CHAPTER ONE - INVENTORY Taxiways, Airfi Eld Lighting and Marking Aids, and Navigational Aids
Airport Master Plan - Draft Final City of Dallas Dallas Executive Airport
into two distinct categories: airside and landside. Airside facilities include those directly associated with aircraft operation such as runways, taxiways, lighting and marking, and navigational aids. Landside facilities include those necessary to provide a safe transition from surface to air transportation and support aircraft servicing, storage, maintenance, and operational safety on the ground.
AIRSIDE FACILITIES
Airside facilities are depicted on Exhibit 1A. These facilities include runways, CHAPTER ONE - INVENTORY taxiways, airfi eld lighting and marking aids, and navigational aids. Airside facility data is discussed in detail in the The inventory of existing conditions agencies. Additional information and following sections. is the initial step in the preparation of documents were provided by the the Dallas Executive Airport Master Federal Aviation Administration (FAA), Plan Update. Information has been Texas Department of Transportation – Runways gathered for the airport as well as Aviation Division (TxDOT), and the City the region it serves. The inventory of of Dallas – Aviation Department. Dallas Executive Airport is served by existing conditions at Dallas Executive two active runways: Runway 13-31 and Airport will serve as an overview of This chapter will begin with an Runway 17-35. Primary Runway 13- the airport, its facilities, its role in the overview of the existing conditions 31 is 6,451 feet long by 150 feet wide regional and national aviation systems, at Dallas Executive Airport consisting and orientated northwest to southeast. and the relationship to development of descriptions of the airport facilities, Crosswind Runway 17-35 measures which has occurred around the airport regional airspace, air traffi c activity, and 3,800 feet long by 150 feet wide and is in the past. the airport’s role in regional, state, and orientated north to south. national aviation systems. This will be The update of this Master Plan requires followed by background information a comprehensive collection and regarding the airport and surrounding evaluation of information relating to area including airport location, history, the airport including airport history, regional climate, and adjacent land physical inventories of facilities and use. Finally, information regarding the services currently provided at the area’s socioeconomic profi le and an airport, as well as a review of regional inventory of environmental conditions airspace, air traffi c control, and airport will be presented. operating procedures.
The information outlined in this chapter was obtained through AIRPORT FACILITIES on-site inspections of the airport, including interviews with airport This section provides a description of management, airport tenants, and the existing facilities at Dallas Executive representatives of various government Airport. These facilities can be divided
Chapter One - Inventory / 1-1 City of Dallas Dallas Executive Airport
1 Localizer 2 VASI-4
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Runway 17-35 (3,800’x150’) 17-35 Runway 6 r d iv a A-4 e o R d n a l e r R 7 8 o ILS Glideslope Antenna / LDIN m A-3 . t r ASOS s D e o ll Westmoreland Road WWestmoreland AATCTTCT o A p 5 AApollo Dr. RRemoteemote TTransmitterransmitter & Helipads ReceiverReceiver AntennaAntenna VVASI-4ASI-4 D 1 A-1 AASOSSOS A-2 HHoldold AApronpron A ILS Glideslopee ) y RREILsEILs AntennaAntenna a LEGEND w e 7 e r Airport Property Line F e v o L LDINN . D KEY 8 in v r ATCT - Airport Traffic Control Tower a M ( ASOS - Automated Surface Observation System 7 6 y ILS - Instrument Landing System a w LDIN - Lead-In Lights h 0 800 ig 16000 H PAPI - Precision Approach Path Indicator . .S VASI - Visual Approach Slope Indicator UU.S. Highway 67 (Marvin D. Love Freeway) NORTH SCALE IN FEET REIL - Runway End Identification Light ed Bird Lane DATE OF AERIAL: RRed Bird Lane May - 2011 Exhibit 1A: EXISTING AIRSIDE FACILITIES Dallas Executive Airport Airport Master Plan - Draft Final
Exhibit 1B presents data specifi c gear loading (SWL) refers to having identify closed or hazardous areas to each runway. Other than the one wheel per landing gear strut. on the airport. Runway markings lengths and widths of each surface, Dual wheel loading (DWL) and provide pilots with designation the following items are included as dual tandem wheel loading (DTWL) and centerline stripes in basic detailed. include the design of aircraft form, while precision markings add landing gear with additional wheels threshold bars, edges, touchdown • Pavement type – Indicates the on each landing gear strut, which zone, and aiming points. surface material type. distributes the aircraft weight across • Lighting – Runway lighting is placed • Pavement condition – FAA’s current more of the pavement surface; near the pavement edge to defi ne rating of runway pavement material. thus, the surface itself can support the lateral limits of the pavement • Pavement strength – Based on the a greater total aircraft weight. surface. Medium intensity runway construction of the pavement, a • Pavement markings – Pavement lighting (MIRL) is typical of general runway can provide diff ering load markings aid in the movement of aviation airports. Runway end lights bearing capacities. Single wheel aircraft along airport surfaces and also demark end of pavements.
