature of aircraft overflight in the Airport area. While these runway relocation scenarios may result in minor changes to flight patterns and areas of overflight, the impacts would be anticipated to occur in areas that are currently being impacted by existing conditions at the Airport, minimizing the new and/or net affects of the potential runway relocations.

In the realigned runway scenario, aircraft overflight characteristics in the Airport area would be significantly altered and areas that haven’t previously experienced aircraft overflight would likely be impacted by aircraft activity. In addition, the realigned runway scenario represents a

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Collin County Regional Airport Chapter 5: Airport Master Plan Update Airside Development Alternatives significant departure from previous planning studies conducted for the Airport which, in some cases, have been the basis for Airport-area planning, zoning, and land-use recommendations. To the extent that they have chosen to implement compatible land-use planning, the City of McKinney and other Airport-area municipalities have been able to minimize negative impacts associated with the Airport and its operations by planning for Airport activity based on its existing runway configuration and operating characteristics. Any change to the runway alignment may not only result in significant changes to Airport-area planning and zoning in several municipalities, but it could also have negative impacts on municipalities that have consistently implemented pro-active planning with regard to the Airport and benefit of municipalities, and their residents, that have pursued development that is not or may not necessarily be compatible with the Airport.

In each alternative development concept, impacts to Airport-area residents are anticipated. The relative difference among the various concepts relates to the degree to which existing operational characteristics at the Airport are changed and whether those changes impact areas that previously had not been impacted or planned/zoned to be compatible with Airport activity based on previous planning efforts for Collin County Regional Airport. The findings of the Part 150 Study and its recommended voluntary flight paths could be applicable to each of these development scenarios. Implementation of the Part 150 Study’s recommendations may mitigate potential impacts associated with existing and future Airport activity.

Summary Evaluation of Alternative Development Concepts

The evaluation of alternative development concepts is summarized in Table 5-7. It should be noted that some of the evaluation criteria used in this analysis required subjective interpretation while others were based on objective analysis of data. The summary data presented in Table 5- 7 is intended to facilitate the comparison of alternative development concepts and their relative impacts in regards to the established evaluation criteria. It is also important to understand that no one specific evaluation criteria or impact represents a “fatal flaw” for any of the development concepts. Instead, it is important to examine each concept in the broad context of each evaluation criteria and compare the relative impacts of each.

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Table 5-7 Summary Evaluation of Alternative Development Concepts

Operational Economic Environmental Impl. Stnds. Wind Airspace Twy Flex. Prp. Acq. Infr. Exc/Fill Fldplns Wetlands Feasibility Concept 1

Concept 2

Concept 3

Concept 4

Concept 5

Concept 6

Legend: No anticipated negative impacts

Potential negative impacts

Anticipated significant negative impacts

Source: Wilbur Smith Associates

Key points relative to each airside development concept that were identified as a result of the evaluation conducted in this analysis, as well as planning level-of-detail project costs estimates for each scenario, can be summarized as follows:

 Airside Development Concept 1 – A primary goal of the master plan update and potential facility development at Collin County Regional Airport is to bring the Airport into compliance with all applicable safety and design standards. This concept would not address the Airport’s current non-standard runway/taxiway separation or runway safety areas. Because of the relatively minimal facility improvements and development included in this concept, its potential economic and environmental implications are minor and no order-of-magnitude project costs were estimated for this development scenario.

 Airside Development Concept 2 – Relocation of the taxiway 100 feet to the west would address runway/taxiway separation standards. In this scenario runway safety area improvements would also be completed. The financial and environmental implications of this scenario would be anticipated to be minimal due to the limited construction impacts. However, this scenario would significantly impact existing Airport infrastructure by making a large portion of existing apron areas unusable as a result of the new taxiway location and its associated taxiway safety areas. In addition, this scenario would not provide a potential back-up runway as some of the other development scenarios would.

The estimated development cost of Airside Development Concept 2 is approximately $14.8 million. While the infrastructure development costs associated with relocating the 7,000-foot taxiway 100 feet west of its current location are comparatively low when compared to the relocated runway scenarios, because of building restriction lines and

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taxiway safety areas, this scenario would require the demolition and replacing of several existing airport buildings. Portions of six existing t-hangar buildings and the entire FBO terminal/administration building are located within 745 feet of the existing runway centerline which could potentially make them obstructions to FAR Part 77 surfaces and/or taxiway safety areas. In order to comply with FAA design standards and to provide sufficient taxilane access to existing and future airport buildings, these buildings would need to be demolished and replacement buildings and aprons would need to be constructed in different locations if this scenario was pursued. The costs of demolition and replacement of these facilities is estimated at approximately $10 million.

 Airside Development Concept 3 - The construction impacts associated with the 105- foot runway relocation would require the closure of the existing runway during construction of the replacement runway, potentially closing the Airport to aviation activity for significant periods of time. Upon completion, this design concept would not allow for the Airport’s parallel taxiway to operate as a back-up runway for periods of maintenance on the new runway. This concept would improve the Airport’s compliance with applicable safety and design standards.

Total costs of Airside Development Concept 3 are estimated at approximately $11.2 million. Key cost components for this project include the construction of a replacement runway approximately 105 feet east of the existing runway and the relocation of precision approach/MALSR equipment to the replacement runway. As result of relocating the runway, no existing Airport buildings will need to be demolished and replaced in order to meet Part 77 and other safety standards.

 Airside Development Concept 4 - The 400-foot runway relocation scenario would address non-standard runway/taxiway separation and runway safety area conditions with moderate economic and environmental implications. This scenario also provides long-term flexibility and expansion potential by providing a backup runway as well as maximizing the long-term use of existing apron areas on the west side of the airfield area.

Estimated development costs of Concept 4 are approximately $14.1 million. The difference in estimated construction costs between Concept 3 and Concept 4 is primarily driven by additional land acquisition, excavation, and paving costs associated with Concept 4. Similar to Concept 3, in this development scenario no existing Airport buildings would need to be demolished and replaced.

 Airside Development Concept 5 – Constructing a new runway that is located 500 feet east of the existing runway would address the Airport’s non-standard runway/taxiway separation and runway safety area conditions. However, this concept requires significantly more earthwork than other alternatives which could result in potential financial and environmental impacts that may be greater than in other development concepts.

As a result of increased excavation, embankment, and land acquisition costs, the estimated development cost of Concept 5 is approximately $24.9 million. Because of the existing terrain in the project area, approximately $8.0 million in additional earthwork

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is required in this concept as compared to Concept 4 in order to meet site grading requirements associated with relocating the runway approximately 500 feet east of the existing runway. The operational impacts to the Airport of relocating the runway 500 feet east of the existing runway as opposed to 400 feet in Concept 4 are negligible when compared to the increased costs associated with Concept 5.

 Airside Development Concept 6 – The runway relocation and realignment included in this alternative development concept would require more property acquisition and earthwork than other alternatives. Although this concept would address all compliance issues with safety and design standards, it would significantly change the nature of airport operations and may negatively impact communities and residences located proximate to the Airport that have pursued compatible land use and zoning based on the existing Airport configuration or have not experienced aircraft over flight in the past.

Similar to Concept 5, increased land acquisition requirements and existing terrain conditions in the proposed project area associated with Airside Development Concept 6 impact the estimated project costs of this development scenario. Estimated development costs of Airside Development Concept 6 are approximately $29.7 million.

A summary of the order-of-magnitude cost estimates developed for each airside development concept is presented in Table 5-8.

Table 5-8 Evaluation of Alternative Development Concepts Summary of Planning Level-of-Detail Cost Estimates

AIRSIDE DEVELOPMENT CONCEPT ESTIMATED PROJECT COST

Number 1: Maintain Existing Separation No Infrastructure Development Costs

Number 2: Taxiway Relocation (including building demolition, relocation, and $14,800,000 replacement)

Number 3: 105 ft. Runway Relocation $11,200,000

Number 4: 400 ft. Runway Relocation $14,100,000

Number 5: 500 ft. Runway Relocation $24,900,000

Number 6: Realigned Runway $29,700,000

Source: Carter Burgess

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The costs presented in Table 5-8 were developed using a unit cost approach in which per-unit prices were estimated for project components such as land acquisition, excavation, paving, lighting, drainage, road relocation, NAVAID relocation, and others and the unit-prices were applied to the required quantities identified for each specific development scenario. In addition, estimates of engineering, testing, surveying, construction management, and contingencies are included. These estimates represent planning level-of-detail estimates of potential project costs and the actual cost of any of these scenarios may be significantly different than the estimates presented in the table. The goal of developing these cost estimates is to provide an order-of- magnitude cost estimate for each scenario, using the same methodologies and unit costs, in order to provide an additional means of comparison between the scenarios.

Based on the findings of the evaluation of alternative development concepts; discussion with project advisory committees; and Airport tenants, users, and staff; Alternative Development Concept 4 has been selected as the preferred development concept. No single factor included in this evaluation resulted in the selection of this alternative, nor eliminated other scenarios from consideration. Based on the composite findings of this analysis, it was common consensus that Alternative Development Concept 4 addressed non-standard design issues in an economically and environmentally feasible way while promoting long-term facility flexibility and expansion potential. The preferred airside development concept is examined in detail in the following section.

Preferred Airside Development Concept

Airside Development Concept 4, selected as the preferred airside development concept following an evaluation of alternatives, is presented in Exhibit 5-6. It is important to note that once this alternative was selected as the preferred airside development concept, the conceptual drawing summarizing this scenario (presented as Exhibit 5-4 in this chapter) was further refined to more accurately reflect the nature of the proposed development and to provide a means for evaluating the proposed runway extension.

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Key components of the preferred airside development concept depicted in Exhibit 5-6 include the following:

 Construction of relocated runway approximately 400 feet east of existing Runway 17/35. During the construction of the new runway the existing runway will remain operational.

 Following the construction of the relocated runway, the existing runway will become a full-length parallel taxiway. The taxiway will be capable of operating as a back-up runway to accommodate Airport activity during periods when the relocated runway must be closed for maintenance and/or during emergencies.

 Construction of another parallel taxiway located approximately 400-feet east of the relocated runway. This taxiway and its associated access taxiways will provide long- term development opportunities on the eastern portion of the Airport.

An important consideration in the pursuit of this preferred airside development concept is accommodating an ultimate runway length for the relocated runway of 8,000 feet. For the purposes of the master planning process, the 1,000-foot extension will be shown for the south end of the relocated runway with a corresponding extension to the future taxiways. The recommended runway extension would minimize potential environmental impacts to the East Fork of the Trinity River and associated floodplains. The southerly runway extension would move the runway threshold closer to residential areas located south of the Airport and may result in some aircraft flying at marginally lower altitudes over these areas during their approach, however, it would not be anticipated to change the departure characteristics of the majority of aircraft departing the Airport to the south.

A benefit of the preferred alternative is the long-term flexibility that it may provide should there be an unanticipated increase in future operational levels at the Airport. This master plan update recommends the development of a full-parallel taxiway east of the relocated runway. Should there be an unanticipated increase in aircraft operations at Collin County Regional Airport, a future master plan could examine the need for the construction of a parallel runway instead of a taxiway on the east side of the airfield. The potential construction of a parallel runway would allow for simultaneous aircraft operations and result in a two runway system at the Airport.

Existing demand and projected future activity levels do not warrant the operation of a two runway system at Collin County Regional Airport, therefore, the following projects would need to be completed prior to pursuing such a system:

 Completion and approval of a new airport master plan to address a multiple runway system

 Documented need and approved justification for capacity enhancing projects at the Airport

 Completion of an environmental assessment examining the potential implications of such a project

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 Completion of a benefit-cost analysis and other documents required by regulating agencies

Although the simultaneous operation of two runways at the Airport is not currently justified nor recommended in this master plan update, the preferred development scenario would not preclude the development of a two-runway system to meet market demand should the need arise.

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Introduction

The master plan update has identified airside and landside facility requirements for Collin County Regional Airport based on projected growth in aviation activity at the Airport and other trends impacting McKinney, Collin County, and the Metroplex. The preferred airside development concept for Collin County Regional Airport was identified in Chapter Five. Key components of the recommended airside development include the following:

 Relocation of Runway 17/35 approximately 400 feet east of the existing runway in order to meet FAA runway/taxiway separation design standards

 The construction of an east side, full-length parallel taxiway with a runway centerline and taxiway centerline separation of at least 400 feet

 Ultimate extension of the relocated runway to approximately 8,000 feet

 Ultimate extension of the former runway to 8,000 feet corresponding to the length of the relocated runway while maintaining it as a full-length parallel taxiway that can also function as a back-up runway during periods of maintenance on the relocated runway

Exhibit 6-1 illustrates the preferred airside development concept at Collin County Regional Airport.

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives

In the context of the preferred airside development concept, landside development scenarios at Collin County Regional Airport will be examined in following sections. Landside development scenarios will be evaluated to determine their ability to accommodate landside facility requirements identified for the Airport over the master plan update’s the 20-year planning period. Two important considerations in the development of the conceptual layouts of future landside facilities at Collin County Regional Airport include the following:

 Property Acquisition  Existing and Future Airfield Design Standards

These factors and their potential impacts on future landside development at the Airport are discussed in the following sections.

Property Acquisition

Future landside development at Collin County Regional Airport may require the acquisition by the Airport of additional property in the Airport area. While the ultimate development of each Airport area will be dependent on identified demand for specific facilities, in the planning process it is important to examine a variety of development scenarios and determine their likely implications to existing airport property and future property acquisition needs. In addition, other factors and planned development in the Airport environs, such as roadway development and thoroughfare planning, may also impact the Airport’s future property acquisition plans. The specific property acquisition requirements for individual airport development areas will be discussed in more detail in following sections as those areas are described and conceptual layout plans for them are presented.

Airfield Area Design Standards

An important consideration in the examination of conceptual layouts for airport development areas is their impact on airfield area design standards and safety areas. The preferred airside alternative includes the relocation of Runway 17/35 approximately 400 feet east of its existing location. After the runway is relocated, many airfield area design standards and safety areas will shift in a corresponding fashion. Prior to the runway relocation project, all landside development at the Airport must meet the applicable design standards of the existing runway and taxiway location, including but not limited to the following:

 Part 77 Surfaces  Building Restriction Line  Runway Primary Surface  Runway Safety Area  Runway Protection Zones  Taxiway Safety Areas

The conceptual layout plans depicted in this chapter represent maximum build-out of some airport development areas. It is important to note that some of the landside development shown, primarily the eastern-most areas included in the airport development areas west of the airfield, could not be completed until the runway relocation project had been completed and

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives airfield area design standards and safety areas are applied to the relocated runway. Although depicted in the conceptual layouts presented in this chapter, any landside development shown that does not meet design standards and safety areas associated with the current location of Runway 17/35 would not be completed until the runway has been relocated and appropriate examination has been conducted to show that potential landside developments do not impact any design standards, safety areas, and/or height restrictions associated with the relocated runway.

The potential impacts that airfield area design standards may have on potential landside development in the Airport Development Areas identified in this analysis will be discussed in greater detail in the following sections.

Airport Development Areas

To facilitate the discussion of future landside facility development at Collin County Regional Airport, several potential Airport development areas have been identified and will be discussed individually. The airport development areas identified for use in this analysis, their characteristics, and their intended roles, are as follows:

 Central Airport Development Area –development to support the future construction of upscale, large and mid-size hangars

 Southwest Airport Development Area – new development area intended to accommodate the facility needs of potential future aircraft services and corporate aviation tenants

 Northwest Airport Development – new development area intended to accommodate future general aviation development including nested T-hangar buildings and box hangars as well as potential new general aviation support facilities

 East Airport Development Area – long-range development on east side of future airfield area to be supported by a new full-length parallel taxiway and new landside access roads

The location of these landside development areas are graphically depicted in Exhibit 6-2. Conceptual landside development plans are presented for these areas in the following sections.