Exhibit 1B: ACTIVE RUNWAY AND TAXIWAY DATA RUNWAY 13-31 RUNWAY 17-35 TAXIWAYS
DATA DATA DATA Taxiway Length Width Length: 6,451’ Length: 3,800’ A 5,130’ 60’ Width: 150’ Width: 150’ A-1 530’ 60’ Pavement Type: Asphalt/Concrete Pavement Type: Asphalt/Concrete A-2 700’ 60’ Pavement Condition: Good Pavement Condition: Good A-3 530’ 60’ Pavement Strength: 35,000 lbs SWL Pavement Strength: 35,000 lbs SWL A-4 300’ 60’ 60,000 lbs DWL 60,000 lbs DWL A-5 300’ 60’ 110,000 lbs DTWL 110,000 lbs DTWL B 3,900’ 60’ Markings: Precision - Runway 31 Markings: Non-Precision B-1 300’ 60’ Non-Precision - Runway 13 Lighting: MIRL B-2 300’ 60’ Lighting: MIRL Elevation: 651’ MSL (17), 659’ MSL (35) B-3 300’ 60’ Elevation: 655’ MSL (13), 646’ MSL (31) Gradient: 0.2% C 700’ 60’ Gradient: 0.1% Traffic Pattern: Standard Left D 1,200’ 60’ Traffic Pattern: Standard Left R 900’ 60’
KEY SWL - Single Wheel Loading DTWL - Dual Tandem Wheel Loading MSL - Mean Sea Level DWL - Dual Wheel Loading MIRL - Medium Intensity Runway Lighting
1-2 / Chapter One - Inventory Dallas Executive Airport
Airport Master Plan - Draft Final City of Dallas Dallas Executive Airport
• Elevation – Each runway end is a terminal area access taxiway as it runs Helipads situated at a specifi c point above along the outer edge of the primary mean sea level (MSL). Those listed terminal apron. Taxiway A-2 is located Four helipads are located on the east on the exhibit identify the MSL at the southeast end of the runway and side of the airport approximately location of each runway end. serves as a by-pass taxiway connecting 1,800 feet northeast of the Runway 31 • Gradient – Runway gradient Taxiways A and A-1. It is located 300 threshold. The helipads are utilized by describes the eff ective slope of a feet northeast of the runway centerline. the City of Dallas Police Department’s runway surface. Runway pavement helicopter operations. Transient civilian should be moderately sloped to Taxiway D serves as a partial parallel helicopters operate from the aircraft allow for eff ective drainage, but not taxiway for the southern portion of parking aprons farther north and so as to reduce visibility from end to Runway 17-35 and is separated from west adjacent to the airport terminal end. the runway by 300 feet. There are four building and other aviation-related • Traffi c Pattern – Runway traffi c entrance/exit taxiways on the east side facilities. patterns are established to control of Runway 17-35 designated as A, A-5, movements in the immediate A-4, and D moving north to south. vicinity of the airport area. Left- Taxiways B and C connect to the west hand patterns are standard and side of Runway 17-35, providing access allow the pilot to make left-hand to the Runway 13 threshold located on turns throughout the traffi c pattern. the northwest side of the airport.
All active taxiways with their associated Taxiways dimensions are listed on Exhibit 1B. There are several other taxiways and The taxiway system at Dallas Executive taxilanes that serve more remote Airport includes parallel taxiways areas of the airfi eld such as hangar serving both runways as well as complexes and aircraft parking aprons. entrance/exit, access, and connector In addition, hold aprons are available at taxiways. each end of Runway 13-31. The hold Airfi eld Lighting and Marking aprons allow pilots to perform fl ight Taxiway B serves as the partial parallel checks, including engine run-ups and Airfi eld lighting systems extend an taxiway serving primary Runway 13- a location where airport traffi c control airport’s usefulness into periods of 31 from the Runway 13 threshold to tower (ATCT) personnel can instruct darkness and/or poor visibility. A its intersection with Runway 17-35. pilots to wait for clearance to enter the variety of lighting systems are installed Taxiway B is located 300 feet northeast runway. at Dallas Executive Airport for this of the Runway 13-31 centerline. There purpose. These lighting systems at the are seven entrance/exit taxiways linking Taxiway and taxilane centerline airport, categorized by function, are the parallel taxiways with Runway 13- markings are provided to assist pilots summarized as follows. 31 and are designated as B, B-3, B-2, in maintaining proper clearance from B-1, A-3, A-1, and A (as one moves from pavement edges and objects near the northwest to southeast). taxiways/taxilanes. Taxiway markings Identifi cation Lighting also include aircraft hold lines located Taxiway A serves as the partial parallel on the entrance/exit taxiways. For The location of an airport at night is taxiway for the southern portion of Runway 13-31, the hold lines are universally indicated by a rotating Runway 13-31 and the northern portion marked 250 feet from the runway beacon which projects two beams of of Runway 17-35. It is separated from centerline. The hold lines associated light, one white and one green, 180 Runway 13-31 by 530 feet and from with Runway 17-35 are located 200 feet degrees apart. The rotating beacon at Runway 17-35 by 300 feet (centerlines from the runway centerline. Dallas Executive Airport is located atop to centerlines). Taxiway A also serves as the terminal building.
Chapter One - Inventory / 1-3 Dallas Executive Airport Airport Master Plan - Draft Final
Runway and Taxiway Lighting Runway End Identifi cation Lights
Runway and taxiway edge lighting Runway end identifi cation lights (REILs) utilizes light fi xtures placed near the provide rapid and positive identifi cation edge of the pavement to defi ne the of the approach end of a runway. A REIL lateral limits of the pavement. This system has been installed on Runway lighting is essential for maintaining 13 and on each end of Runway 17-35. safe operations at night and/or during A REIL consists of two synchronized times of poor visibility in order to system installed at Dallas Executive fl ashing lights, located laterally on each maintain safe and effi cient access from Airport includes runway and taxiway side of the runway threshold, facing the runway and aircraft parking areas. designations, holding positions, the approaching aircraft. Runways 13-31 and 17-35 are equipped routing/directional, and runway exits. with medium intensity runway lighting (MIRL). Medium intensity taxiway lighting (MITL) has been installed on all Visual Approach Lighting taxiways. REIL A four-box visual approach slope indicator (VASI-4) is located on the left side serving each end of Runway 13-31. The VASI-4 consists of two sets of two boxed units that are located Approach Lighting System approximately 650 feet and 1,150 feet Runway 31 is equipped with a lead- in lighting (LDIN) system consisting of three fl ashing lights leading to the All runway ends are equipped with runway threshold. This system provides threshold lighting to identify the visual guidance to landing aircraft by landing threshold. Threshold lighting radiating beams in a direction pattern consists of specially designed light so the pilot can align the aircraft fi xtures that are red on one half of the from each runway threshold. A four- with the extended centerline of the lens and green on the other half of the box precision approach path indicator runway. This system enhances the lens. The green portion of the lights are (PAPI-4) is located on the right side turned towards the approach surface serving Runway 17. The PAPI-4 consists and intended to be seen from landing of a series of four lights that are located aircraft, while the red portion is visible approximately 800 feet from the to aircraft on the runway surface. runway threshold. When interpreted
Airfi eld Signage safety of operations at the airport, especially during inclement weather Airfi eld identifi cation signs assist pilots or nighttime activity. The LDIN extends in identifying their location on the approximately 600 feet beyond the airfi eld and directing them to their Runway 31 threshold. desired location. The presence of by pilots, the VASI and PAPI systems runway/taxiway signage is an essential give an indication of being above, component of a surface movement below, or on the designated descent Pilot-Controlled Lighting guidance control system necessary path to the runway. Both systems have for the safe and effi cient operation a range of fi ve miles during the day and The airport’s lighting system is of the airport. The lighted signage up to 20 miles at night. connected to a pilot-controlled lighting
1-4 / Chapter One - Inventory City of Dallas Dallas Executive Airport
(PCL) system. This PCL system allows service (ATIS). The ASOS is located translate into point-to-point guidance pilots to increase the intensity of the approximately 1,000 feet northwest and position information. The types of runway lighting, LDIN, and VASI-4s from of the approach end of Runway 31 as electronic navigational aids available for the aircraft with the use of the aircraft’s depicted on Exhibit 1A. aircraft fl ying to or from Dallas Executive radio transmitter. The PCL at Dallas Airport include the non-directional Executive Airport can be accessed on beacon (NDB), very high frequency the common traffi c advisory frequency Air Traffi c Control omnidirectional range (VOR), global (CTAF) 127.25 MHz. positioning system (GPS), and localizer Dallas Executive Airport has an and associated glideslope antenna. operational ATCT. It is located Weather Facilities approximately 1,000 feet southwest The NDB transmits non-directional of the intersection of Runways 13-31 radio signals whereby the pilot of an Dallas Executive Airport is equipped and 17-35. The ATCT is operated daily aircraft equipped with direction-fi nding with a lighted wind cone and from 7:00 a.m. to 9:00 p.m. local time equipment can determine their bearing segmented circle which provides pilots by an FAA licensed private contractor, to or from the NDB facility in order information about wind conditions RVA, Inc. The ATCT provides an array to track to the beacon station. The and traffi c pattern usage. These of control services, including ground Lancaster NDB is located approximately facilities are located approximately 800 control (119.475 MHz) and ATIS ten nautical miles to the southeast of feet northwest of the intersection of information (126.35 MHz). Outside Dallas Executive Airport and serves as an Runways 13-31 and 17-35 in a desirable these times, there are no formal air initial approach fi x (IAF) for the precision midfi eld location. traffi c control services available at the approach to Runway 31. airport. When the ATCT is closed, air traffi c advisories are made using the The VOR, in general, provides azimuth CTAF, which is the same frequency as readings to pilots of properly equipped the tower (127.25 MHz). aircraft by transmitting a radio signal at every degree to provide 360 individual navigational courses. Frequently, distance measuring equipment (DME) is combined with a VOR facility (VOR/ DME) to provide distance as well as An automated surface observation directional information to the pilot. system (ASOS) is located at the airport. Military tactical air navigation aids The ASOS automatically records (TACANs) and civil VORs are commonly weather conditions such as wind combined to form a VORTAC. The speed, wind gusts, wind direction, The ATCT located at the airport controls VORTAC provides distance and temperature, dew point, altimeter air traffi c within the Class D airspace direction information to both civil and setting, density altitude, visibility, that surrounds Dallas Executive Airport. military pilots. There are three VOR precipitation, sky condition, and Approach and departure control servic- facilities located within 20 nautical cloud height. This information is then es for arriving and departing aircraft on miles of Dallas Executive Airport. The transmitted at regular intervals on an instrument fl ight plan are provided Cowboy and Maverick VOR/DMEs are the automated terminal information by Fort Worth Center, which controls located approximately 13 and 14 miles, aircraft in a large multi-state area. respectively, northwest of the airport and the Ranger VORTAC is located approximately 20 nautical miles Navigational Aids northwest of the airport.
Navigational aids are electronic devices GPS was initially developed by the that transmit radio frequencies, which United States Department of Defense pilots of properly equipped aircraft can for military navigation around the
Chapter One - Inventory / 1-5 Dallas Executive Airport Airport Master Plan - Draft Final world and is currently being utilized approach. Visibility minimums defi ne available at the airport, allowing for more and more in civilian aircraft. GPS the horizontal distance that the pilot landings when cloud ceilings are as diff ers from an NDB or VOR in that must be able to see to complete the low as 200 feet above ground level pilots are not required to navigate approach. Cloud ceilings defi ne the (AGL) and the visibility is restricted to using a specifi c ground-based facility. lowest level a cloud layer (defi ned in ¾-mile. This type of approach provides GPS uses satellites placed in orbit feet above the ground) can be situated enhanced safety for users of the airport around the earth to transmit electronic for a pilot to complete the approach. If during poor weather. Runway 31 radio signals, which pilots of properly the observed visibility or cloud ceilings is also served by an area navigation equipped aircraft use to determine are below the minimums prescribed (RNAV) GPS approach. The localizer altitude, speed, and other navigational for the approach, the pilot cannot performance with vertical guidance information. The FAA is proceeding complete the instrument