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It is important that recommended landside development plans identified for these development areas promote long-term flexibility to allow them to accommodate unforeseen development opportunities that may arise. In addition, the recommended landside development plans should identify the existing and future functional roles of development areas and promote safety and efficiency by recommending the shared use of existing or future facilities by common components of the Airport’s tenant and based aircraft mix. Landside development is typically not pursued until a tenant or specific user has been identified or until sufficient demand exists. The landside development scenarios examined in the following analysis may look at the ultimate development potential of Airport areas, however, the development depicted may or may not actually be pursued during the 20-year planning period of the master plan update.

Central Airport Development Area

Most existing landside facilities at the Airport are centrally located on the west side of the airfield area, in an area defined in this analysis as the Central Airport Development Area. The following existing Airport facilities are located in the Central Airport Development Area:

 Airport administration offices  FBO facilities  Corporate aviation tenants  General aviation hangars  Air Traffic Control Tower  Aircraft service providers

National trends and Airport-specific projections of aviation demand at Collin County Regional Airport both call for significant long-term growth in corporate aviation activity. The Airport’s location relative to the Dallas-Fort Worth Metroplex and many corporate headquarters locations, as well as capacity and development constraints at other airports in the Metroplex, is anticipated to attract corporate aviation tenants to Collin County Regional Airport over the study period. Undeveloped areas exist in the Central Airport Development Area to accommodate a significant amount of corporate aviation development at the Airport.

The master plan update proposes that in-fill development be pursued in the Central Airport Development Area and that future landside development in this area should focus on aircraft storage facilities, specifically large and mid-sized corporate general aviation hangars. These additional corporate hangars are intended to accommodate anticipated growth in the Airport’s based corporate aircraft fleet, however they should only be constructed when specific demand warrants. Exhibit 6-3 depicts a conceptual layout of future landside development in this area.

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives

As shown in the conceptual layout, this development area is roughly bisected by Industrial Boulevard. Conceptual landside development north of Industrial Boulevard includes construction of mid-sized corporate aviation hangars, each having an approximate area of between 11,000 and 13,000 square feet. New hangars developed in this area would be similar to the existing Crossmark and McKinney Aerospace hangars. Depending on ultimate layout and design, six to eight additional mid-sized corporate general aviation hangars could be developed in the Central Airport Development Area north of Industrial Boulevard.

The southern portion of the Central Airport Development Area is a suitable location for the construction of large hangars, facilities of 20,000 square feet or more. The conceptual layouts developed for this area in the master plan update illustrate the development of several large facilities each having roughly 50,000 square feet of developable space and associated apron areas. Individual hangars constructed in this area would likely range in size from 20,000 square feet to 40,000 square feet.

Conceptual plans for this area include significant amounts of open space suitable for landscaping, parking, and other ancillary considerations that may suit the needs of larger corporate aviation departments. Depending on the ultimate layout and design of facilities located in this area, additional mid-sized corporate aviation hangars could also be constructed. In general, however, the southern portion of the Central Airport Development Area should be reserved to accommodate corporate aviation departments requiring large facilities and wanting the benefits of open-space and “curb appeal.”

Based on facility requirements identified for the Airport in the master plan update, a new, joint air traffic control tower/Airport administration building/general aviation terminal building/ARFF complex should also be planned for the Central Airport Development Area. This area’s central location on the airport and excellent roadway access would be ideal for the potential development of this type of facility. Furthermore, a location west of the airfield would be the safest and most efficient option for allowing the air traffic control tower to monitor aircraft traffic in the Airport’s typical traffic pattern which is in the airspace east of the Airport.

It is important to note that the preferred airside development concept would allow for the construction of additional paved apron area, extending east of the current apron area, to support aircraft movement and parking in the Central Airport Development Area. In addition, existing apron and aircraft parking areas may require reconfiguration to meet design standards as well as to maximize their safety and efficiency.

Property acquisition required to support conceptual landside development scenarios in the Central Airport Development Area includes parcels on the western edge of the Airport, located both north and south of Industrial Boulevard. North of Industrial Boulevard, the Airport should acquire land and extend its western border to allow for the construction of a perimeter access road. At an appropriate time, the City should ensure that property west of the existing Airport property boundary, extending to the Airport Drive right-of-way, is purchased by the Airport or is zoned for aviation-compatible development which could include commercial, retail, office space, and/or light industrial. South of Industrial Boulevard, planned property acquisition should include and area that aligns the future western Airport property line in this area with the Airports future property line north of Industrial Boulevard in the Central Airport Development Area. This acquisition would straighten and simplify the Airport property line in this area and allow for

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives additional infill development west of the planned corporate hangar development next to the Texas Instruments hangar.

Southwest Airport Development Area

Existing, planned, and potential future tenants that provide aviation-related industrial type activities at Collin County Regional Airport may benefit from being co-located in a common development area. These types of tenants frequently provide mutually supporting services and often require similar infrastructure to support their operations. The development of a new FBO area is also being planned in this development area.

An airport-owned parcel of land located on the west side of the Airfield, south of existing landside facilities, provides ample access to airside facilities and existing roadway and utility infrastructure to support tenants providing aircraft services. A conceptual development scenario for this parcel of land is depicted in Exhibit 6-4.

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives

Conceptual layouts of the Southwest Airport Development Area include hangars ranging in size from approximately 10,000 square feet to 20,000 square feet with sufficient landside access and parking to accommodate aircraft services tenants, their employers, and customers. In addition, a commercial office building is shown which could be developed to support one or more of the potential aircraft services tenants located in the Southwest Airport Development Area. The Airport currently owns all property included in this development area and no further property acquisition would be required to support the landside development depicted in the conceptual layouts.

It is important to note that initial landside development in this area must not impact airfield area design standards and safety areas associated with the current location of Runway 17/35. However, upon the construction of the relocated runway approximately 400 feet east of its current location and the subsequent shift of its associated safety areas, additional landside development could occur in areas that had previously been impacted by safety areas and design standards associated with existing Runway 17/35.

Northwest Airport Development Area

General aviation activity conducted by private pilots who may be flying for business or pleasure will continue to be an important component of activity at Collin County Regional Airport through the planning period. Continued demographic growth in the Metroplex and Collin County will likely result in an increased demand for general aviation hangar storage facilities at the Airport. Furthermore, as the number of based general aviation aircraft increases at the Airport, there would likely be a corresponding increase in the demand for typical FBO services. The area identified as the Northwest Airport Development Area is intended to accommodate future landside development and accommodate general aviation needs.

The Northwest Airport Development Area is an ideal location for general aviation hangar facilities. This potential location provides roadway access to existing Airport roadways and/or the planned Airport Drive. In addition, this area provides excellent airside accessibility that also minimizes interaction between smaller general aviation aircraft and larger corporate jet aircraft during taxiing. In addition, sufficient airside access and ramp space could be reserved and/or developed to accommodate a second Airport FBO.

General layout concepts for landside development in the Northwest Airport Development Area are presented in the following exhibits:

 Exhibit 6-5  Exhibit 6-6  Exhibit 6-7  Exhibit 6-8

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives

Much of the landside development depicted in the conceptual layouts of the Northwest Airport Development Area is intended to support the aircraft storage needs of general aviation aircraft owners. Nested T-hangar units and smaller box hangar facilities typically meet the storage needs of pilots owning single-engine and small twin engine general aviation aircraft. Should the demand arise, this area could also support the construction of additional large hangars and/or corporate aviation facilities with access to planned Taxiway C. Efficient development of aircraft storage facilities and supporting infrastructure could provide storage capacity for hundreds of additional general aviation aircraft. Similar to other airport development areas, initial landside development in this area must not impact airfield area design standards and safety areas associated with the current location of Runway 17/35. However, upon the construction of the relocated runway, additional landside development could occur in areas that had previously been impacted by safety areas and design standards associated with existing Runway 17/35.

While the nature of Airport activity at Collin County Regional Airport is not anticipated to change significantly in the near-term, the strong economic and demographic growth trends experienced in the McKinney-area may have long-term implications to the Airport. The potential exists for a wide variety of aviation-related development to occur at the Airport over the 20-year planning period of the master plan update. The area identified as the Northwest Airport Development Area should be developed in a manner that provides the Airport with sufficient flexibility to accommodate various aviation-related development scenarios. Although the air service analysis conducted for the Airport and presented as Appendix A of the master plan update identified that it is unlikely that Collin County Regional Airport could attract scheduled commercial service to the Airport, the master plan update should examine conceptual plans for a passenger terminal to accommodate passenger service activities by either on-demand/charter operators or scheduled commercial airlines.

The City of McKinney and the Airport would need to decide to actively pursue commercial air service as well as change the role and vision of the Airport in order for any type of scheduled airline service to be initiated at the Airport. Furthermore, the air service analysis identified a number of factors that limit Collin County Regional Airport’s potential for scheduled commercial air service in the future. Some of the factors identified in the air service analysis include the following:

 There are metro areas larger than Dallas that do not support more than one commercial service airport

 Small communities that have obtained first time airline service have done so only through subsidies (either EAS or from the community itself)

 Overall, the airline industry is in a cost cutting mode in an effort to stem losses and generally not looking to expand service

 Collin County Regional Airport’s market is not that similar to other markets where low- fare carriers have initiated service. The smallest markets have subsidized the new service

 Proximity of existing/competing air service at DFW and DAL

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives

 American Airlines dominant position and control of market share in the region

 Lack of physical facilities at McKinney Municipal means the new carrier would bear all the infrastructure development costs

 Dallas market isn’t currently large enough to support a third commercial service airport

Should the need for the development of a passenger terminal and associated support facilities arise to accommodate scheduled air carrier traffic or on-demand charter carriers, as feasible, parcels in the Northwest Airport Development Area should be reserved to accommodate this type of development.

To support the development of future landside facilities in the Northwest Airport Development Area, the Airport would need to acquire additional property. The ultimate boundary of Airport property in this area should align with the ultimate western property border identified for the Central Airport Development Area and the northern property boundary in this area should roughly aligned with the northern end of Runway 17/35. Should the development of passenger terminal facilities be pursued in this area, additional property north and/or west of the future property line may need to be acquired.

East Airport Development Area

The preferred airside development concept recommends the construction of a full-length parallel taxiway located east of the relocated runway. From centerline to centerline, the runway/taxiway separation between the eastside taxiway and the relocated runway should measure at least 400 feet. The long-term goal of this recommendation is to provide infrastructure to support the development of future aviation-related facilities on the eastside of the airfield. Near-term development at Collin County Regional Airport should continue to focus on areas west of the airfield, where feasible. When facility development has been maximized on the west side and/or a potential tenant’s facility requirements can not be accommodated, facility construction should be initiated in the East Airport Development Area.

Preliminary development concepts for the eastside development area are presented in the following exhibits:

 Exhibit 6-9  Exhibit 6-10

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Collin County Regional Airport Chapter 6: Airport Master Plan Update Landside Development Alternatives

Landside development in the East Airport Development Area would only be anticipated to occur after the Central, Southwest, and Northwest Airport Development Areas have been fully developed or do not provide sufficient land areas to accommodate the needs of specific tenants or users. To accommodate airside and landside development in the East Airport Development Area, the Airport’s acquisition of a parcel of land with an area of approximately 85 acres is recommended. Once acquired, the property would be sufficient to accommodate the development of an east side parallel taxiway as well as future landside facilities such as aviation-related business tenants, corporate hangars, and general aviation aircraft storage facilities. Acquisition of this land should be planned and pursued in the near-term to protect it from incompatible development and/or acquisition by another party. A conceptual layout of the East Airport Development Area that illustrates the potential for development if additional property is acquired in the area is also presented.

Summary of Recommended Landside Development

The conceptual layouts in this analysis illustrate potential landside development options for the Airport over the planning period. Each airport development area is envisioned to support the landside facility needs of specific component(s) of the Airport’s user base. Collectively these development areas can support a wide range of future development needs. The needs of aircraft services tenants, FBOs and other aviation-related businesses, corporate flight departments, and general aviation aircraft owners are addressed in the conceptual layouts. In addition, sufficient land areas are reserved to accommodate unforeseen development opportunities should they arise and want to be pursued by Collin County Regional Airport and the City of McKinney.

The Airport currently owns all property in the Southwest Airport Development Area. In the other airport development areas, additional property acquisition is required in order to accommodate the conceptual layouts depicted in this chapter. The conceptual layouts developed in this analysis illustrate that if the property is acquired, airport development areas on the west side of the airfield can ultimately accommodated almost 250 nested T-hangar units and over 100 other hangar buildings. The nested T-hangar units would be anticipated to accommodate one aircraft per unit. The other hangar buildings, ranging in size from approximately 10,000 square feet to 30,000 square feet, could accommodate a varying number of aircraft based on tenant preference. In general, the conceptual layouts depict sufficient landside development potential to ultimately accommodate the landside development needs and aircraft storage requirements of the Airport through the planning period.

It should be noted that because of airfield area design standards and safety areas associated with the current location of Runway 17/35, certain landside facilities shown in the conceptual layouts could not be constructed until the relocation of the runway has been completed. In addition, most landside facilities depicted on the conceptual layouts will not be developed until an identified need exists for them, and in most cases the development of hangars and buildings will be privately funded. The Airport’s role in supporting most potential landside development will be primarily focused on providing the infrastructure needed to accommodate a potential tenant’s needs, such as taxiways, utilities, or landside access.

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

Introduction

Council for Environmental Quality (CEQ) §1501.2 states, “Agencies shall integrate the NEPA [National Environmental Policy Act] process with other planning at the earliest possible time to insure that planning and decisions reflect environmental values, to avoid delays later in the process, and to head off potential conflicts.” This overview is intended to identify the environmental conditions within the Airport area so that they may be considered in the development of proposed improvement projects. Those projects that are not categorically excluded from further environmental review will require additional evaluation, which could result in the completion of an Environmental Assessment in compliance with NEPA guidelines and regulations.

FAA Order 5050.4A, Airport Environmental Handbook, lists the types of airport projects that typically generate the need for an Environmental Assessment to secure federal participation for the project. While the environmental requirements are less stringent for general aviation airports, several of the proposed development projects anticipated at Collin County Regional Airport would trigger an Environmental Assessment including a relocated runway or a major extension of the existing runway. Land acquisition in association with a major runway project and the construction of or the relocation of a public road can also trigger an Environmental Assessment. It is anticipated that an Environmental Assessment will be required prior to federal funds being utilized such projects

This environmental overview was conducted according to FAA Order 5050.4A, Airport Environmental Handbook, which presents guidelines for 20 environmental categories, as follows:

 Noise  Compatible Land Use  Social Impacts  Induced Socioeconomic Impacts  Air Quality  Water Quality  Department of Transportation Act, Section 4(f), Recodified at 49 U.S.C., Subtitle I, § 303  Historic, Architectural, Archaeological, and Cultural Resources  Biotic Communities  Endangered and Threatened Species of Flora and Fauna  Wetlands  Floodplains  Coastal Zone Management Program  Coastal Barriers  Wild and Scenic Rivers  Farmland  Energy Supply and Natural Resources  Light Emissions  Solid Waste  Construction Impacts

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

Since the publication of the FAA Order 5050.4A, Airport Environmental Handbook, two additional categories have been included for consideration in environmental documents: potential cumulative impacts and Environmental Justice impacts. These categories are also evaluated in this chapter.

Presented in this chapter are potential environmental concerns that may result from development alternatives being considered at the Airport. These alternatives include the extension of Runway 17/35; realignment or relocation of the runway; hangar area development; and the clearing/grading, road relocation, and land acquisition that may be necessary for these improvements. While this analysis covers the same topics as an Environmental Assessment, its purpose is to identify potential impacts. This information will be used in alternative analysis and can also serve as the starting point for developing a follow-on workscope for the actual Environmental Assessment, once an alternative has been selected.

Noise

The Collin County Regional Airport is currently in the process of completing a Federal Aviation Regulation Part 150 Study to address noise concerns and land use compatibility issues in the vicinity of the Airport. The background data and preliminary findings of this study provide a detailed assessment regarding the potential impact of noise to the Airport’s environs.

The FAA’s Integrated Noise Model (INM) Version 6.0 was used to evaluate the noise impacts of the development alternatives. Following is a summary of the physics and measurement of noise, noise modeling procedures, general assumptions that were considered in the modeling process, and the existing (2002) and projected (2007) noise levels at the Airport.

Physics and Measurement of Noise

Physically, sound and noise are the same; however, noise is typically defined as unwanted sound. Whether a sound is considered to be a noise is subjective determination made by the receiver (listener). Sound is measured by its pressure or energy. When a source produces sound, it introduces vibrations into the air causing fluctuations in atmospheric pressure. The unit of measure for this energy is the decibel (dB), which measures the difference between atmospheric pressure with no sound and the total atmospheric pressure. Because decibels are logarithmic, they cannot be summed to produce a total. For example, two 70 dB sources together produce a total energy sound energy of 73 dB. When the decibel level increases by ten, the perceived sound is twice as loud. The decibel scale from zero to 120 includes most of the range of the typical daily sounds, as displayed in Table 7-1. Two important factors influencing noise perception are frequency and duration. Frequency refers to the pitch of the sound and is measured in cycles per second, or Hertz. Duration refers to the length of a particular noise event or series of events.

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Table 7-1 Common Sound Levels

DECIBELS COMMON AIRCRAFT SOUND LEVEL COMMON SOUND LEVEL

110 B-747 takeoff at 2 miles Rock band 100 DC-10 takeoff at 2 miles Gas lawn mower at 3 feet 90 B-727 takeoff at 2 miles Garbage disposal at 3 feet 80 Lear Jet takeoff at 2 miles Shouting at 3 feet 70 DASH-8 takeoff at 2 miles Normal speech at 3 feet 60 DASH-6 takeoff at 2 miles Large business office 50 Piper Twin Comanche takeoff at 2 miles Dishwasher in next room 40 Conference room 30 Bedroom at night 20 Recording studio 10 Threshold of hearing

Use of DNL as a Standard Descriptor for Aviation Noise

In 1979, the FAA designated a single methodology for measuring and describing noise in accordance with the Aviation Safety and Noise Abatement Act. In 1981, the FAA formally adopted day-night average sound level (DNL) as the single system for determining the exposure of individuals to airport noise. According to the FAA, DNL is the most widely accepted descriptor for aviation noise based on the following characteristics:

 DNL is a measurable quantity.

 DNL is relatively easy to understand and use for airport planners and the public who are not familiar with acoustics or acoustical theory.

 DNL provides a simple method to compare the effectiveness of alternative airport scenarios.

 DNL is a “figure of merit” for noise impacts that are based on community reactions to environmental noise.

 DNL is the best measure of noise exposure for identifying significant impacts on the quality of the human environment.

 By Federal interagency agreement, DNL is the best descriptor of all noise sources for land use compatibility planning.

 DNL is the only metric with a substantial body of scientific survey data on the reactions of people to noise.

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DNL is the 24-hour average sound level, in decibels, obtained from the accumulation of all sound events. This includes the addition of a 10-decibel penalty for sounds occurring at night between 10 PM and 7 AM. The weighting of nighttime events accounts for the usual increased interfering effects of noise during the night when ambient levels are lower.

Noise Contour Generation

The noise contours presented in the following sections were generated using the INM Version 6.0. This model is the FAA’s state-of-the-art computer model for predicting noise impacts that occur as a result of aircraft operations. The INM program will predict the values or contours of equal noise exposure for select points on the ground. The FAA currently requires three different DNLs (65, 70, and 75 DNL) to be modeled. Noise levels greater than 65 DNL are generally considered unacceptable for noise-sensitive land uses such as residences, hospitals, libraries, and schools. A sound level in excess of 65 DNL is normally considered unacceptable for residential land uses. Such uses can be made acceptable with proper noise insulation techniques. For local development planning purposes, the 60 and 55 DNL contours were also modeled in this analysis.

Noise Modeling Assumptions

Using the INM to evaluate aircraft noise requires data from several sources, including aircraft activity levels, fleet mix, flight track utilization patterns, and time of operation. Following is a summary of the data used to produce noise contours for the Airport.

Aircraft Activity

Table 7-2 presents the current (2002) and projected (2007) annual aircraft activity that was used to develop the INM input.

Table 7-2 Projected of Aircraft Activity

ITINERANT GA % ITINERANT GA LOCAL GA % LOCAL GA TOTAL GA YEAR OPERATIONS OPERATIONS OPERATIONS OPERATIONS OPERATIONS

2002 36,617 26% 102,710 74% 139,327 2007 47,000 28% 119,000 72% 166,000 Sources: McKinney Airport Master Plan Study, 1998; Airport records; and Wilbur Smith Associates, Inc.

Fleet Mix

Fleet mix refers to the various categories of aircraft operating at the airport. The fleet mix projections and base data used as input in the INM are displayed in Table 7-3.

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

Table 7-3 Operational Fleet Mix

AIRCRAFT TYPE 2002 FLEET MIX % 2007 FLEET MIX %

Single-Engine 82.0% 77.9% Multi-Engine/Turboprop 13.5% 13.5% Jet 4.0% 8.1% Helicopter 0.5% 0.5% Sources: Airport records and Wilbur Smith Associates, Inc.

Runway Utilization

Runway utilization at the Airport is influenced primarily by wind conditions and to a lesser degree by aircraft destination or arrival in the local airspace. Air traffic control tower estimates indicate that approximately 70 percent of the operations at the Airport occur on Runway 17 (arrivals from the north and departures to the south), with the remaining 30 percent operating on Runway 35 (arrivals from the south and departures to the north). These estimates were assumed for both 2002 and 2007 conditions.

Approach and Takeoff Profiles

Approach and takeoff profiles identify aircraft altitudes along the flight path. Standard approach and takeoff profiles are incorporated in the INM and were used in this analysis.

Flight Tracks

Flight tracks are the projection on the ground of an aircraft’s path. Due to meteorological conditions, aircraft type, stage length, and pilot judgment, flight paths are unique for each flight. Generalized flight track assumptions were developed for the Airport during the ongoing Part 150 Study based on historical operational conditions, as well as anticipated patterns.

Noise Contour Generation

The noise exposure contours for 2002 and 2007 are displayed as Exhibits 7-1 and 7-2.

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Based on the results of the noise analysis, the 2002 65 DNL contour does not extend beyond the limits of the Airport property. According to FAA criteria, there are currently no noise impacts to sensitive land uses, including parks and residences. Due to the projected increase in aviation activity (particularly the increased jet aircraft operations), the 2007 65 DNL contour may extend slightly beyond the Airport’s property to the north of the runway, as well as to the south; however, the areas within the projected 65 DNL contour are currently undeveloped. In addition to the 65 DNL contours, the Part 150 Study is evaluating the perceived impacts stemming from overflights. Of particular concern is training flights occurring in the traffic pattern east of the airport and straight-out departures to the south over Fairview and the communities of Briar Trails and Heritage Ranch. Impacts to the residents of East McKinney and other neighborhoods will also be considered in developing a final Airport alternative.

Compatible Land Use

The projected noise contours were evaluated to determine the impact of aircraft noise on sensitive land uses in the vicinity of the Airport. Sensitive land uses include residential areas, parks, hospitals, churches, amphitheaters, and libraries. FAA Advisory Circular 150/5020-1, Noise Control and Compatibility Planning for Airports, has identified land use compatibility guidelines that relate types of land uses to airport noise levels. Based on these guidelines, all land uses are considered compatible with yearly sound levels that are below 65 DNL. The land use conditions surrounding the Airport consist predominately of undeveloped forested, agricultural, and open lands, with an adjacent industrial park to the west and residential developments located to the northwest and south of the property.

As stated previously, the 65 DNL contour does not extend beyond the limits of the Airport property; however, the projected 2007 65 DNL contour may extend beyond the Airport’s property to the north and to the south to areas that are currently undeveloped. As part of the ongoing Part 150 Study to address noise concerns surrounding the Airport, changes to flight corridors are being considered to direct aircraft over the least populated areas. Consideration must also be given, however, to the current development and planning patterns that have developed in the areas around the Airport.

Social Impacts

The purpose of a social impact analysis is to determine the effect of airport development on the human environment. Following are the social impacts that were evaluated for this analysis.

 Relocation of residences and/or businesses – While possible development scenarios may result in the acquisition of land, the relocation of residences and/or businesses is not anticipated.

 Alterations in traffic patterns that may permanently or temporarily restrict traditional community access – Extending or relocating the runway may result in the relocation of F.M 546 south of the Airport. Runway extensions to the north or the relocation of the runway to the east could also result in the need to relocate a portion of Enloe Road. The Environmental Assessment would have to address any road impacts stemming from Airport development.

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 Division or disruption of established communities – The development alternatives would not divide or disrupt established communities or neighborhoods adjacent to the Airport. While residential or business relocation is not anticipated, if land acquisition results in the relocation of residences or businesses such acquisitions must comply with the Uniform Relocation Assistance and Real Property Acquisitions Policy Act of 1970. One of the alternatives being considered is the realignment of the south end of the runway approximately 15 degrees to the east. While FAA recognized noise contours do not encompass residential areas, the potential for overflights to areas currently not experiencing them must be considered. The ongoing Part 150 Study is addressing flight corridors and their benefits and impacts.

 Disruption of orderly, planned development – The development alternatives will not impact planned development adjacent to the Airport property.

 Creation of appreciable employment – The construction of the development alternatives will result in the creation of construction-related jobs in the Collin County region; however, the number of jobs that will be created will not result in significant economic changes in the region. A study recently completed by the Texas Department of Transportation evaluated the economic impact of airports throughout the State. This study estimated that Collin County Regional Airport generated more than $65.7 million and created nearly 470 direct, indirect, and secondary area jobs. As the number of corporate and aviation-related businesses increase at the Airport it is anticipated that the economic impact to the region will increase. For comparison, aviation activity at Addison Airport is estimated to create more than 1,560 direct, indirect, and secondary jobs and create a regional impact of $111.9 million.

Induced Socioeconomic Impacts / Cumulative Impacts

Induced socioeconomic impacts and cumulative impacts were assessed relative to economic consequences and social ramifications of Airport development. Induced socioeconomic and cumulative impacts on surrounding communities include shifts in patterns of population movement and growth; changes in public service demands; and changes in business and economic activity. Cumulative impacts occur when development results in significant socioeconomic impacts on the surrounding area. The development alternatives will not result in shifts in patterns of population movement.

While the proposed development scenarios will not directly produce significant economic changes, they will generate temporary construction-related jobs. Indirectly, improvements to the Airport have the potential to increase aviation employment opportunities for the areas as well as make the area more attractive to businesses that rely on general aviation. The improvements are expected to increase the utilization of the Airport by business jets and may also encourage businesses to locate in Collin County. Although these economic impacts will be beneficial to the local economy, they are not likely to be significant enough to result in shifts in population or dramatic changes to local land use.

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Environmental Justice

On April 15, 1997, the Department of Transportation (DOT) released DOT Order 5680.1 to comply with the Executive Order (EO) 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low Income Populations. This Order requires the DOT to identify and address disproportionately high and adverse human health or environmental effects of their policies or programs on minorities or low-income populations. Environmental Justice must be considered in all phases of planning. It is essential that any potential impacts to minority and low-income populations are identified early in the planning process so that they can be considered during the evaluation of project alternatives.

It does not appear that the proposed development alternatives would result in any disproportionate adverse impacts to minority and low-income populations because there will be no significant impacts off Airport property to adjacent residential areas. As stated previously, any required land acquisition resulting in the relocation of residences or businesses would be minimal and would comply with the Uniform Relocation Assistance and Real Property Acquisitions Policy Act of 1970. The Part 150 Study is evaluating flight corridors to ensure that overflights, including those that are outside of the FAA-recognized 65 DNL contour, would not result in disproportionately high and adverse noise impacts to minority and low-income groups.

Air Quality

The National Environmental Policy Act of 1969; the Clean Air Act, as amended (CAA); and Title 49 U.S.C. 47106 (c) (1) (B), as amended [formerly sections 509 (B) (5) and (B) (7) of the Airport and Airway Improvement Act of 1982, as amended; PL 97-248], are the primary laws that apply to air quality. NEPA requires Federal agencies to prepare an environmental document (i.e., an Environmental Impact Statement or Environmental Assessment) for major Federal actions that have the potential to affect the quality of the environment, including air quality.

The CAA established National Ambient Air Quality Standards (NAAQS) for six pollutants, termed “criteria pollutants”, including: carbon monoxide (CO); lead (Pb); nitrogen dioxide (NO2); ozone (O3); particulates (PM 10 and PM 2.5); and sulfur dioxide (SO2). The CAA requires each State to adopt a State Implementation Plan to achieve the NAAQS for each pollutant within an established period of time.

The Airport and Airway Improvement Act of 1982, as amended, states that a project may not be approved unless the governor of the state in which the project is located certifies that there is reasonable assurance that the project will be located, designed, constructed, and operated in compliance with applicable air quality standards. Certification must be obtained from the Governor prior to FAA approval of the project.

FAA Order 5050.4A, Airport Environmental Handbook, indicates that, if the proposed Federal action is in a State that does not have applicable indirect source review (ISR) requirements, then the projected airport activity levels are examined to determine if a detailed air quality analysis is required. The State of Texas does not have ISR requirements; therefore, the determination of whether or not a detailed air quality analysis is required for the Collin County Regional Airport is based on annual aircraft operations. According to the guidelines provided in

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FAA Order 5050.4A, Airport Environmental Handbook, an air quality analysis is required for general aviation airports with more than 180,000 projected annual operations.

Because Collin County is considered a nonattainment area that does not meet the NAAQS for ozone, and because the Collin County Regional Airport is projected to have more than 180,000 general aviation operations over the 20-year planning period, an air quality analysis will likely be required as part of an Environmental Assessment. Additionally, in accordance with Title 49 U.S.C. 47106 (c) (1) (B), as amended, certification must be obtained from the Governor of Texas stating that the improvements will be located, designed, constructed, and operated in compliance with applicable air quality standards. Typically, the air quality impacts associated with general aviation airports are considered to be minor when compared to surrounding land use and transportation changes. Nonetheless, the regional air quality conditions will require further analysis prior the construction of a development alternative.

Water Quality

The Federal Water Pollution Control Act, as amended (commonly referred to as the Clean Water Act), provides the authority to establish water quality standards; control discharges; develop waste treatment management plans and practices; prevent or minimize the loss of wetlands; designate location with regard to an aquifer or sensitive ecological area; and regulate other issues pertaining to water quality. If a proposed Federal action will impound, divert, drain, control, or otherwise modify the waters of any stream or other water body, the Fish and Wildlife Coordination Act applies unless the project is for the impoundment of water covering an area of less than 10 acres. The Fish and Wildlife Coordination Act requires the responsible Federal official to consult with the United States Fish and Wildlife Service (USFWS) and the applicable State agency to identify means to prevent loss or damage to wildlife resources resulting from the proposal.

If the potential exists for the contamination of an aquifer designated by the Environmental Protection Agency (EPA) as a sole or principal drinking water resource for the area, the project must be coordinated with the EPA as required by section 1424 (e) of the Safe Drinking Water Act, as amended.

Potential water quality impacts that are typically associated with airport development result from the disturbance of large areas of soil during construction; significant alteration of site grading and drainage; the creation of large areas of impervious surface; and altered stormwater runoff volumes and direction of flow. The Collin County Regional Airport is located between the East Fork Trinity River and Wilson Creek. To ensure that there are no water quality impacts related to the development alternatives, Best Management Practices should be implemented during any construction activities to prevent nonpoint source pollution, thereby controlling stormwater runoff and sediment damage to water quality and aquatic habitat. Measures identified in FAA Advisory Circular 150/5370-10A, Standards for Specifying Construction of Airports, Item P-156, Temporary Air and Water Pollution, Soil Erosion, and Siltration Control, should be incorporated into the design and construction of the proposed improvements to minimize adverse water quality effects, including control of water pollution during construction.