approach. (LPV) approach minimum provides with a program to gradually replace all both course and vertical guidance to traditional enroute navigational aids There are six approved instrument a pilot. The lateral navigation (LNAV) with GPS over the next 20 years. approach procedures for Dallas / vertical navigation (VNAV) approach Executive Airport. Runway 31 is served minimums provide for course or A localizer and glideslope antenna are by a precision ILS approach, which vertical guidance. A VOR approach is located on the airport and provide provides both course guidance and also available on Runway 31 providing the necessary components for an vertical descent information to pilots. course guidance to pilots. instrument landing system (ILS) serving The ILS system consists of the localizer Runway 31. The localizer antenna emits and glideslope antenna previously Each end of Runway 17-35 is also signals that provide the pilot with course discussed. The ILS approach to Runway served by non-precision instrument deviation left or right of the runway 31 provides the lowest minimums approach procedures providing course centerline and the degree of deviation. The glideslope antenna provides a Table 1A: AIRSIDE FACILITY DATA signal indicating whether the aircraft is Runway 13-31 Runway 17-35 above or below the desired glide path. At Dallas Executive Airport, the localizer Runway Lighting MIRL MIRL is situated 1,000 feet northwest of the Taxiway Lighting MITL MITL Runway 13 threshold. The glideslope Visual Approach Aids: antenna is located approximately 1,000 Approach Slope Indicators VASI-4 (13 & 31) PAPI-4 (17) feet northwest of the approach end REILs Yes (13) Yes (17 & 35) of Runway 31. Airfi eld lighting and Approach Lighting LDIN (31) None marking, weather, and navigational Instrument Approach Aids aids are summarized in Table 1A. ILS/LOC (31) RNAV/GPS (17) RNAV/GPS (31) VOR/DME (17) VOR (31) RNAV/GPS (35) Instrument Approach Procedures Weather Navigational Aids ASOS, ATCT, GPS, VOR, ILS, NDB Segmented Circle, Lighted Wind Cone, Instrument approach procedures are Visual Aids Rotating Beacon a series of predetermined maneuvers MIRL - Medium Intensity Runway Lighting VOR - Very High Frequency established by the FAA which utilize MITL - Medium Intensity Taxiway Lighting Omnidirectional Range electronic navigational aids (such as PAPI - Precision Approach Path Indicator DME - Distance Measuring Equipment those discussed in the previous section) VASI - Visual Approach Slope Indicator RNAV - Area Navigation to assist pilots in locating and landing LDIN - Lead-In Lights ASOS - Automated Surface at an airport during low visibility ILS - Instrument Landing System Observation System and cloud ceiling conditions. The LOC - Localizer ATCT - Airport Traffi c Control Tower capability of an instrument approach GPS - Global Positioning System NDB - Non-Directional Beacon is defi ned by the visibility and cloud Source: Airport Facility Directory - South Central U.S. (June 2011); FAA Form 5010-1, ceiling minimums associated with the Airport Master Record
1-6 / Chapter One - Inventory City of Dallas Dallas Executive Airport guidance. An RNAV (GPS) approach is prevailing wind at that time, a circling Arrival and Departure Procedures implemented on each end of Runway approach will have higher visibility and 17-35 and a VOR/DME approach is also cloud ceiling minimums than other Because of the heavily used airspace available on Runway 17. straight-in instrument approaches in over the greater Dallas/Fort Worth order to provide pilots with suffi cient Metroplex, the FAA has established Each approach also has circling visibility and ground clearance to four standard terminal arrival minimums. Circling minimums allow navigate visually from the approach routes (STARs) and eight standard pilots to land on any active runway to the desired runway end for landing. instrument departures (SIDs). Once at the airport. While providing Table 1B summarizes the approach assigned by air traffic control, aircraft fl exibility for the pilot to land on the capabilities at Dallas Executive Airport. arriving or departing Dallas Executive runway most closely aligned with the Airport under an instrument flight
Table 1B: INSTRUMENT APPROACH DATA
Weather Minimums by Aircraft Type Category A Category B Category C Category D Cloud Cloud Cloud Cloud Height Visibility Height Visibility Height Visibility Height Visibility (feet AGL) (miles) (feet AGL) (miles) (feet AGL) (miles) (feet AGL) (miles) ILS or LOC Runway 31 Straight ILS 200 0.75 200 0.75 200 0.75 200 0.75 Straight LOC 442 1 442 1 442 1.25 442 1.5 Circling 500 1 500 1 500 1.5 680 2.25 RNAV (GPS) Runway 31 LPV DA 250 1 250 1 250 1 250 1 LNAV/VNAV DA 415 1.5 415 1.5 415 1.5 415 1.5 LNAV MDA 422 1 422 1 422 1.25 422 1.25 Circling 500 1.5 500 1.5 500 1.5 680 2.25 VOR Runway 31 Straight 622 1 622 1 622 1.75 622 2 Circling 620 1 620 1 620 1.75 680 2.25 RNAV (GPS) Runway 17 LNAV MDA 442 1 442 1 442 1.25 442 1.5 Circling 500 1 500 1 500 1.5 680 2.25 VOR/DME Runway 17 Straight 422 1 422 1 422 1.25 422 1.25 Circling 500 1 500 1 500 1.5 680 2.25 RNAV (GPS) Runway 35 LNAV MDA 621 1 621 1 621 1.75 621 2 Circling 620 1 620 1 620 1.75 680 2.25 Aircraft categories are established based on 1.3 times the aircraft’s stall speed in landing confi guration as follows: Category A: 0-90 knots LOC - Localizer VNAV - Vertical Navigation Category B: 91-120 knots RNAV - Area Navigation DA - Decision Altitude Category C: 121-140 knots GPS - Global Positioning System MDA - Minimum Descent Altitude Category D: 141-166 knots LPV - Localizer Performance VOR - Very High Frequency AGL - Above Ground Level with Vertical Guidance Omnidirectional Range ILS - Instrument Landing System LNAV - Lateral Navigation DME - Distance Measuring Equipment Source: U.S. Terminal Procedures SC-2 (June 2011)