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

The Airport is not located within an area of an EPA-designated Sole Source Aquifer; therefore, section 1424 (e) of the Safe Drinking Water Act, as amended, does not apply. The development alternatives may impact drainage ditches and/or tributaries associated with the East Fork Trinity River. Such impacts may be subject to the Fish and Wildlife Coordination Act.

Department of Transportation Act, Section 4(f), Recodified at 49 U.S.C., Subtitle I, Section 303(c)

The Department of Transportation Act of 1966, Section 4(f), recodified at 49 U.S.C., Subtitle I, § 303, prohibits the taking of public parkland, recreation areas, wildlife and waterfowl refuges, or historic sites unless there is “no feasible and prudent alternative.” Section 6(f) of the Land and Water Conservation Act prohibits the taking of lands purchased with land and water conservation funds. There are no properties that meet these criteria in the vicinity of the Airport; therefore, impacts to such properties are not anticipated.

Historical, Architectural, Archaeological, and Cultural Resources

The National Historic Preservation Act of 1966 (NHPA), as amended, provides for the preservation of properties that are eligible for inclusion in the National Register of Historic Places (NRHP). Additionally, Section 106 of the NHPA directs the heads of agencies that have direct or indirect jurisdiction over an undertaking with Federal funding to “take into account the effect of the undertaking on any district, site, building, structure, or object that is included in or eligible for inclusion in the National Register.”

The Archaeological and Historic Preservation Act of 1974 provides for the survey, recovery, and preservation of significant scientific, prehistorical, archaeological, or paleontological data when such data may be destroyed or irreparably lost due to a project with Federal funding.

Correspondence received from the Texas Historical Commission (THC) stated that there are no known historic sites in the project area; however, in compliance with FAA and Collin County regulatory compliance responsibilities, the THC should be consulted and provided with plans if the development alternatives require the acquisition of land or breaks ground within the existing confines of the property. Additionally, if airport structures are to be affected, coordination should be mailed to the THC indicating that none of the buildings are older than 50 years. The correspondence received from the THC is included in Appendix B.

Biotic Communities / Threatened and Endangered Species

Section 7 of the Endangered Species Act, as amended, requires coordination with Federal agencies to ensure that any action the agency authorizes, funds, or carries out is not likely to jeopardize the continued existence of threatened and endangered species or result in the destruction or adverse modification of critical habitat. Additionally, the Fish and Wildlife Coordination Act requires that Federal agencies consult with State wildlife agencies and the USFWS concerning the conservation of wildlife resources when a stream or other water body will be controlled or modified as a result of a Federal action.

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

The project vicinity consists of developed upland areas intermingled with forested areas and open lands. The predominant forest cover consists of broad-leaf deciduous species. Additionally, the privately-owned, 289-acre Heard Natural Science Museum and Wildlife Sanctuary is located southwest of the Airport along Wilson Creek.

Coordination with the USFWS indicated that, although the whooping crane and the bald eagle have been known to inhabit Collin County, there is no designated habitat for these species in the county. The USFWS recommends that any impacts to the East Fork Trinity River, it tributaries, or its riparian corridor be minimized to the greatest extent practical due to the importance of these areas to fish and wildlife, water quality, and flood control. This coordination is included in Appendix B. Table 7-4 displays the State and Federal threatened and endangered species in Collin County.

Table 7-4 Federal and State Listed Threatened and Endangered Species in Collin County, Texas

FEDERAL STATE COMMON NAME SCIENTIFIC NAME STATUS STATUS

Birds Artic Peregrine Falcon Falco peregrinus tundrius DL T Bald Eagle Haliaeetus leucocephalus LT - PDL T Henslow’s Sparrow Ammodramus henslowii Interior Least Tern Sterna antillarum athalassos LE E Migrant Loggerhead Shrike Lanius ludovicianus migrans Mountain Plover Charadrius montanus Western Burrowing Owl Athene cunicularia hypugaea White-faced Ibis Plegadis chihi T Whooping Crane Grus americana LE E Wood Stork Mycteria americana T Mammals Plains Spotted Skunk Spilogale putorius interrupta Reptiles Texas Garter Snake Thamnophis sirtalis annectens Texas Horned Lizard Phrynosoma cornutum T Timber/Canebrake Rattlesnake Crotalus horridus T Species appearing in this table do not share the same probability LE, LT – Federally Listed Endangered/Threatened of occurrence. Some species are migrants or wintering residents DL, PDL – Federally Delisted/Proposed Delisted only, or may be historic or considered extirpated. E, T – State Endangered/Threatened “blank” – Rare, but no regulatory listing status Source: Annotated County Lists of Rare Species, Texas Parks and Wildlife Department, revised 2003.

Due to the proximity of the McKinney Landfill, Lake Lavon, and the East Fork Trinity River, periodic bird hazard complaints have been reported to the Airport. As a result, the Airport initiated a Bird/Wildlife Management Plan in 2000; however, data pertaining to the abundance and distribution of birds at the Airport and landfill have been collected since 1993. Additionally, the U.S. Department of Agriculture conducted multiple wildlife evaluations spanning a period of five years prior to the initiation of the Bird/Wildlife Management Plan, citing the landfill as a potential hazard to aircraft operations. Although the landfill, which is located approximately one

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview mile west of the Airport, has been identified as a potential bird hazard, only two reported bird strikes had occurred over a ten year period when the Bird/Wildlife Management Plan was completed. In response to the potential bird hazard associated with the McKinney Landfill, the North Texas Municipal Water District (NTMWD), which owns and operates the landfill, approved plans to close the McKinney Landfill and establish a new waste disposal facility near the City of Melissa, approximately eight miles northeast of the Airport. This new landfill is scheduled to be operational by July 1, 2004. The Airport reports weekly bird activity to the FAA on a monthly basis and also follows the recommendations in the FAA-monitored Bird/Wildlife Management Plan, which outlines the following procedures related to bird hazards:

 Program authority  The reporting of incidents  Airport habitat management  Inspections  Wildlife control measures  Operations coordination/communication  Program review  Training

In compliance with NEPA standards, detailed biological and wetlands analyses will be conducted as part of an Environmental Assessment for eligible development alternatives recommended as part of the Master Plan Update, and will be coordinated with the applicable Federal and State regulatory agencies.

Floodplains

Executive Order 11988 directs Federal agencies to take action to reduce the risk of flood loss; minimize the impact of floods on human safety, health, and welfare; and restore and preserve the natural and beneficial values provided by floodplains. Agencies are required to make a finding that there is no practicable alternative before taking action that would encroach on the 100-year floodplain (7 CFR Section 650.250).

According to Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map (FIRM) panels for Collin County, most of the Airport property is designated as “Zone X”, which are areas located outside of the 500-year floodplain; however, the existing runway crosses “Zone A”, which are areas determined to be located within the 100-year floodplain with no base flood elevation determined. Likewise, the proposed improvements would impact areas located within the 100-year floodplain of the East Fork Trinity River and its tributaries, thus further coordination with FEMA will be required during the preparation of the Environmental Assessment.

Exhibit 7-3 displays the floodplain conditions in the vicinity of the Airport.

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

Wetlands

Executive Order 11990, Protection of Wetlands, DOT Order 5660.1A, The Rivers and Harbors Act of 1899, and the Clean Water Act, Section 404, address activities in wetland areas. EO 11990 requires Federal agencies to ensure that their actions minimize the destruction, loss, or degradation of wetlands. It also ensures the protection, preservation, and enhancement of wetlands to the fullest extent practicable during the planning, construction, funding, and operation of transportation facilities and projects (7 CFR Part 650.26, August 6, 1982). DOT Order 5660.1A sets forth policy that transportation facilities should be planned, constructed, and operated to ensure protection and enhancement of wetlands.

Based on a review of the McKinney East National Wetlands Inventory (NWI) map, the majority of the Airport property consists of uplands. The wetlands conditions in the project vicinity consist of palustrine forested/emergent areas that are temporarily flooded. These wetlands are associated with a storm water drainage ditch and a tributary of the East Fork Trinity River. The NWI displaying the wetlands conditions in the vicinity of the Airport is included in Appendix B.

Due to its proximity to the Trinity River, additional wetland areas associated with the river and its tributaries may be identified during the on-site investigation that will be conducted as part of the Environmental Assessment for the proposed improvements. In compliance with NEPA guidelines and regulations and FAA 5050.4A, any impacts to jurisdictional wetlands will be coordinated with the United States Army Corps of Engineers and a Section 404 permit will be obtained prior to development activities.

Wild and Scenic Rivers

The Wild and Scenic Rivers Act, as amended, protects rivers that are listed on the National Inventory of Wild and Scenic Rivers. According to the Inventory, the development alternatives at the Airport will not impact nationally designated wild and scenic rivers. Additionally, the proposed improvements will not impact any ecologically significant stream segments designated by the Texas Parks and Wildlife Department.

Coastal Zone Management and Coastal Barriers

The Coastal Zone Management Act (CZMA) and the Coastal Barriers Resources Act (CBRA) govern Federal activities involving or affecting coastal resources. Due to its inland location, development at the Collin County Regional Airport will not impact coastal resources.

Farmland

The Farmland Protection Policy Act (FPPA) regulates Federal actions with the potential to convert farmland to nonagricultural uses. Based on a review of the Soil Survey of Collin County, Texas and coordination with the Natural Resource Conservation Service (NRCS), the soils in the vicinity of the Airport, as well as those throughout much of the McKinney area, are designated as prime farmland. Prime farmland soil is defined by the U.S. Department of

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

Agriculture as land that has the best combination of physical and chemical characteristics for producing food, feed, forage, fiber, and oilseed crops and is available for these uses.

In compliance with the FPPA, the conversion of prime farmland to a nonagricultural use as a result of development at the Airport should be coordinated with the NRCS during the preparation of the Environmental Assessment prior to construction activities. Additionally, Form AD-1006, Farmland Conversion Impact Rating, should be completed to determine the extent of any farmland impacts.

Energy Supply and Natural Resources

FAA Order 1053.1, Policies and Procedures for Energy Planning and Conservation, provides guidance for assessing energy demands related to airport improvement projects. The effects of airport development on the energy supply typically relate to the amount of energy required for: stationary facilities (such as terminal building heating and cooling and airfield lighting); and the movement of air and ground materials.

The effects of airport development on natural resources typically relate to basic materials, such as gravel, fill dirt, etc., that are required for construction.

It is not anticipated that the local power company will have difficulty in meeting the energy demands of the proposed stationary facilities or runway lighting. Aviation activity at the Airport is projected to increase approximately 2.8 percent compounded annually. Therefore, energy consumption by aircraft and vehicles will not be expected to noticeably increase due to the development alternatives.

Light Emissions

Light emissions associated with general aviation airports are typically minimal. As indicated in FAA Order 5050.4A, light emissions do not result in impacts to adjacent residential communities unless there are unusual circumstances, such as high intensity strobe lighting aimed directly at an individual’s house.

Currently, the Airport is equipped with medium intensity runway lighting (MIRL) and approach lighting. The proposed improvements recommended for the Airport would not significantly alter the current lighting conditions. Any movement or extension of the existing system would be evaluated in the Environmental Assessment. It is unlikely that a significant impact would result from the potential development scenarios.

Solid Waste and Hazardous Materials Impacts

The two statutes of most importance in the construction and operation of airport facilities and navigational aids are the Resource Conservation and Recovery Act (RCRA) (as amended by the Federal Facilities Compliance Act of 1992) and the Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA), as amended (also known as Superfund). RCRA governs the generation, treatment, storage, and disposal of hazardous wastes and CERCLA provides for the cleanup of any releases of a hazardous substance

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

(excluding petroleum) into the environment. FAA actions to fund, approve, or conduct an activity require consideration of hazardous material and solid waste impacts.

The EPA databases, which contain information related to hazardous waste sites and generators, were searched to identify the presence of known hazardous materials in the vicinity of the Airport that could potentially affect the construction of a development alternative. The database search revealed no sites of environmental concern on the Airport property; however, there are several known hazardous materials sites associated with the adjacent industrial park. It does not appear that the known hazardous materials sites surrounding the Airport will impact the propose improvements. Any potential hazardous materials impacts will be addressed during the preparation of the Environmental Assessment. A map displaying hazardous materials sites in the vicinity of the Airport is included in Appendix B.

In addition to hazardous materials sites, the solid waste impacts associated with airport development were evaluated, including impacts on solid waste generation and the location of existing solid waste disposal facilities in the vicinity of the runway. No significant increases in solid waste generation are anticipated. The only additional waste anticipated to result from the proposed improvements is that which will be associated with construction activities. The waste collection and disposal facilities in the area will be adequate to handle the waste associated with construction activities at the Airport.

The Airport currently disposes of its waste at the McKinney Landfill, which is located approximately one mile west of the Airport. As stated previously, the NTMWD has approved plans to close the McKinney Landfill and open a new facility approximately eight miles northeast of the Airport by July 1, 2004. An exhibit displaying the location of the existing and planned NTMWD landfill sites and their proximity to the Airport is included in Appendix B.

FAA Order 5200.5, FAA Guidance Concerning Sanitary Landfills On or Near Airports, states that “sanitary landfills will be considered as an incompatible use” if located within 1,500 meters (approximately 4,921 feet) of all runways planned to be used by piston type aircraft and within 3,000 meters (approximately 9,843 feet) of all runways planned to be used by turbo aircraft. Airports located closer than these distances to sanitary landfills have an increased risk of bird hazards. The FAA Safety Division has reviewed the location of the planned NTWMD waste disposal facility and determined that due to its distance from the Airport, it will not result in bird hazards.

Construction Impacts

The impacts associated with construction activities can include noise and air pollution from construction equipment and materiel delivery vehicles; the disposal of soil; and water pollution from erosion. These temporary impacts are limited to the construction period. To the extent necessary, mitigation of construction impacts would be accomplished through the incorporation of specifications from the provisions of FAA Advisory Circular 150/5370-10, Standards for Specifying Construction of Airports, and FAA Advisory Circular 150/5370-10A, Standards for Specifying Construction of Airports, Item P-156, Temporary Air and Water Pollution, Soil Erosion, and Siltration Control. Potential construction-related water quality impacts would be minimized through the implementation of a sediment and erosion control plan.

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

Construction activities would require workers and machinery on and about the Airport property. In some cases, runway or taxiway closures may be required for short periods of time. Guidelines as cited in FAA Advisory Circular 150/5370/2C, Operation Safety On Airports During Construction, would be enforced where applicable. Runway or taxiway closure conditions will be kept to a minimum in an effort to minimize inconvenience to Airport users. Development alternatives that will allow the Airport to remain open for operation should be considered in order to minimize negative impacts to area businesses and individuals who depend on the Airport.

Mitigation

In compliance with NEPA guidelines and regulations, mitigation measures for any adverse impacts of the proposed Airport development will be identified during the preparation of the Environmental Assessment.

Conclusion

While an Environmental Assessment will be required to quantify the impacts of an extended or relocated runway, environmental impacts that cannot be mitigated are not readily apparent. This chapter should serve as preliminary input for the scoping of an Environmental Assessment. It is likely that wetlands, biotic communities, threatened and endangered species, farmlands, floodplains, and cultural resources will require further investigation as part of further environmental analyses. Additional coordination with regulatory agencies will also be required as part of any follow-on environmental studies. Based on the preliminary analysis contained in this chapter, no fatal flaws are evident that would preclude the general improvements anticipated.

References

FAA Advisory Circular 150/5020-1, Noise Control and Compatibility Planning for Airports.

FAA Advisory Circular, 150/5200-33, Hazardous Wildlife Attractants On or Near Airports.

FAA Advisory Circular 150/5370-10, Standards for Specifying Construction of Airports.

FAA Order 1053.1, Policies and Procedures for Energy Planning and Conservation.

FAA Order 5050.4A, Airport Environmental Handbook.

FAA Order 5200.5, FAA Guidance Concerning Sanitary Landfills On or Near Airports.