Chapter One - Inventory / 1-7 Dallas Executive Airport Airport Master Plan - Draft Final plan utilize these STARs and SIDs to Airport Terminal Building and airport businesses such as FBOs and transition to/from the airport to their Conference Center large aircraft maintenance providers. desired flight path. Conventional hangars are typically The airport terminal building and 10,000 square feet or larger. conference center were built in 2005, Local Operating Procedures replacing a terminal facility that was Executive hangars provide the same originally constructed in 1962. The type of aircraft storage as conventional Dallas Executive Airport is situated at terminal building houses airport hangars in that the structure is free from 660 feet mean sea level (MSL). The traffi c administration, a waiting lobby, a fl ight roof supports, but are typically smaller pattern at the airport is maintained to planning area, restroom facilities, and a than 10,000 square feet. These hangars provide the safest and most effi cient restaurant. Adjacent to the east side of are normally utilized by individual use of the airspace surrounding the the terminal building is the conference airport. A standard left-hand traffi c center which contains a large multi- pattern is published for all runway ends media meeting room and restroom at the airport. In doing so, the approach facilities. Combined, these two state- to landing is made using a series of left of-the-art facilities total approximately turns. Discussions with ATCT personnel 11,900 square feet. The terminal area is reveal that aircraft may utilize a left or centrally located on the east side of the right-hand traffi c pattern depending airfi eld adjacent to abundant aircraft on the direction from which they are parking apron space. entering the airport. Wind conditions owners to store several aircraft or by warrant the use of a southerly aircraft smaller airport businesses. This type fl ow approximately 70 percent of the of hangar is becoming much more time. According to ATCT personnel, popular at general aviation airports and approximately 75 percent of all aircraft often is included in a larger contiguous operations utilize Runway 17-35, with facility that contains several separate the remaining 25 percent operating hangar areas. on Runway 13-31. Given the length of Runway 13-31, a large majority of jet aircraft utilize this runway, while T-hangars and linear box hangars smaller general aviation aircraft utilize provide for separate storage facilities the shorter Runway 17-35. Aircraft Hangar Facilities within a larger hangar complex. These hangars typically provide space for only Hangar facilities at Dallas Executive one aircraft and are used for private LANDSIDE FACILITIES Airport are comprised of conventional storage only. hangars, executive hangars, T-hangars, Landside facilities are the ground- and linear box hangars. Conventional based facilities that support the hangars provide a large open space, aircraft and pilot/passenger handling free from roof support structures, functions. At a general aviation facility and have the capability to store such as Dallas Executive Airport, these several aircraft simultaneously. Often, typically include a terminal building, conventional hangars are utilized by fi xed base operators (FBOs), aircraft storage hangars, aircraft maintenance hangars, aircraft parking aprons, and As shown on Exhibit 1C, there are support facilities such as fuel storage, 32 separate hangar facilities at Dallas automobile parking, utilities, and Executive Airport providing more aircraft rescue and fi refi ghting (ARFF). than 500,000 square feet of hangar, Landside facilities at Dallas Executive maintenance, and offi ce space. Airport are identifi ed onExhibit 1C. Conventional hangar space at the
1-8 / Chapter One - Inventory City of Dallas Dallas Executive Airport
Hangar Type Building Size No.(Number of Units) in Square Feet Leasehold Tenant / Service Provided 1 Executive (3) 19,500 Jet Center of Dallas Aircraft storage 2 Executive (1) 8,500 Jet Center of Dallas North American AeroTech Academy 3 Executive (3) 24,500 Ambassador Aviation Hurn's Aircraft Maintenance 4 Linear Box (5) 12,600 Jet Center of Dallas Aircraft storage A 1 5 Conventional (1) 14,000 Jet Center of Dallas We Fly Ads; H&W Products 6 Conventional (1) 19,600 Jet Center of Dallas AeroMech, Inc. 7 Conventional (1) 41,500 Jet Center of Dallas AAT Aircraft Maintenance 8 Conventional (1) 25,500 Jet Center of Dallas AAT Aircraft Maintenance 2 9 T-hangars (26) 32,400 Ambassador Aviation AeroParts & Supply; Aircraft storage 10 T-hangars (11) 29,400 Ambassador Aviation Redbird Electronics; Aircraft storage 5 FFireire StationStation ##4949 4 11 T-hangars (32) 34,000 Ambassador Aviation Aircraft storage 3 12 T-hangars (16) 20,900 Ambassador Aviation Avcessories; Aircraft storage e v ri 13 Conventional (1) 20,400 Ambassador Aviation Ambassador Jet Center FBO D r e 14 Conventional (1) 13,400 Ambassador Aviation Aircraft storage AAutomobileutomobile g n 6 e ll 15 Executive (1) 4,100 Ambassador Aviation Aircraft storage ParkingParking a h 16 Executive (1) 4,100 Ambassador Aviation Aircraft storage CChallenger Drive
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17 Conventional (1) 15,000 Jet Center of Dallas Aircraft storage v AAirportirport StorageStorage
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18 Executive (2) 9,200 Jet Center of Dallas Avionics 1st D
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B r 23 Conventional (1) 13,500 Jet Center of Dallas Aircraft storage BBuildinguilding & m a a H MMariner Drive 24 Linear Box (3) 9,600 JC Aviation Aircraft storage ConferenceConference CenterCenter
AAutomobileutomobile SS Hampton Rd. 25 Linear Box (4) 10,000 JC Aviation Aircraft storage ParkingParking 26 Linear Box (2) 7,200 JC Aviation Aircraft storage
27 Linear Box (4) 10,200 JC Aviation Aircraft storage SSaturn Drive A a 28 T-hangars (14) 17,000 JC Aviation Aircraft storage tu 9 rn 29 Executive (2) 16,000 JC Aviation Aircraft storage D ri 10 ve UUnitednited StatesStates 30 Linear Box (3) 9,500 JC Aviation Aircraft storage ) 11 y 31 Conventional (1) 21,000 Jet Center of Dallas Jet Center of Dallas FBO PPostost OOfficeffice a w AAircraftircraft 29 e 12 e 32 Conventional (1) 10,100 City of Dallas Police Department - Helicopters 16 r F ParkingParking ApronApron e 15 v o 26 28 30 L . 14 R D Runway 13-31 (6,451’x150’) in 3 24 v 27 r 13 a A- OOnene WestWest M 22 FFueluel FFarmarm ( 25 . 7 r Corporate Buildingiingng 6 A 19 D y o a ll 23 o w p h 17 20 AApollo Dr. ig H 21 . LEGEND .S 18 FFueluel FFarmarm UU.S. Highway 67 (Marvin D. Love Freeway) Airport Property Line AAirportirport MaintenanceMaintenance FFacilityacility SSelfelf SServiceervice WWellsells FargoFargo 32 FFueluel DDispenserispenser 31 CorporateCorporate BuildingBuilding
D A-1 A-2
NORTH CCoveredovered AutomobileAutomobile ParkingParking A 0 500 1000 TTexasexas NNationalational SCALE IN FEET GuardGuard ArmoryArmory DATE OF AERIAL: May - 2011 Exhibit 1C: EXISTING LANDSIDE FACILITIES City of Dallas Dallas Executive Airport airport totals approximately 207,500 avionics, aircraft charter, aircraft fueling, There is a full range of specialty aviation square feet in 11 separate hangars. hangar rental, pilot supplies, and many businesses located throughout the There are 16 individual executive other services. There are currently airport that provide aviation services hangars totaling approximately two FBOs on the airfi eld that provide including those previously mentioned. 101,500 square feet. Finally, 11 aviation fueling services: Ambassador The City of Dallas – Aviation Department separate T-hangars/linear box hangar Jet Center and Jet Center of Dallas. provides airport management and facilities are on the airport and provide oversees the day-to-day operations at 120 separate storage units comprising Ambassador Jet Center is a full-service the airport. approximately 192,800 square feet. FBO at the airport that provides a variety of general aviation services. While maintaining several hangar facilities at Automobile Parking Aircraft Parking Aprons the airport, it operates its major FBO activities from a 20,400 square-foot There are several automobile parking There are several designated aircraft lots available for vehicle use at Dallas parking apron areas at Dallas Executive Executive Airport. A designated Airport totaling approximately 50,000 parking area for automobiles adjacent square yards. The primary apron area to the east side of the terminal building extends approximately 1,600 feet along and conference center is accessible via the east side of Taxiway A and contains Challenger Drive. A total of 61 parking marked tiedowns for smaller general spaces are included in this area, with aviation aircraft and ample space for 48 being labeled for “Terminal” parking larger aircraft. North of the terminal facility that provides hangar space, and another ten labeled for “Restaurant” area, there are several dedicated offi ces, a conference room, fl ight parking. Northeast of this parking area parking aprons adjacent to specialty planning, and a pilot’s lounge, among are 75 additional marked spaces for other amenities. Full service Jet A and “Conference Center” parking. In all, 100LL fuel are provided from 6:00 a.m. the terminal area off ers 136 vehicle to 10:00 p.m., seven days per week. parking spots plus overfl ow parking in an unmarked gravel lot. Jet Center of Dallas conducts FBO activities at Dallas Executive Airport providing for an array of general aviation services. Several hangar facilities at the airport are under the direct control of operators that conduct aviation activity Dallas Jet Center. Its FBO operations in these areas. Farther south, there are are conducted from a 21,000 square- large parking aprons and associated foot facility that provides hangar space, tiedowns adjacent to the FBO hangars. offi ces, a conference room, fl ight There are additional parking apron areas planning, and a pilot’s lounge, among Other public parking areas on the located throughout the airport in close other amenities. Full service Jet A and airport are located adjacent to proximity to conventional, executive, 100LL fuel and self-service 100LL are aircraft hangars and aviation-related T-hangar, and linear box hangars. provided 24 hours per day, seven days businesses on the east side of the per week. airport. In order to access these parking areas, airport users must enter through General Aviation Services one of the controlled-access gates located in various locations on the An array of general aviation services airfi eld. These more remote parking is available at Dallas Executive Airport. areas contain a large number of marked This includes aircraft rental, fl ight parking spaces, approximately 400 training, aircraft maintenance, aircraft total. In addition, the ATCT and airport
Chapter One - Inventory / 1-9 Dallas Executive Airport Airport Master Plan - Draft Final maintenance facility on the west side 34,000 gallons dedicated to Jet A fuel of the airfi eld contain controlled-access and 32,000 gallons dedicated to 100LL. parking spaces for their personnel. All All three fuel farms are enclosed with totaled, there are approximately 550 chain link fence to prevent inadvertent marked automobile parking spaces and access and improved security. additional unmarked vehicle parking areas at Dallas Executive Airport. Non-Aviation Services
Fuel Facilities There are non-aviation related activities of Purple K dry chemical. In addition, a contained on airport property, mainly 1999 Quality Fire Engine, 2000 Quality There are three fuel farms located on in areas that are not provided aircraft Ladder Truck, and 1998 Ford fi re/rescue the airport that store aviation fuels. access. Three commercial buildings are vehicle are based at Fire Station #49. Fire One fuel farm is located northeast located on the east side of the airport department personnel at Fire Station of the terminal area and contains adjacent to South Hampton Drive. One #49 have a direct communication two underground fuel storage tanks: is utilized as a United States Post Offi ce line with airport operations and one 10,000-gallon capacity tank is and the other two contain corporate ATCT personnel, allowing immediate dedicated for the storage of Jet A offi ce space. On the west side of the emergency services when needed. fuel, and one 10,000-gallon capacity airport, approximately ten acres of land tank is dedicated for 100LL. The two is dedicated to activities related to the remaining fuel farms are located Texas National Guard Armory. The City Security Fencing / Gates farther southeast adjacent to Apollo of Dallas also operates a waste transfer Drive. The fuel farm situated nearest to station located on the northwest side of Dallas Executive Airport’s operations the self-service fuel dispenser consists the airport adjacent to Westmoreland areas are completely enclosed with of two underground fuel storage tanks, Road. chain link fence topped by three-strand one capable of storing 12,000 gallons barbed wire to prevent the inadvertent of Jet A fuel and the other having a access onto the airport by vehicles 10,000-gallon capacity for 100LL. It Aircraft Rescue Firefi ghting and pedestrians. The fence does not should be noted that the self-service always follow the legal boundary due fuel dispenser is directly connected to The City of Dallas Fire-Rescue Station to the layout of physical features and the 100LL storage tank. Finally, two #49 is located on the east side of infrastructure development. aboveground fuel storage tanks make the airport at the corner of South up the third fuel farm at the airport. Hampton Road and Challenger Drive. There are several functioning One 12,000-gallon capacity tank is It is designed to provide emergency controlled-access gates serving dedicated for the storage of Jet A fuel and rescue services to the airport and diff erent areas on the airfi eld. In and the other 12,000-gallon capacity surrounding area. Fire department addition, there are manual gates on tank is dedicated for 100LL. Total fuel personnel are present at the facility 24 airport property that are controlled by storage capacity at Dallas Executive hours per day, seven days per week. Dallas Executive Airport personnel as Airport consists of 66,000 gallons: Fire Station #49 is also ARFF certifi ed well as private airport tenants. and operates a variety of equipment that is capable of handling fi re and rescue operations specifi c to aircraft Utilities emergencies. The availability and capacity of the The primary response ARFF vehicle utilities serving the airport are factors includes a 1998 Oshkosh TI-3000 in determining the development capable of carrying 3,000 gallons of potential of the airport, as well as the water, 420 gallons of aqueous fi lm land immediately adjacent to the forming foam (AFFF), and 500 pounds facility. Utility availability is a critical