Federal Emergency Management Agency, Flood Insurance Rate Map, Collin County, Texas and Incorporated Areas (Panel Numbers 48085C0305 G and 48085C0315 G), revised January 19, 1996.

U.S. Department of Agriculture, Soil Conservation Service, in cooperation with the Texas Agricultural Experiment Station, Soil Survey of Collin County, Texas, June 1969.

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Collin County Regional Airport Chapter 7: Airport Master Plan Update Environmental Overview

U.S. Department of the Interior, Fish and Wildlife Service, National Wetlands Inventory, McKinney East, Tex. Quadrangle, 1992.

U.S. Department of the Interior, Geological Survey, McKinney East, Tex. Quadrangle Map, 7.5- Minute Series, 1960, photorevised 1968, photoinspected 1973.

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Introduction

This chapter presents a summary of the Airport’s recommended capital improvement program (CIP), its anticipated phasing and funding sources, as well as the estimated financial implications to the Airport and the City of McKinney. In addition, this chapter examines historic operating revenues and operating expenses at the Airport and develops projections of future operating results. Financial projections of revenues and expenses at the Airport focus on the short- and mid-term planning period and are used to identify the ability of the Airport to contribute to the local share of anticipated project costs, if necessary.

The CIP and financial plan developed for Collin County Regional Airport, as part of the master plan update, is presented in the following sections:

 Airport Financial Structure  Overview of Airport Finances  Airport Tax Revenues  Overview of Airport Economic Impact  Capital Improvement Program (CIP)  Funding the Capital Improvement Program  Conclusions

In addition to examining the financial implications of the master plan’s CIP, this analysis will also summarize recent estimates of Collin County Regional Airport’s economic impact and tax revenue generated for the City of McKinney.

Airport Financial Structure

From a financial perspective, the City of McKinney operates Collin County Regional Airport as an enterprise fund. Enterprise funds are used by the City of McKinney to account for the financing of goods or services provided by the City to customers. The City currently has the following enterprise funds:

 Waste and Wastewater Fund  Golf Course Fund  Airport Fund  Surface Water Drainage Utility Fund  Solid Waste Fund

Unlike other municipal services, such as police and fire service, which are accounted for as part of the City’s General Fund and primarily funded through municipal taxes, enterprise funds are intended to operate as self-sufficient entities to the fullest extent possible. Within each enterprise fund, operating costs are intended to be offset by revenues collected within each enterprise fund.

The City of McKinney’s fiscal year runs from October 1 through September 30 of each year, with the budgeting process being initiated in the prior February. The annual budget serves as the

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P foundation for financial planning and control. The budgeting process establishes operating and capital budgets for the General Fund and each enterprise fund. Following each fiscal year, the City’s Comprehensive Annual Financial Report (CAFR) presents financial statements and narrative overviews that summarize financial performance relative to the established budgets. Recent data regarding the Airport Fund presented in the City’s CAFR is summarized in the following sections and was used to examine the current financial characteristics of the Airport. The master plan update also develops projections of future Airport financial conditions.

Overview of Airport Finances

The relationship between Airport operating revenues and operating expenses at Collin County Regional Airport is one representation of the overall financial condition of the Airport. The comparison of operating revenues and expenses can identify, from a cash-flow perspective, whether the revenues generated at the Airport are sufficient to cover the facility’s operating costs. It is important to remember that the revenue and expense comparison provides an important, but narrow, view of the financial and economic implications of the Airport. This financial data must also be examined and evaluated in the context of other economic benefits and tax revenues that are accrued as a result of Airport operations.

In general, where operating revenues are greater than operating expenses, an airport can be considered profitable, and excess revenues are often used to establish airport reserve funds and/or help fund airport capital development. Where operating revenues are less than operating expenses, an airport experiences a net operating loss and requires some form of subsidy to meet operating requirements. In many cases, the operating loss of a general aviation airport can be maintained at a reasonable level and the public sponsor is willing to subsidize airport operations because of the economic benefits that the facility brings to the area, the tax revenues generated by the airport and airport-related businesses, and the social and quality-of-life benefits that the airport supports.

Airport Operating Revenues and Expenses

Airport revenues are typically generated through user fees charged by the airport for the facilities and services that are provided. These user fees are typically established by the airport based on market conditions in the area and vary airport-to-airport. Airport operating revenues are collected at Collin County Regional Airport from the following primary sources:

 Land Leases – A number of Airport tenants lease land from the Airport on which they have constructed hangars and other aviation-related facilities. Currently, the standard land lease rate at the Airport is 22 cents per square foot per year. The lease rate will be adjusted in the future to keep pace with changes in the general price level as reflected in the U.S. Department of Labor’s Bureau of Labor Statistics consumer price index (CPI).

 Fuel Flowage – The Airport currently collects a fuel flowage fee of 9.0 cents per gallon on each gallon of fuel sold on the Airport.

Landside facility development and levels of aviation activity are typically the primary factors affecting airport operating revenues. As additional development occurs at Collin-County

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Regional Airport and as the number of based aircraft and itinerant aircraft operations increases, it is likely that Airport operating revenues will increase in a corresponding fashion. Projections of future Airport operating revenues are developed in a following section.

Airport operating revenues are offset by operating expenses, typically referred to as Operation and Maintenances (O&M) Costs. Airport operating expenses are comprised of the day-to-day costs incurred by the Airport sponsor in the operation of Collin County Regional Airport. They do not include non-cash and capital costs associated with depreciation, debt service, and infrastructure development. Primary components of O&M costs at Collin County Regional Airport include the following:

 Personnel (salaries, wages, and benefits)  Contract services  Utilities  Materials and supplies

Like operating revenues, certain components of Airport operating expenses fluctuate with activity levels. However, there are some significant expenses, such as personnel, customs services, and ATCT staffing, that could be maintained at or near current levels while accommodating significant increases in Airport activity.

Historic airport operating revenues and expenses for Collin County Regional Airport over the three most recent fiscal years are presented in Table 8-1.

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Table 8-1 On-Airport Operating Revenues and Expenses

FY 2001 FY 2002 FY 2003

Operating Revenues Fuel Flowage $70,194 $102,775 $87,840 Land Lease $163,631 $171,174 $169,127 Miscellaneous $2,030 $1,525 $1,540 Total Operating Revenues $235,855 $275,474 $258,507

Operating Expenses Personnel Services $127,339 $171,193 $221,048 Maintenance $38,202 $17,140 $47,808 Contract Payments 1/ $127,126 $190,607 $296,881 Materials and Supplies $19,657 $12,548 $11,311 Heat, Light, and Power $44,117 $19,256 $18,137 Other $27,089 $30,995 $17,262 Total Operating Expenses $383,530 $441,739 $612,447

Net Operating Income (Loss) ($147,675) ($166,265) ($353,940) Note: 1/ After adjustment for grant funded costs. Source: City of McKinney

As shown in Table 8-1, as total operating revenues at the Airport increased between FY 2001 and FY 2003, operating expenses increased at a greater pace. Operating revenues at Collin County Regional Airport increased from approximately $235,900 in FY 2001 to approximately $258,500 in FY 2003, representing a compound annual growth rate of approximately 4.7 percent. Operating expenses increased from approximately $383,500 in FY 2001 to approximately $612,400 in FY 2003, representing a compound annual growth rate of approximately 26.4 percent. Over the same period, the net operating loss of the Airport, on an annual cash-flow basis, increased from a loss of approximately $147,700 in FY 2001 to a loss of approximately $353,900.

Growth in operating revenues at the Airport has primarily been driven by increased based aircraft and activity levels which have resulted in increased land lease and fuel flowage revenues. The significant increase in Airport operating expenses experienced between FY 2001 and FY 2003 includes increases in personnel expense and increases in contract payments. The increased personnel expenses were incurred as full-time replacements were found for positions that had been vacant or staffed on a part-time basis in FY 2001. Contract payments in FY 2003 include the operating costs of the on-Airport customs services (approximately $170,000 per year) and on-going operating costs associated with the ATCT (approximately $41,000 per year). Although they add significantly to the Airport’s operating expenses and negatively affect the net operating outcome, the ATCT and customs services are important in retaining existing and attracting new based aircraft tenants to Collin County Regional Airport. Future land lease and fuel flowage revenues collected by the Airport from new

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

corporate and general aviation tenants attracted to Collin County Regional Airport would be anticipated to reduce, and potentially eliminate, the Airports net operating loss in the future.

Projected Operating Revenues and Expenses

The continued growth of Collin County Regional Airport, in terms of activity, tenants, and facility development, will impact the Airport’s operating revenues and expenses over the planning period. Actual future financial outcomes will be determined by a variety of factors, many of which are impossible to identify at the current time. The projections developed in this analysis depicts future Airport operating revenues and expenses based on recent financial results, budgeted revenues and expenses for 2005, and activity and tenant growth trends identified in the master plan update.

Projections of future airport operating revenues and expenses at Collin County Regional Airport for the period 2006 through 2012 are presented in Table 8-2.

Table 8-2 Projected On-Airport Operating Revenues and Expenses

PROJECTED ESTIMATED BUDGET FY 2003 2004 2005 2006 2007 2012

Operating Revenues Fuel Flowage $87,840 $95,000 $131,000 $166,500 $193,500 $257,700 Land Lease $169,127 $263,776 $269,986 $398,580 $514,100 $804,200 Miscellaneous $1,540 $1,700 $1,800 $1,900 $2,000 $2,400 Total Operating Revenues $258,507 $360,476 $402,786 $566,980 $709,600 $1,064,300

Operating Expenses Personnel Services $221,048 $233,420 $277,062 $290,900 $305,400 $389,800 Maintenance $47,808 $39,020 $50,100 $51,600 $53,100 $61,600 Contract Payments $296,881 $804,400 $536,176 $552,300 $568,900 $659,500 Materials and Supplies $11,311 $16,393 $14,508 $14,900 $15,300 $17,700 Heat, Light, and Power $18,137 $23,819 $25,009 $25,800 $26,600 $30,800 Other $17,262 $4,374 $18,249 $18,800 $19,400 $22,500 Total Operating Expenses $612,447 $1,121,426 $921,104 $954,300 $988,700 $1,181,900

Net Operating Income (Loss) ($353,940) ($760,950) ($518,318) ($387,320) ($279,100) ($117,600)

The projections presented in Table 8-2 are based on estimates of year-end financial results for 2004 and budgeted revenues and expenses for 2005. Projections are developed for the years 2006 through 2012 based on anticipated escalations in Airport operating costs as well as future growth in based and transient aircraft activity, a growing tenant base at the Airport, and anticipated future tenant leases. Based on the master plan update’s projected activity growth

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P and assumptions regarding future tenant growth and expansion at Collin County Regional Airport, the Airport’s operating revenues are projected to increase from approximately $258,500 in 2003 to approximately $1.1 million in 2012. A significant portion of the projected growth in Airport operating revenues is anticipated to be driven by an increase in fuel flowage and land lease revenues as a result of new/expanded tenants, businesses, and corporate flight departments.

Over the same period, Airport operating expenses are projected to increase from approximately $612,400 in 2003 to approximately $1.2 million. Based on these projections, the Airport’s net operating outcome is projected to improve each year between 2003 and 2012. The Airport’s estimated operating loss in 2004 includes a one-time expense related to the EDS corporate hangar development. By 2012, the Airport’s operating loss is projected to be reduced to approximately $120,000.

Summary

It is important to note that in addition to direct operating revenues generated at the Airport from leases and fuel flowage fees, Collin County Regional Airport also generates indirect revenues. The indirect revenue is generated by taxes on real property improvements and business personal property, including business aircraft. The following taxing entities received indirect revenues from the Airport: City of McKinney, McKinney Independent School District (ISD), Collin County, and Collin County Community College.

Airport Tax Revenues

An important component in understanding the financial and economic implications of Collin County Regional Airport includes examining tax revenues generated as a result of the Airport and the aircraft based there. Several jurisdictions collect tax revenues based on the market value of aircraft based at Collin County Regional Airport. Those entities collecting taxes on based aircraft at the Airport include the following:

 City of McKinney  Collin County  Collin County Community College  McKinney Independent School District (ISD)

Tax collections from Airport tenants vary based on the number of taxable aircraft permanently stored at the Airport and the taxable value of those aircraft as determined by the Collin County Appraisal District. Historic and anticipated tax collections resulting from the Airport are summarized in Table 8-3.

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Table 8-3 Airport-Generated Tax Collections

Taxing Jurisdiction Rate 1/ 2003 Actual 2004 Estimate 2005 Projected

City of McKinney 0.00598 $164,500 $402,900 548,700 Collin County 0.0025 $68,800 $168,400 $229,400 Collin County Community College 0.00091946 $25,300 $61,900 $84,400 McKinney ISD 0.0198 $544,700 $1,333,900 $1,816,700 Total $803,300 $1,967,100 $2,679,200 Note: 1/ Tax rate is per $100 in adjusted market value. Sources: Collin County Appraisal District Airport Management

As shown in Table 8-3, based on the taxable value of aircraft and taxable real estate at Collin County Regional Airport in 2003, approximately $803,300 was collected. The majority of Airport-associated tax revenues went to the McKinney ISD. Based on recent changes to the based aircraft fleet mix at the Airport, 2004 Airport-associated tax revenues more than doubled, reaching approximately $2.0 million. The McKinney ISD will collect more than $1.3 million in annual tax revenues from Airport tenants. With the construction the new EDS hangar planned during 2004, and the relocation of their corporate flight department to Collin County Regional Airport, total Airport-associated tax collections are projected to be almost $2.7 million in 2005.

Projections of future Airport-associated tax revenues were developed based on analysis of historic tax generation at the Airport and projected based aircraft growth. Estimates of future tax revenues resulting from based aircraft at Collin County Regional Airport are summarized in Table 8-4.

Table 8-4 Projected Airport-Generated Tax Collections

Taxing Jurisdiction 2007 2012 2017 2022

Based Aircraft 193 220 249 281

City of McKinney $588,451 $670,809 $759,266 $856,842 Collin County $246,112 $280,473 $317,433 $358,228 Collin County Community College $90,503 $103,216 $116,789 $131,798 McKinney ISD $1,948,506 $2,221,076 $2,513,866 $2,836,933 Total $2,873,572 $3,275,574 $3,707,354 $4,183,801 Source: Wilbur Smith Associates

As shown in Table 8-4, as the number of based taxable aircraft at Collin County Regional Airport increases over the projection period, total Airport-generated tax revenues to the City of McKinney, Collin County, Collin County Community College, and the McKinney ISD are anticipated to increase to approximately $4.2 million in 2022. Actual tax revenues will be determined by the taxable value of aircraft based at the Airport in future years. These

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P projections were developed assuming a fleet mix comparable to the existing Airport fleet mix with the addition of EDS aircraft and a third corporate flight department. The relocation of one or more additional corporate flight departments to Collin County Regional Airport over the projection period could significantly increase based aircraft-related tax revenues. For example, with the addition of each aircraft having a taxable value of approximately $10 million, an example being a typical mid-size corporate jet such as a Lear Jet 45, an additional $290,000 in total tax revenues would be generated from the airport on an annual basis.

The previous discussion of Airport finances focused on the facility’s operating revenues and expenses. As the data presented illustrated, operating expenses at the Airport have exceeded operating revenues during recent years requiring the City of McKinney to fund a certain portion of Airport operating costs from the City’s general fund. As shown in Table 8-1, the City has funded approximately $353,900 of the Airport’s operating expenses in FY 2003. It is important to note that City of McKinney and McKinney ISD tax revenues generated on aircraft based at the Airport in 2003 was significantly greater than the Airport operating costs subsidized by the City in that year. Although the City did subsidize a certain amount of Airport operating costs, the Airport should not be considered a drain on City finances as it generates a positive cash flow for the City and school district when tax revenues are considered. In addition, tax revenues generated from aircraft based at the Airport are anticipated to increase as the number of based aircraft and real estate, and their assessed taxable values, increase.