1-10 / Chapter One - Inventory Dallas Executive Airport
Airport Master Plan - Draft Final City of Dallas Dallas Executive Airport element when considering future All aircraft operating within Classes A, SPECIAL USE AIRSPACE expansion capabilities for both airside B, C, and D airspace must be in contact and landside components. with the air traffi c control facility Special use airspace is defi ned as responsible for that particular airspace. airspace where activities must be The airport is supplied with electricity, confi ned because of their nature natural gas, water, and sanitary sewer. • Class E is controlled airspace and where limitations are imposed Electric service is provided by TXU. that encompasses all instrument on aircraft not taking part in those Atmos Energy provides natural gas. approach procedures and low activities. These areas are depicted Water and sanitary sewer services are altitude federal airways. Only aircraft on Exhibit 1D. Victor Airways are provided by the City of Dallas. conducting instrument fl ights are designated navigational routes required to be in contact with air extending between VOR facilities. They traffi c control when operating are corridors of airspace eight miles VICINITY AIRSPACE within Class E airspace. While wide that extend upward from 1,200 aircraft conducting visual fl ights in feet AGL to 18,000 feet MSL. V369, To ensure a safe and effi cient airspace Class E airspace are not required to the closest Victor Airway, is located environment for all aspects of aviation, be in radio communications with air approximately six nautical miles west the FAA has established an airspace traffi c control facilities, visual fl ights of the airport and extends to the south structure that regulates and establishes can only be conducted if minimum from the Maverick VOR/DME. procedures for aircraft using the visibility and cloud ceilings exist. national airspace system. The U.S. Other special use airspaces include airspace structure provides for two • Class G airspace is uncontrolled military operations areas (MOAs) and basic categories of airspace, controlled airspace that does not require military training routes. Due to the and uncontrolled, and identifi es contact with an air traffi c control large amount of civilian aircraft activity them as Classes A, B, C, D, E, and G as facility. over the Dallas/Fort Worth Metroplex, described below. there are no dedicated areas for specifi c Airspace within the vicinity of Dallas military activities. • Class A airspace is controlled Executive Airport is depicted on airspace and includes all airspace Exhibit 1D. Due to the presence of from 18,000 feet MSL to Flight Level the ATCT, the airspace around the VICINITY AIRPORTS 600 (approximately 60,000 feet airport is Class D. Typically, Class D MSL). airspace is sized to encompass an There are several other airports of approximate fi ve-mile radius around various sizes, capacities, and functions • Class B airspace is controlled an airport. Given the adjacent within the vicinity of Dallas Executive airspace surrounding high capacity airspace structure to include Class B Airport. It is important to consider commercial service airports (i.e., airspace associated with Dallas/Fort the capabilities and limitations of Dallas/Fort Worth International Worth International Airport and Dallas these airports when planning for Airport and Dallas Love Field). Love Field and the existence of Class future changes and improvements at D airspace associated with Arlington Dallas Executive Airport. Exhibit 1E • Class C airspace is controlled Municipal and Grand Prairie Municipal provides information on public use airspace surrounding lower activity Airports to the west, the Class D airports within 20 nautical miles of commercial service airports and airspace for Dallas Executive Airport Dallas Executive Airport. Information some military airports. extends approximately one nautical pertaining to each airport was obtained mile to the west of the airport and four from FAA Form 5010-1, Airport Master • Class D airspace is controlled nautical miles to the northeast of the Record. airspace surrounding airports with airport. Class D airspace begins at the an ATCT and not classifi ed under surface and extends to an elevation From this analysis of public use Class B or C airspace designations of 3,000 feet MSL. When the ATCT airports in the region, it is evident that (i.e., Dallas Executive Airport). is closed, Class D airspace reverts to there are several facilities serving the Class E airspace. needs of general aviation; however,
Chapter One - Inventory / 1-11 Dallas Executive Airport Airport Master Plan - Draft Final
Exhibit 1D: VICINITY AIRSPACE
Bishop 110110 LEGEND 4040 Airport with other than Denton Collin County Aero Country Regional hard-surfaced runways Heritage Creek Clark Hard surfaced runways 1,500 ft. Lakeview Rhome Kittyhawk to 8069 ft. in length 110110 1101111010 Propwash 3030 4040 Airport with hard-surfaced Northwest Air Park-Dallas runways1,500' to 8,069' in length 110110 Copeland 2020 Airports with hard-surfaced Ft. Worth- Addison runways greater than 8,069' or Alliance Dallas-Ft. Worth 110110 Rockwall 3030 some multiple runways less than International Hicks Cowboy 8,069' VOR-DME 110110 Rives SFCSCSFC VORTAC Ranger Maverick Dallas Love Mesquite VORTAC VOR-DME Field NDB Airpark East VOR-DME 110110 255 Non-directional Radiobeacon Ft. Worth Mesquite Meachum (NDB) Dallas Ft. Worth Mode C NAS / JRB Executive Carswell Field Airport Jecca Grand NDB Class B Airspace 1101111010 Arlington Prairie 4040 Class D Airspace Sycamore Lancaster 1101111010 V369 Regional 5050 Class E Airspace with floor 700 ft. Ft. Worth Lancaster above surface Spinks 1101111010NDB 4040 Victor Airways Compass Rose 1101111010 Mid-Way Dallas South 4040 Regional
Ennis Source: Dallas South Sectional Charts, US Department of Commerce, Cleburne National Oceanic and Atmospheric Administration 03/10/11