Overview of Airport Economic Impact

The Texas Department of Transportation, Aviation Division, recently completed an economic analysis that examined the relationship between Texas’ system of approximately 300 general aviation airports and the statewide economy. This analysis was completed in 2003 based on data from calendar year 2002. It used a Federal Aviation Administration (FAA)–approved methodology that has been applied to aviation systems throughout the United States. An overview of the study’s findings related to Collin County Regional Airport are provided in the following sections to illustrate how activity supported by the Airport impacts the Collin County regional economy.

Collin County Regional Airport’s economic impact was quantified in terms of employment, payroll, and output. These impact measures are generally defined as follows:

 Employment – measures the number of full-time equivalent jobs created in the regional economy as a result of general aviation activity occurring at the Airport.

 Payroll – measures the total annual wages and benefits paid to all workers whose salaries are directly or indirectly attributable to general aviation activity at the Airport.

 Output (Economic Activity) – measures the value of all goods and services introduced into the regional economy as a result of general aviation activity at the Airport.

Through a comprehensive survey effort, the following types of economic benefits were quantified in 2002 for Collin County Regional Airport:

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

 First-Round Impacts – these include both direct and indirect impacts. Direct impacts are those benefits associated with on-airport businesses and government spending that support aviation activity at Collin County Regional Airport. Indirect impacts general take place off-airport and are usually attributable to the spending of visitors who arrive to the Collin County area via the Airport.

 Secondary Impacts – primarily consist of induced impacts, which are those benefits that result from the re-circulation of direct and indirect impacts within the local economy. This re-circulation is commonly referred to as the “multiplier effect.”

 Total Impacts – are the combination of all first-round and secondary impacts.

Based on the economic analysis undertaken for Collin County Regional Airport in the statewide study, it is estimated that the Airport supported approximately 165 full-time aviation-related jobs, with an estimated direct payroll of $5.6 million. The direct output attributable to the Airport in 2002 was estimated to be more than $33.3 million. Additionally, more than 19,000 general aviation visitors arrived to the area via the Airport, supporting more than 120 jobs and $2.5 million in payroll. General aviation visitors were also responsible for over $4.0 million in annual direct output.

When their first-round and secondary impacts are combined, the general aviation tenants and visitors at Collin County Regional Airport were responsible for $65.7 million in total economic output, approximately 470 full-time positions, and $13.1 million in payroll. These economic benefits circulate through the local economy and create employment opportunities, income, and economic activity that benefit many McKinney and Collin County residents.

Capital Improvement Program

In Texas, all airports that receive State or federal funding for airport projects must keep a Capital Improvement Program (CIP) on file with the Texas Department of Transportation, Aviation Division. The CIP identifies improvement projects that will be required at an airport over a specific period of time, estimates the order of implementation of the projects included in the plan, and estimates the total costs and funding sources of the projects. It is important to note that as the CIP progresses from projects planned in the current year to projects planned in future years, the plan becomes less detailed and more flexible. In addition, the CIP is typically modified on an annual basis as new projects are identified or as projects change.

For the purposes of this analysis, a CIP was developed that includes all new projects and facility development improvements recommended for Collin County Regional Airport in the master plan update. This CIP was developed based on the near-term (2004 through 2007), mid-term (2008 through 2012), and long-term (2013 through 2022) facility requirements determined in previous chapters of the master plan update. In addition to those facility requirements identified in the master plan update, the near-term planning period also includes rehabilitation projects identified as necessary by Airport management and TxDOT. Because it is impossible to reasonably estimate all required rehabilitation projects at the Airport in the mid-term and long-term planning periods in the CIP, the planning periods include only new facility construction projects and facility improvement projects.

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Based on the CIP delineated on the Airport Layout Plan (ALP) developed as part of this master plan update, a phasing plan and cost estimates were developed to illustrate the timing and relative magnitude of the capital expenditures required to fully implement the plan. The CIP and its corresponding cost estimates are presented in Table 8-5.

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Table 8-5 (Page 1 of 2) Recommended Projects POTENTIAL PROJECT FUNDING SOURCES ESTIMATED DEVELOPMENT PROJECT RECOMMENDED PROJECT PHASING COST TXDOT LOCAL TOTAL

Engineering/Design: Taxiway Overlay Project 0-5 Years $300,000 $270,000 $30,000 $300,000 Reconstruct Taxiway A Section 0-5 Years $320,000 $288,000 $32,000 $320,000 Overaly Cross Taxiways B, C, D, E 0-5 Years $240,000 $216,000 $24,000 $240,000 Overaly Taxiway A 0-5 Years $1,800,000 $1,620,000 $180,000 $1,800,000 Rehab/Overlay Runway 17/35 0-5 Years $2,600,000 $2,340,000 $260,000 $2,600,000 Construct Aircraft Wash Rack 0-5 Years $190,000 $171,000 $19,000 $190,000 Access Improvements - Fuel Truck Access Road 0-5 Years $400,000 $0 $400,000 $400,000 Fuel Farm Expansion 0-5 Years $670,000 $0 $670,000 $670,000 Access Improvements - NW Area Access Road 0-5 Years $500,000 $450,000 $50,000 $500,000 Construct New Admin./ATCT/ARFF Complex - Admin. Facility 0-5 Years $1,000,000 $300,000 $700,000 $1,000,000 - New ATCT 0-5 Years $2,000,000 $1,100,000 $900,000 $2,000,000 - ARFF Complex (incl. Police Substation) 0-5 Years $1,000,000 $675,000 $325,000 $1,000,000 Property Acquisition - NW Development Area 0-5 Years $10,500,000 $9,450,000 $1,050,000 $10,500,000 - Central Development Area 0-5 Years $4,400,000 $3,960,000 $440,000 $4,400,000 Replacement Runway Environmental Assessment and Benefit Cost Analysis 0-5 Years $550,000 $495,000 $55,000 $550,000 Replacement Runway Engineering and Design 0-5 Years $2,500,000 $2,250,000 $250,000 $2,500,000 Subtotal - 0-5 Years $28,970,000 $23,585,000 $5,385,000 $28,970,000

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Table 8-5 (Page 2 of 2) Recommended Projects POTENTIAL PROJECT FUNDING SOURCES ESTIMATED DEVELOPMENT PROJECT RECOMMENDED PROJECT PHASING COST TXDOT LOCAL TOTAL Construct 8,000' Replacement Runway (RWY 18/36) 6-10 Years $15,540,000 $13,986,000 $1,554,000 $15,540,000 Relocate Airport Approach/Visual Aids 6-10 Years $780,000 $702,000 $78,000 $780,000 Convert Runway 17/35 to Taxiway 6-10 Years $400,000 $360,000 $40,000 $400,000 New FBO/GA Development 6-10 Years $7,510,000 $6,759,000 $751,000 $7,510,000 Property Acquisition - North RPZ of RWY 18/36 6-10 Years $100,000 $90,000 $10,000 $100,000 - South RPZ of RWY 18/36 6-10 Years $2,000,000 $1,800,000 $200,000 $2,000,000 Subtotal - 6-10 Years $26,330,000 $23,697,000 $2,633,000 $26,330,000

POTENTIAL PROJECT FUNDING SOURCES ESTIMATED DEVELOPMENT PROJECT RECOMMENDED PROJECT PHASING COST TXDOT LOCAL TOTAL Construct Taxiway Extension (1,000 feet) 11-20 Years $740,000 $666,000 $74,000 $740,000 Construct East Side Parallel Taxiway 1/ 11-20 Years $16,780,000 $15,102,000 $1,678,000 $16,780,000 Construct East Side Apron Area 1/ 11-20 Years $30,000,000 $27,000,000 $3,000,000 $30,000,000 Construct Perimeter Access Road 11-20 Years $4,700,000 $4,230,000 $470,000 $4,700,000 Subtotal - 11-20 Years $52,220,000 $46,998,000 $5,222,000 $52,220,000

Total $107,520,000 $94,280,000 $13,240,000 $107,520,000 Note 1/ Includes land acquisition costs. Source: Carter & Burgess, Inc.

Cost estimates presented in Table 8-5 are based on a planning level of detail and are in current year dollars. While accurate for master planning purposes, actual project costs will likely vary from these planning estimates once project design and engineering estimates are developed. These costs also include contingencies and design and construction management costs.

It should be noted that the sponsor will seek federal discretionary funds for an Environmental Assessment, Benefit-Cost Analysis, and engineering and design for the proposed replacement runway during the 0-5 year phase. The sponsor’s goal is to complete the construction and have the replacement runway in operation by 2011.

As shown in Table 8-5, total estimated project costs of the recommended CIP are approximately $107.5 million over the 20-year planning period.

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Funding the Capital Improvement Program

Each recommended project was analyzed for federal Airport Improvement Program (AIP) funding eligibility and an estimated funding scenario for the CIP is presented in Table 8-5. Based on an analysis of each project and its eligible funding sources, it is estimated that approximately $94.3 million of the CIP’s total project cost is eligible for federal funding through the Airport Improvement Program (AIP). The remaining share of estimated project costs, approximately $13.2 million over the planning period would be funded through local participation.

The FAA and TxDOT collaborate to distribute federal funds to Texas airports in the form of AIP grants from the Aviation Trust Fund. As a block grant state, Texas has the authority to determine how AIP grants are distributed to eligible NPIAS airports, excluding primary commercial service airports, in the State. In this collaboration, the FAA typically manages funding programs for the State’s commercial service airports and TxDOT manages grant funding at general aviation airports. The Aviation Trust Fund, in its present general form, was originally established in 1970 and has since been amended on numerous occasions. The purpose of the Aviation Trust Fund is to establish a source of funds collected only from the users of the nation’s airport system that can be used to fund airport improvements at system airports. The current AIP legislation provides both entitlement funds (enplanement, cargo, and apportionment) and discretionary funds for projects that are eligible according to FAA Order 5100.38B, “Airport Improvement Handbook.” General types of projects that are eligible to be funded with AIP grants include those projects that:

 Preserve or enhance safety, security, or capacity of the national air transportation system

 Reduce noise or mitigate noise impacts resulting from aircraft

 Furnish opportunities for enhanced competition between or among air carriers, if applicable

One of the major sources of funds for the Aviation Trust Fund is a ticket tax levied on each scheduled service airline ticket sold in the U.S. This ticket tax ensures that the users of the nation’s aviation system are responsible for funding its improvements. It is important to note that grants from the Aviation Trust Fund support development/improvement needs at both commercial service and general aviation airports.

Some airports with scheduled service receive grant funds each fiscal year based on the number of passengers that they enplaned the prior calendar year. These are referred to as “enplanement” entitlement funds. Commercial service airports are given entitlement funding based on a graduated methodology developed by the FAA that equates to a lower per enplanement entitlement for the airport as that airport’s total enplanement level increases. This process is used to offset funding disparity, to the extent possible, that results from the vastly different levels of enplanements that occur at U.S. airports, from less than 10,000 enplanements per year at small airports to tens of millions of enplanements at major hub airports.

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P

Scheduled service airports can also receive cargo funding based on the landed weight of cargo aircraft. This cargo entitlement is also calculated based on a graduated methodology similar to the enplanement entitlement methodology described above. In addition, federal AIP apportionment funds are available to each state’s eligible general aviation airports. The FAA allocates funds for general aviation airports in each state based on a formula that considers the size and population of the state. General aviation airports compete for these funds based on the priority of each project within the state and national airport system. It should be noted that no passenger or cargo entitlement funds are anticipated for Collin County Regional Airport during the planning period.

Airports also compete for federal discretionary funds, which are awarded based on priority ratings given to each potential project by the FAA. The prioritization process ensures that the most important and most beneficial projects are the first to be completed, given the availability of adequate discretionary funds.

As a general rule, airport projects that are related to non-revenue producing facilities, such as airfield improvements and land acquisition, can be eligible for up to 90 percent federal funding. Only those airports deemed as being crucial to the national system, those airports included in the National Plan of Integrated Airport Systems (NPIAS), are eligible for federal funding. Collin County Regional Airport is included in the NPIAS as a general aviation reliever airport.

It is important to note, however, that all projects at airports included in the NPIAS are not necessarily eligible for federal funding. In addition, the use of federal AIP funds at any airport requires local matches from State and/or sponsor/owner sources. Federal funding is limited to development that is justified to meet aviation demand according to FAA standards. Each airport development project, including those recommended in the master plan update, will be subject to eligibility and justification requirements in the normal AIP funding process.

The CIP shown in Table 8-5 includes certain projects, such as general aviation hangars and private business developments, which would be funded by private sources. For purposes of this analysis, it is assumed that tenant-financed projects would not be constructed until demand warrants (i.e., demand and unit user revenues make it feasible to develop and finance facility construction).

Summary

This chapter of the master plan update for Collin County Regional Airport examines the financial and economic implications of the Airport’s current operation as well as the estimated costs of its recommended development plan. Although the Airport has experienced net operating losses over recent years, future growth in revenue generating activity at the Airport, based aircraft tenants, and adjustments to tenant leases are anticipated to significantly increase Airport operating revenues in the future. Based on projections of future Airport operating revenues and operating expenses, it is anticipated that Collin County Regional Airport will generate sufficient Airport operating revenues to cover operating expenses during the planning period.

In addition to positively impacting Airport operating revenues, anticipated future growth in based aircraft and aircraft operations at Collin County Regional Airport would also lead to the

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Collin County Regional Airport Chapter 8: Airport Master Plan Update CIP and Financial P generation of additional tax revenues and an increase in the Airport’s estimated economic impact. Estimates of Airport-generated tax revenues, taxes collected based on the taxable value of aircraft based at the Airport, project that future total tax revenues will increase from approximately $803,300 in 2003 to approximately $4.2 million in 2022. Tax revenues generated as result of Airport activity are currently distributed to the City of McKinney, Collin County, Collin County Community College, and the McKinney ISD. Each of these entities would benefit from the anticipated future growth in Airport-generated tax revenues. The ultimate amount of tax revenue generated from the Airport will depend on the types of aircraft based there, a significant increase in the number of based corporate jet aircraft at Collin County Regional Airport could result in total tax revenues surpassing the $4.2 million estimate developed for 2022 in this analysis.

An economic impact analysis conducted for TxDOT estimated that, in 2002, Collin County Regional Airport was responsible for economic impacts totaling approximately 470 full-time jobs, payroll impacts of approximately $13.1 million, and a total economic output of approximately $65.7 million. These estimates illustrate the economic benefit and activity that the Airport generates as a result of its continued operation and use by airport tenants, aircraft owners, and visitors arriving via transient aircraft. Based on recent Airport development and tenant growth, as well as projected increases in transient aircraft traffic and based aircraft tenants, it is anticipated the Airport’s economic impact will continue to grow through the planning period.

To meet the Airport’s unusually rapid growth during the study period and the anticipated future needs of Airport users, the master plan update has identified a recommended capital improvement program (CIP) for Collin County Regional Airport. Over the 20-year planning period, the total development cost of the recommended CIP is estimated at approximately $107.5 million. Based on current funding programs and a project-specific funding eligibility analysis, it is estimated that the recommended CIP is eligible for approximately $94.3 million in federal AIP funding through TxDOT. The remaining $13.2 million in estimated project cost would be funded through local sources, including potential Airport reserve funds, the City of McKinney, MEDC, and private fund sources.

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Collin County Regional Airport Airport Master Plan Update Appendix A

Appendix A: Air Service Analysis

Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

Introduction

Collin County Regional Airport is located in Collin County, Texas, one of the fastest growing counties in the state in terms of population. While the airport has benefited from the growth in the region, aviation proponents have suggested that the airport could potentially provide scheduled commercial air service for the area if properly planned for and pursued. This analysis provides a qualitative overview of the short-term and long-term opportunities for Collin County Regional Airport to obtain commercial airline service by looking at trends in the U.S. airline industry and then comparing the Airport’s and the region’s conditions with four other large metropolitan areas with multiple commercial service airports.

Airline Industry Trends

The airline industry operates in a continual state of adjustment and change. Like most industries, the airlines experience periods of growth and expansion followed by contraction, often in the form of airline consolidation, and occasionally, bankruptcy.

In the late 1980s, air carriers lost millions of dollars. Those losses had a profound effect on the way airlines operated. Some of the most dramatic changes that occurred included the sudden and complete shutdown of several hub operations and the demise of several flagship carriers, notably Eastern Airlines, Braniff, and Pan Am. The remaining airlines took measures to restore profitability. These measures included:

 Eliminated secondary connecting hubs and introduced point-to-point service in the markets large enough to support it.  Moved toward aircraft fleets that have lower operating costs.  Sought to reduce airport charges.

Often, these efforts took years to carry out and carried on into the next decade.

The 1990s ushered in a new period of mergers, global alliances, and joint marketing agreements, as well as domestic alliances between major and regional carriers. The regional carriers, with lower labor costs, came into their own. Shorter haul service to hub airports was turned over to the regional carriers. The emergence of the regional jet helped the growth of regional carriers, while at the same time it impacted how the industry developed.

Among the changes brought about by regional jets, the most significant are:

 Use of RJs at capacity-constrained hubs has increased dramatically. Carriers are replacing their turboprops with RJs at these airports.  RJs require larger markets than turboprops to operate profitably because of their higher operating costs. Therefore, regional jet service is unlikely to expand to areas that could barely support turboprop operations.  Airlines may support the acquisition of additional regional jets by eliminating certain turboprop operations.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

As the domestic system solidified, the major carriers have reentered this segment of the airline business by acquisition of the regional carriers and by replacement of turboprops with regional jets.

2001 Recession

In March 2001, the U.S. economy went into a recession. It deepened as the year progressed, and airlines felt the effects through lower passenger numbers. The inability of the airlines to rapidly adjust their supply of seats to the sudden change in demand, and, hence, reduce their costs, resulted in the largest losses ever experienced by the industry. Even though the recession ended in November 2001, the airlines are still waiting for passenger levels to return to previous high levels.

September 11, 2001

The problems that began with the 2001 recession were exacerbated by the terrorist attacks on September 11, 2001. The attacks resulted in the shutdown of the entire airspace system for several days, costing the airlines millions, and undermined public confidence in air travel. The federal government reimbursed the airlines for costs associated with the airspace shutdown, but there was little that could be done to restore passenger confidence to pre-September 11 levels. Not surprisingly, passenger numbers dropped substantially. With only a few exceptions, airlines cut capacity and employees following the attacks in an effort to reduce costs. As it became clear that passenger levels would not quickly recover, airlines continued to make cuts, in some cases reducing capacity by as much as 30 percent. Many of these cuts were the result of the elimination or reduction in the “low-fare” components of major airlines. United eliminated its West Coast shuttle operation and US Airways discontinued its Metrojet operation. Such cutbacks have given the point-to-point carriers like Southwest, AirTran, and JetBlue the opportunity to move into these markets.

Airline Bankruptcies

Further evidence of the gravity of the airline financial situation is the recent Chapter 11 bankruptcy filings by two major airlines.

US Airways filed for bankruptcy in August 2002. Like most airlines, it was struggling financially because of the poor economy and decline in passenger traffic following Sept. 11. US Airways was also hit hard by the federally mandated closure of Ronald Reagan Washington National Airport. While the rest of the national airspace system was closed for a few days, Washington National remained closed for approximately three weeks. Washington National is a major part of US Airways operations and the closure significantly impacted the airline’s bottom line.

US Airways emerged from its Chapter 11 bankruptcy reorganization on March 31, 2003.

United Airlines filed for Chapter 11 bankruptcy in December 2002 in order to reorganize its debts, capital and cost structure. It is continuing to operate while in bankruptcy. Airline officials are planning to complete the reorganization in 18 months.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

Both airlines have been expanding the number of flights and destinations they offer. However, in most cases, these are a resumption of service that had been suspended following Sept. 11 or the start of the most recent war in Iraq.

Based on the behavior of the industry during past periods of economic contraction, it is reasonable to assume that the airlines will continue to focus on reducing costs in the near term. This will most likely be accomplished by:

 Focusing efforts on the most profitable routes.  Seeking to reduce airport costs.  Reducing seat capacity to match demand.

None of these actions are encouraging from the point of view of a community hoping to attract first time air service or add air service. These trends indicate that there is little likelihood of airlines expanding in the face of the existing financial challenges.

With this in mind, it is clear that now is not the best time for attracting first time airline service. Ultimately though, passenger levels will return to historic highs and continue to grow. The FAA predicts that passenger traffic will return to pre Sept. 11 levels by 2005. This will foster an environment for growth that will be more encouraging for new service activity. Because of this, it is worth examining current market conditions so that this issue can be considered properly within the context of a long-term development plan for the airport.

Existing Airport Market Conditions

While Collin County Regional Airport is included in the large population base of the Dallas/Fort Worth metroplex, any air service it could provide would necessarily compete with the services already offered by both Dallas/Fort Worth International Airport and Dallas Love Field. For this reason, a comparison of major metropolitan areas with multiple airport systems was undertaken.

There are a number of U.S. cities with multiple airports and a comparison of McKinney to those situations is useful. The cities for comparison are Houston, San Francisco, Baltimore/Washington, D.C., Chicago, Los Angeles, and New York. For purposes of demographic comparison, each of these cities respective metropolitan statistical areas (MSA) is used. The MSA for each city typically encompasses areas outside of the city itself and is a good representation of the potential market for the respective airports.

The cities selected range from slightly smaller in population (Houston), to four times the population (New York). See Table A-1. The Dallas land area falls in the middle of the seven regions, with Houston, San Francisco, and Chicago occupying smaller land areas, and Baltimore/Washington, D.C., Los Angeles, and New York encompassing larger areas.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

Table A-1 Comparison of MSAs

MSA LAND AREA MAIN CITY IN MSA MSA POPULATION IN 2000 (SQUARE MILES) Dallas 5,221,801 9,104 Houston 4,669,571 7,705 San Francisco 7,039,362 8,799 Baltimore/Washington, D.C. 7,608,070 10,492 Chicago 9,157,540 6,927 Los Angeles 16,373,645 33,955 New York 21,199,865 10,450 Source: U.S. Census

First, a description of the existing commercial air service in the Dallas area will be provided. Then, the air service in the cities of Houston, San Francisco, Baltimore/Washington, D.C., Chicago, Los Angeles, and New York will be described.

Dallas/Fort Worth

The Dallas/Fort Worth area is served by two commercial service airports – Dallas/Fort Worth International (DFW) and Dallas Love Field (DAL). DFW provides the majority of commercial service for the region, with 30 air carriers providing nonstop service to 154 destinations. American Airlines operates a hub at DFW.

The area’s secondary airport is DAL. Two air carriers provide service to 13 nonstop destinations from this airport. DAL serves as the primary airport for point-to-point carrier Southwest Airlines. DAL was forced into a secondary role when DFW was built in the 1970s. At that time, DAL was the primary air carrier airport, but it was assumed that all air carriers at DAL would move to DFW when it opened in 1974. Southwest refused to do so. After much litigation, Southwest was allowed to stay at DAL. However, in 1979, Congress passed the which effectively prohibited commercial flights from operating out of DAL to any destination outside of Texas, Louisiana, Arkansas, Oklahoma and New Mexico. This was intended to prevent DAL from offering any significant competition to DFW. In 1997, the Shelby Amendment added Alabama, Kansas, and Mississippi to the list of permitted destinations.

In addition to the Dallas/Fort Worth area airports, there are several airports just outside the metroplex region. Nearby airports in northern Texas area include in Abilene, Tyler Pounds Regional Airport in Tyler, Waco Regional Airport in Waco, and Wichita Falls Municipal Airport in Wichita Falls. Each of these airports has a single carrier that provides service to DFW. These airports range from 89 miles from DFW (Waco Regional to the south) to as far as 157 miles (Abilene Regional to the west). There are no nearby regional airports to the north in the direction of McKinney.

Houston

The Houston region is served by two commercial service airports. George Bush Intercontinental Airport (IAH) is the primary airport with 29 air carriers providing service to 159 nonstop

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis destinations. The airport is a major hub for Continental Airlines and serves as an international gateway to Mexico and Latin America.

Houston’s secondary airport, Houston Hobby Airport (HOU), was actually Houston’s first commercial service airport. All of HOU’s commercial air service moved to IAH in 1969 when that airport commenced operations. HOU was without commercial service until 1971, when Southwest initiated service between HOU and DAL. HOU now has seven airlines offering service to 28 nonstop destinations.

San Francisco

Two commercial airports serve the San Francisco Bay area. The larger of the two is San Francisco International Airport (SFO). A total of 34 air carriers serve the airport, traveling to 83 destinations. SFO serves as a hub for United Airlines. SFO also serves as a major gateway to the Far East.

Oakland International Airport (OAK) has only 14 carriers, which provide service to 36 destinations. The airport has evolved into the preferred Bay area airport for low-fare carriers.

Baltimore/Washington, D.C.

There are three commercial service airports in the Baltimore/Washington, D.C. area. All three airports compete in certain markets, but Ronald Reagan Washington National Airport (DCA) is prohibited from competing in the long-haul market because of a perimeter rule that restricts flights from beyond 1,250 miles.

Baltimore/Washington International Airport (BWI) has 28 air carriers that serve 75 destinations. The airport serves as a major destination for Southwest Airlines and has attracted a fair number of low-fare carriers.

Washington Dulles International Airport (IAD) has 34 airlines serving 88 destinations. Dulles is a relatively new airport, and its development was fostered by the restrictions placed on air service operating out of Washington National. United Airlines operates one of its hubs out of Dulles.

Washington National Airport has 26 airlines serving 68 destinations. This airport is very close to downtown Washington, making it convenient for those conducting business in Washington, D.C. In addition to operating under the perimeter rule, Washington National is also one of four high density traffic airports. Traffic at these airports require a reservation, or slot, in order to operate. Regulatory authorities limit the number of slots to keep traffic at a manageable level for the facility.

Chicago

There are three commercial service airports in the Chicago area. The primary airport is Chicago O’Hare International Airport (ORD). It has 44 airlines serving 167 nonstop destinations. It is also unique in that it is a hub for two major airlines – United and American. O’Hare used to be slot controlled, but Congress removed that restriction in July 2002.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

Midway Airport (MDW) serves as Chicago’s secondary airport. It has 13 airlines providing service to 63 nonstop destinations. Midway has developed into Chicago’s low-fare carrier airport.

The Gary/Chicago Airport (GYY), located in Indiana across from Chicago, has made a claim of being Chicago’s third airport. However, the airport’s success at providing air service to the populace of Chicago has been spotty. Pan Am provided commercial service starting in 1999, but that service ended in June 2002. At the time that Pan Am started service, slot controls were in effect at O’Hare and congested airspace was causing delays at most major airports. Since 2001, delays have decreased, and, in 2002, slot controls were lifted at O’Hare.

Currently, only Casino Express Airlines, which offers gambling vacation packages to Elko, Nevada, serves the Gary/Chicago Airport.

Los Angeles

The Los Angeles area is served by a number of major commercial service airports. The primary airport is Los Angeles International Airport (LAX). Sixty airlines operate out of LAX and provide service to 127 nonstop destinations. The airport serves as a major international gateway to the Far East, South America and Mexico.

Ontario International Airport (ONT) is the region’s second busiest commercial service airport. It has 16 airlines that serve 19 nonstop destinations.

A third airport serving the Los Angeles area is Long Beach Airport (LGB). There are four airlines operating out of LGB serving 10 nonstop destinations.

New York

The New York region is home to numerous airports. The huge population of the region makes it a unique situation that is able to support more than one primary airport. However, this assessment has labeled JFK International Airport (JFK) as the primary airport for the region so as to use JFK as the main reference for distance between airports. JFK has 75 airlines serving 124 nonstop destinations.

The region has a number of “secondary” airports. Newark International Airport (EWR) provides service to 140 nonstop destinations from 41 airlines.

LaGuardia Airport (LGA) has 23 airlines serving 75 nonstop destinations. LGA truly does serve in a secondary role to JFK because of the perimeter rule imposed by the Port Authority in 1984. This rule prevents airlines from flying nonstop out of LGA to destinations that are beyond a distance of 1,500 miles.

Long Island MacArthur Airport (ISP) serves as another of New York’s secondary airports. The airport has eight airlines that serve 13 nonstop destinations.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

The highly populated area around New York is only part of the reason for so many airports. Two of the airports, JFK and LGA, are slot controlled. The regulatory limit of slot controls has forced capacity to develop at other airports in order to meet demands for air service.

Table A-2 summarizes the characteristics of the airports described above.

Table A-2 Comparison of Airports

DISTANCE TO PRIMARY NUMBER OF NUMBER OF DEPARTING AIRPORT AIR NONSTOP WEEKLY WEEKLY CITY (MILES) CARRIERS DESTINATIONS DEPARTURES SEATS Airport Dallas DFW Primary Airport 30 154 7,141 711,899 DAL Secondary Airport 11 2 13 874 106,853 TKI 32 - - - Houston IAH Primary Airport 29 159 4,383 461,221 HOU Secondary Airport 23 7 28 1,135 140,799 San Francisco SFO Primary Airport 34 83 2,853 414,970 OAK Secondary Airport 11 14 36 1,376 182,796 Baltimore/ Washington IAD Primary Airport 34 88 2,433 242,501 BWI Secondary Airport 45 28 75 2,278 288,269 DCA Secondary Airport 23 26 68 2,502 221,522 Chicago ORD Primary Airport 44 167 8,698 952,173 MDW Secondary Airport 15 13 63 2,244 272,180 GYY Secondary Airport 36 0 0 0 0 Los Angeles LAX Primary Airport 60 127 5,354 744,391 ONT Secondary Airport 46 16 19 733 91,704 LGB Secondary Airport 17 4 10 262 37,067 New York JFK Primary Airport 75 124 2,362 445,417 LGA Secondary Airport 10 23 75 3,649 353,775 EWR Secondary Airport 20 41 140 3,669 426,642 ISP Secondary Airport 37 8 13 303 27,641 Source: Official Airline Guide, using the week June 2003 data

Conclusion

From the examples shown above, it appears that only the very large metropolitan areas are capable of sustaining more than two commercial service airports. Chicago, with its larger

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis population than the Dallas region, has only two commercial service airports. In fact, the city’s mayor recently shut down the city’s downtown airport, Meigs Field, which had limited commercial service.

The areas that do support three or more commercial service airports generally have a third airport that provides only a limited amount of service, such as ISP and LGB. Both of these airports have succeeded in attracting low-fare carriers (JetBlue in the case of LGB and Southwest at ISP). Additionally, the primary airport tends not to be a dominated hub. LAX, while a United hub, is not generally regarded as one of United’s fortress hubs. Likewise, JFK is not a hub for any airline. DFW, on the other hand, is clearly a fortress hub for American Airlines. As such, based on American’s past performance, it would use its control over market share, as well as any other means at its disposal, to ensure any new competing airports have a very difficult time.

It is also apparent that additional airports are not required just because population exceeds a certain level. Numerous metropolitan areas with larger populations than the Dallas area are served by a single commercial airport. Boston has a single commercial airport and the population of its metropolitan area exceeds 5.8 million. Likewise, Philadelphia’s population of 6.2 million supports only one commercial airport. It is therefore apparent that population alone does not drive the development of new commercial service airports.

Carrier Service Trends and Considerations

Relatively small communities, such as McKinney, that do manage to secure airline service typically have service to a hub, usually one in their state. Typical examples of this in Texas are the communities of Tyler, Waco and Wichita Falls, all of which have commuter service to DFW. However, McKinney is physically too close to DFW to justify any type of air service between the two airports. Among small communities that have obtained first time commercial air service recently, most have done so through Essential Air Service (EAS) programs. McKinney does not qualify for EAS due to its proximity to Dallas/Fort Worth International.

One community that has worked to get commercial service at its joint-use airport without EAS is Mascoutah, Illinois. Located across the Mississippi River from St. Louis, the MidAmerica Airport, has tried to market itself as a convenient alternative to the crowded conditions at Lambert St. Louis International Airport. Using numerous financial incentives, including reduced landing fees, the airport managed to persuade Pan Am to start service in August 2000. However, TWA, the hub airline at Lambert, filed for bankruptcy in January 2001. The reduction in TWA flight activity alleviated much of the congestion at Lambert. Pan Am ended service at MidAmerica Airport in December 2001. The airport is now served by Allegiant Air, which offers gambling vacation packages to Laughlin and Reno, Nevada. Great Plains Airlines plans to start scheduled service in October, with flights to Chicago Midway and Washington Dulles.

Dallas Carriers

Out of the 10 major U.S. carriers, only one, Alaska Airlines, does not serve the Dallas area. Of the remaining nine, all except Southwest Airlines, operate out of Dallas/Ft. Worth International.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

Southwest operates out of Dallas Love Field. It is unlikely that an already established carrier would decide to initiate new service in a market that would compete with its already established service.

In addition, numerous low-fare carriers including AirTran Airways, ATA, and Frontier operate out of DFW. With numerous low-fare carriers serving the Dallas market, the entry of an additional low-fare carrier into the market may prove challenging.

Low-fare Carriers

Since 1999, Southwest has initiated new service at seven airports. The airline added three destinations in 1999, two in 2000 and two in 2001. No new destinations have been added in 2002 or 2003. All seven new destinations are airports with established airline infrastructure and service. In terms of annual enplanements, the smallest was Long Island Mac Arthur Airport, which had slightly more than 1 million enplanements in 2001. The largest was Raleigh-Durham International Airport, with nearly 5 million enplanements in 2001.

Expansion at AirTran Airways was more aggressive, but similar. Fourteen new destinations were added to its route structure since 1999. Like Southwest’s new destinations, these new destinations had existing airline service. The busiest airport where AirTran started service was Newark Liberty International Airport, which had 16.5 million enplanements in 2001. The least busy airport was Toledo Express Airport, which had a little more than 300,000 enplanements in 2001. A key component of AirTran’s expansion is that every new small market that AirTran has entered has been subsidized with a minimum of $500,000 per year. Among the communities that have provided AirTran with operating subsidies are Gulfport, Myrtle Beach, Pensacola, Tallahassee, Toledo and Wichita. In some cases, the subsidy has been as high as $1.5 million per year.

Jet Blue launched its first airline service in 2000. Since then, the airline has expanded into eight additional airports. In 2001, the airline initiated service at six new airports, and followed up in 2002 with service at two new airports. All of these airports already had commercial service, and most enplaned more than 1 million passengers in 2001. The exception was Long Beach Airport, which had approximately 300,000 enplanements in 2001.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

Table A-3 shows where new service has been established by these three carriers.

Table A-3 New Service for Three Low-Fare Carriers through 2002

2001 SINCE 2001, JET BLUE INITIATED SERVICE AT ENPLANEMENTS LAS – McCarran International Airport 17,215,302 MSY – Louis Armstrong New Orleans International Airport 4,947,243 SEA- Seattle Tacoma International Airport 13,604,468 IAD – Washington Dulles International Airport 8,802,451 SYR – Syracuse Hancock International Airport 992,105 DEN – Denver International Airport 17,939,800 LGB – Long Beach Airport 281,796 SJU – Luis Munoz Marin International Airport 4,943,132

Since 1999, AirTran initiated service at BWI – Baltimore/Washington International Airport 10,302,083 MCI – Kansas City International Airport 5,879,219 PBI – Palm Beach International Airport 2,979,195 PIT – Pittsburgh International Airport 10,183,267 GPT – Gulfport-Biloxi International Airport 395,004 EWR – Newark Liberty International Airport 16,521,266 MSP – Minneapolis/St. Paul International Airport 16,490,650 MYR – Myrtle Beach International Airport 735,165 ROC – Greater Rochester International Airport 1,207,456 TLH – Tallahassee Regional Airport 439,544 PNS – Pensacola Regional Airport 518,186 ICT – Wichita Mid-Continent Airport 557,103 MKE – General Mitchell International Airport 2,983,348 TOL – Toledo Express Airport 338,501

Since 1999, Southwest initiated service at ISP – Long Island Mac Arthur Airport 1,040,475 RDU – Raleigh-Durham International Airport 4,968,382 BDL – Bradley International Airport 3,571,026 ALB – Albany International Airport 1,512,482 BUF – Buffalo Niagara International Airport 2,325,775 PBI – Palm Beach International Airport 2,979,195 ORF – Norfolk International Airport 1,485,273 Source: FAA Terminal Area Forecast

In reviewing the destinations at which these low cost carriers started service, the common denominator is that all of them already had airline service. Starting service at an airport that has never had commercial service is a risky endeavor for the airline, the airport, and any potential investors.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

The airline is faced with an uncertain market demand since there are no historical passenger trends. If passenger levels do not match expectations, the airline can suffer losses. Operations are complicated by the fact that there are no other airlines that can help out in the event of problems. At airports with multiple airlines, it is possible to rebook passengers on other airlines if a mechanical problem, for instance, interrupts service. Aircraft ground servicing can be outsourced to another airline or a third party at airports with established commercial service. An airline that is the first and only to serve an airport must perform its own ground handling, regardless of whether it is efficient to do so or not.

The airport, and investors if any are involved, face the prospect of having financed costly infrastructure that will go unused if the new service is unsuccessful. At an airport that already has commercial service, it may be possible to spread the cost of the new infrastructure amongst the remaining airlines. It is apparent that there are substantial financial risks when an airline expands its service to a new airport, even under a healthy economic environment. Under the current conditions where cost cutting is the focus among most airlines, the risk of undertaking additional airport facility development costs is magnified and likely to be viewed as not worth taking.

For these reasons, the Dallas/Fort Worth area does not appear ready to support a third commercial service airport. Given Collin County Regional Airport’s proximity to the existing commercial service airports, it would appear unlikely that it could attract air service in the near future. In the current airline environment of cost reduction, an airline would likely be reluctant to undertake operations at an unproven airport. The cost of new facilities would be a concern to an airline, especially if those costs could not be spread among several airlines.

Long Term Potentials

While the chances of Collin County Regional obtaining commercial air service in the short term appear to be very limited, there may be a greater chance in the long term. There are several factors that work in favor of Collin County Regional Airport obtaining some type of commercial service in the long-term. The first is the population growth of the region. Assuming that the growth in population can be sustained over the long term, it is possible that the outward growth of population could lead to a need for a commercial airport north of Dallas. The resulting congestion will increase drive times to DFW, making outlying locations more convenient for certain users. This same growth should result in more operations at DFW. The airport is well positioned to accommodate this growth, but, eventually DFW will reach a point of diminishing returns where additional capacity projects are not as effective as in previous years. At this stage, airline operational delays will increase and some airlines may find it advantageous to seek another airport from which to operate.

The second factor that could assist Collin County Regional is the limit currently placed on airlines operating out of DAL. Only two airlines operate out of DAL, largely because of the operating limitations of the Wright and Shelby Amendments. Despite the fact that Southwest has been very successful at DAL, it is reasonable to assume that any airline looking to serve the Dallas region would want to do so without the restrictions at DAL. Currently, the only way to do

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis that is by operating at DFW, which means competing with American’s hub operations and dealing with the inherent delays of a busy hub. However, the regulatory trend in the airport industry has been toward fewer restrictions, not more. Congress has increased the number of slots at the slot controlled airports over the years, and completely eliminated them at O’Hare. The Shelby Amendment eased the restrictions associated with operating out of Love Field, and there have been proposals to completely do away with the Wright Amendment. If the Wright and Shelby Amendment is eliminated, DAL would become a more attractive location to low cost carriers serving niche markets.

A third factor in McKinney’s favor is the lack of a regional airport to the north of Dallas that could attract passengers that would otherwise use commercial service out of Collin County Regional Airport. The area including Plano and other northern Dallas suburbs reportedly generate many of the origination enplanements at DFW. As congestion increases throughout the metroplex, an opposite location may provide attractive to passengers.

Given enough time, it would appear that McKinney might tap into a niche air service market and establish a limited level of commercial service, similar to what has occurred at ISP or LGB.

Summary

Wall Street analysts have estimated airline industry losses for 2002 at almost $8 billion. US Airways recently emerged from bankruptcy and United Airlines is undergoing reorganization to come out of bankruptcy. Airlines are taking steps to cut costs by whatever means necessary. US Airways recently announced that it was rejecting its leases at Pittsburgh International Airport and intended to renegotiate those leases in order to drive down costs. What new service has been recently initiated is mostly an effort by airlines to reestablish service that was cut following the September 11 terrorist attack and reduced demand as a result of the Iraq war.

The recovery of the airline industry is expected to take time, with some experts projecting a recovery period of several years. During the recovery, it is unlikely that Collin County Regional Airport could entice an air carrier on to the airport. There are numerous factors working against Collin County Regional’s ability to attract first time air service in the near future.

Factors:

 There are metro areas larger than Dallas that do not support more than one commercial service airport.  Small communities that have obtained first time airline service have done so only through subsidies (either EAS or from the community itself).  Overall, the airline industry is in a cost cutting mode in an effort to stem losses and generally not looking to expand service.  Collin County Regional’s market is not that similar to other markets where low-fare carriers have initiated service. The smallest markets have subsidized the new service.  Proximity of existing/competing air service at DFW and DAL.  American Airlines dominant position and control of market share in the region.

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Collin County Regional Airport Appendix A: Airport Master Plan Update Air Service Analysis

 Lack of physical facilities at Collin County Regional means the new carrier would bear all the infrastructure development costs.  Dallas market isn’t currently large enough to support a third commercial service airport.

Once the airline industry has recovered from its current slump and moves into an expansion period, The Airport’s chances of obtaining airline service increase. Collin County Regional Airport does have a number of factors working in its favor.

Support Factors:

 Strong population growth in the region should result in increased employment and, therefore, demand for air travel.  There are other metropolitan regions that that are able to support multiple commercial service airports.  Growth in the region should lead to road congestion, making DFW less convenient for people in outlying regions.  Limited competition from DAL due to Congressional legislation restricting the type of airline service that can be offered from DAL.  No regional airport directly north of Dallas that would siphon passengers away from Collin County Regional.

Given these factors, it would seem prudent for Collin County Regional Airport, in the near term, to focus on developing facilities that support its role as a premier general aviation facility. Development of terminal facilities, parking structures, increased security, firefighting, and other necessary infrastructure requirements for commercial service operations would be extremely expensive. Without an identified airline, little of this additional cost would be eligible for federal funding. Even with an identified airline, much of the costs associated with revenue producing infrastructure must be borne by the sponsor or the tenant. This is often financed with guaranteed revenue bonds, special tax districts, or public-private partnerships. However, given the long-term potential for some type of limited airline service, it may be prudent to support development that does not preclude accommodating airline service at some point in the future. For example, the likely location of an airport terminal could be reserved or not leased for an extended period of time. Leases could be structured such that the airport has the ability to cancel or modify the lease.

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Collin County Regional Airport Airport Master Plan Update Appendix B

Appendix B: Environmental Overview Support Documentation

Collin County Regional Airport Airport Master Plan Update Appendix C

Appendix C: Aviation Projections Update

Collin County Regional Airport Appendix C Airport Master Plan Update Aviation Projections Update

Since the completion of the Master Plan Update in October 2004, there has been a sharp decline in operations and a rapid increase in based aircraft at the Airport. This Appendix contains an update of the forecasts using the current 2004 base data. This information corresponds with the information presented in the ongoing Part 150 Study, which also used 2004 as a base year.

The projections of aviation demand are documented in the following sections:

 Existing Conditions  Based Aircraft Projection  Aircraft Operations Projections  Summary

Existing Conditions

Since the completion of the October 2004 Master Plan Update the Airport, there has been a change in based aircraft and operations at the Airport. The base year in the Master Plan Update was 2002. Since 2002, the number of based aircraft has increased from approximately 162 to 218. This increase is a result of the construction of additional hangars as well as the recent relocation of several corporate flight departments from other area airports.

While based aircraft numbers have increased at Collin County Regional Airport, operational levels have dropped over what was reported in the Master Plan Update. For example, the estimated number of operations reported for 2002 (base year) in the Master Plan Update was 139,327. This number was based on calendar year data contained in the ATCT report. The Fiscal Year ATCT Report and the number reported in the FAA Terminal Area Forecast (TAF) for 2002 was a slightly higher count of 149,901 operations. The Airport’s Tower Report for 2004 indicates that actual operations declined to 116,914. This decline in airport operations is attributed to a significant drop in training operations. During this two year period, itinerant operations declined from 38,057 to 35,324; a decline of only seven percent. During this same period, local operations declined from 111,844 to 81,687; a decline of nearly 27 percent.

Based Aircraft Projections

As discussed, based aircraft at Collin County Regional Airport have increased since the completion of the Master Plan Update. The Airport now reports 218 based aircraft, an increase of 56 aircraft since 2002. This increase is due to new hangars being made available, re-location of corporate flight departments from other area airports, and the strong growth the McKinney area is experiencing.

An updated forecast based on the current (2004) number based aircraft forecast is depicted below:

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Collin County Regional Airport Appendix C Airport Master Plan Update Aviation Projections Update

Based Year Aircraft 2004 218 Projected 2009 250 2014 287 2019 329 2024 375

This forecast assumes the same compound annual growth rate selected as preferred in the original analysis and applies it to the 2004 based aircraft number. The original Master Plan Update and ALP contains more than enough landside development area to meet this level of based aircraft growth should it occur.

Aircraft Operations Projections

In order to project future operations at the Airport, an updated base year of 2004 was used for this analysis. As discussed above, in 2004 there were 116,914 operations. Operations are significantly lower than the original base year (2002) used in the original projection of demand. Again, the reason for the decline in activity is attributed to a decline in training (local operations) at the Airport.

The FAA prepares an annual forecast for National Plan of Integrated Airport System (NPIAS) airports annually in it’s Terminal Area Forecast (TAF). The 2005 FAA TAF forecast for Collin County Regional Airport contains projections through 2020. Interpolated data was presented to provide a 20-year timeframe. The TAF projection is show below:

TAF Operations Annual Year Operations CAGR 2004 1/ 116,914 - 2009 133,285 2.6% 2014 150,217 2.4% 2019 169,309 2.4% 2024 2/ 190,800 2.4% Compound Annual Growth Rate 2.5% (2004-2024) – CAGR

Source: Tower Records and FAA TAF 1/ - Base year from Tower data 2/ Interpolated from TAF data

As indicated, the TAF data indicates that operations will exceed 190,000 by 2024. This TAF projection is approximately 50,000 operations below the estimate prepared based on 2002 base data. This reduction in operations appears reasonable based on the recent decline in local operations.

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Collin County Regional Airport Appendix C Airport Master Plan Update Aviation Projections Update

The TAF projection accounts for the decline in operations between 2002 and 2004. While the total number of operations is more than 50,000 less than that originally forecast, there is no change in critical aircraft. The critical aircraft, or aircraft which conducts more than 500 operations annually, is currently an ARC C-III aircraft such as the Global Express. Aircraft with slightly higher approach speeds such as the G-V are currently operating at the Airport. It is anticipated that these aircraft D-III will become the critical aircraft during the planning period.

Summary

Although these forecasts provide a meaningful guide regarding future activity at the Airport, it should be noted that there are often short-term fluctuations in any airport’s activity due to a variety of factors. Additionally, while the forecast presented in this report is less than the preferred projection presented by the Master Plan Update, this is largely due to a decline in local operations between 2002 and 2004. This decline in total activity, however has not affected the size of the aircraft using the Airport. For these reasons, the current operations at the Airport, and the forecast presented in this report continues to justify the airfield improvement projects identified in the Master Plan Update.

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Collin County Regional Airport Airport Master Plan Update Appendix D

Appendix D: Airport Layout Plan Drawings