Dallas Executive Airport is positioned of the characteristics of the airport were made to the airfi eld during the well due to the array of services and and the regional area. Within this late 1940s and early 1950s, including facilities it has to off er in addition to section is a description of the airport’s the construction of one runway and its ideal location being only minutes history, setting, ground access systems, associated taxiways, a main aircraft from downtown Dallas. The vicinity surrounding land use, climate, and role. parking apron, and two hangars. airports each have unique qualities This information serves as an important that may serve a specifi c segment of baseline when developing forecasts for During the next 20 years, substantial general aviation. These factors must critical airport infrastructure to support improvements were made to the facility be considered carefully in determining demand over the planning period. as signifi cant funding was allocated to the service area for Dallas Executive the development of Redbird Airport. Airport, which will be discussed in the The fi rst Airport Master Plan was next chapter. AIRPORT HISTORY undertaken in 1953 and recommended several improvements including the Construction of the present day Dallas acquisition of additional property, a AIRPORT CHARACTERISTICS Executive Airport site began at the end new runway, a new terminal building, of World War II. The original airport and construction of an ATCT. By the The purpose of this section is to site consisted of 1,026 acres and was mid-1970s, these recommendations summarize various studies and data acquired by the City of Dallas. Known as were implemented. The 1980s saw collected to provide an understanding Redbird Airport, several improvements continued improvements to the
1-12 / Chapter One - Inventory City of Dallas Dallas Executive Airport
Grand Prairie Municipal Airport (GPM) Lancaster Regional Airport (LNC) Dallas Love Field (DAL) Arlington Municipal Airport (GKY)
Airport Sponsor: Airport Sponsor: Airport Sponsor: Airport Sponsor: City of Grand Prarie City of Lancaster City of Dallas City of Arlington Distance from RBD: Distance from RBD: Distance from RBD: Distance from RBD: 9 nm West 10 nm Southeast 10 nm North 12 nm West Airport Classification: Airport Classification: Airport Classification: Airport Classification: Reliever Reliever Primary Commercial Service Reliever Primary Runway: 17-35 Primary Runway: 13-31 Primary Runway: Multiple Primary Runway: 16-34 Length: 4,001’ Length: 6,502’ Length: 8,800’ Length: 6,080’ Width: 75’ Width: 100’ Width: 150’ Width: 100’
Surface Type / Condition: Concrete / Good Surface Type / Condition: Asphalt / Good Surface Type / Condition: Concrete / Good Surface Type / Condition: Concrete / Good Strength Rating: 30,000 lbs. SWL Strength Rating: 20,000 lbs. SWL; 60,000 lbs. DWL Strength Rating: 100,000 lbs. SWL; 200,000 lbs. Strength Rating: 60,000 lbs. SWL Marking: Non-Precision Marking: Non-Precision DWL; 350,000 lbs. DTWL Marking: Non-Precision (16); Precision (34) Runway Lighting: MIRL Runway Lighting: MIRL Marking: Precision Runway Lighting: MIRL Visual Navaids: VASI-4 (17 & 35); REILs (35) Visual Navaids: PAPI-4 (13 & 31); REILs (35) Runway Lighting: HIRL Visual Navaids: PAPI-4 (16 & 34) ; REILs (16 & 34); MALSF (34) Based Aircraft: 186 Based Aircraft: 142 Visual Navaids: PAPI-4; REILs; MALSR Based Aircraft: 250 Estimated Annual Operations: 98,001 Estimated Annual Operations: 67,100 Based Aircraft: 735 Estimated Annual Operations: 151,600 Services Provided: Aircraft Fuel (100LL & Jet A), Aircraft Services Provided: Aircraft Fuel (100LL & Jet A), Aircraft Estimated Annual Operations: 168,322 Services Provided: Aircraft Fuel (100LL & Jet A), Aircraft Maintenance, Hangars, Tiedowns, Air Charter, Maintenance, Hangars, Tiedowns, Aircraft Services Provided: Aircraft Fuel (100LL & Jet A), Aircraft Maintenance, Hangars, Tiedowns, Aircraft Flight Training Avionics, Air Charter, Flight Training Maintenance, Hangars, Aircraft Avionics, Avionics, Air Charter, Flight Training Instrument Approaches Weather Minimums* Instrument Approaches Weather Minimums* Air Charter, Passenger Service Instrument Approaches Weather Minimums* Type Cloud Height Visibility Type Cloud Height Visibility Instrument Approaches Weather Minimums* Type Cloud Height Visibility RNAV (GPS)Rwy 35 411 (A/B) 2.25 (A/B) RNAV (GPS)Rwy 31 200 (A/B/C/D) 0.75 (A/B/C/D) Type Cloud Height Visibility ILS or LOC/DME Rwy 34 200 (A/B/C) 0.5 (A/B/C) VOR/DME Rwy 35 451 (A/B) 2.25 (A/B) NDB Rwy 31 613 (A/B/C/D) 1 (A/B); 1.75 (C); 2 (D) Multiple ILS 200 (A/B/C/D) 0.5 (A/B/C/D) RNAV (GPS) Rwy 34 200 (A/B/C) 0.5 (A/B/C) Multiple RNAV (GPS) 300 (A/B/C/D) 0.5 (A/B/C/D) VOR/DME Rwy34 460 (A/B/C) 1 (A/B); 1.25 (C)
Mid-Way Regional Airport (JWY) Dallas / Fort Worth International Airport (DFW) Mesquite Metro Airport (H0Z) Addison Airport (ADS) Airport Sponsor: Airport Sponsor: Airport Sponsor: Airport Sponsor: Cities of Midlothian & Cities of Dallas & Fort Worth City of Mesquite Town of Addison Waxahachie Distance from RBD: Distance from RBD: Distance from RBD: Distance from RBD: 16nm Northwest 17 nm Northeast 17 nm North 14nm South Airport Classification: Airport Classification: Airport Classification: Airport Classification: Primary Commercial Service Reliever Reliever General Aviation Primary Runway: Multiple Primary Runway: 17-35 Primary Runway: 15-33 Primary Runway: 18-36 Length: 13,401’ Length: 5,999’ Length: 7,202’ Length: 6,500’ Width: 200’ Width: 100’ Width: 100’ Width: 100’
Surface Type / Condition: Asphalt / Good Surface Type / Condition: Concrete / Good Surface Type / Condition: Concrete / Good Surface Type / Condition: Asphalt / Good Strength Rating: 30,000 lbs. SWL Strength Rating: 120,000 lbs. SWL; 200,000 lbs. DWL; Strength Rating: 70,000 lbs. SWL; 100,000 lbs. DWL; Strength Rating: 80,000 lbs. SWL; 100,000 lbs. DWL; Marking: Non-Precision 600,000 lbs. DTWL 100,000 lbs. DTWL 160,000 lbs. DTWL Runway Lighting: MIRL Marking: Precision Marking: Precision (17), Non-Precision (35) Marking: Precision Visual Navaids: PAPI-4 (18 & 36) Runway Lighting: HIRL Runway Lighting: MIRL Runway Lighting: MIRL Based Aircraft: 75 Visual Navaids: PAPI-4, REILs, MALSR Visual Navaids: PAPI-4 (17 & 35), REILs (17), LDIN (17 & 35) Visual Navaids: VASI-4 (15), REILs (33), MALSR (15) Estimated Annual Operations: 37,300 Based Aircraft: N/A Based Aircraft: 188 Based Aircraft: 603 Services Provided: Aircraft Fuel (100LL & Jet A), Aircraft Estimated Annual Operations: 705,383 Estimated Annual Operations: 100,000 Estimated Annual Operations: 133,557 Maintenance, Hangars, Tiedowns, Flight Services Provided: Aircraft Fuel (100LL & Jet A), Passenger Services Provided: Aircraft Fuel (100LL & Jet A), Aircraft Services Provided: Aircraft Fuel (100LL & Jet A), Aircraft Training Service, Cargo Maintenance, Hangars, Tiedowns, Flight Maintenance, Hangars, Tiedowns, Aircraft Training Avionics, Air Charter, Flight Training Instrument Approaches Weather Minimums* Instrument Approaches Weather Minimums* Instrument Approaches Weather Minimums* Instrument Approaches Weather Minimums* Type Cloud Height Visibility Type Cloud Height Visibility Type Cloud Height Visibility Type Cloud Height Visibility RNAV (GPS)Rwy 18 200 (A/B/C/D) 0.75 (A/B/C/D) Multiple ILS 200 (A/B/C/D) 0.5 (A/B/C/D) ILS or LOC Rwy 17 250 (A/B/C) 0.75 (A/B/C) ILS or LOC Rwy 15 250 (A/B/C/D) 1 (A/B/C/D) RNAV (GPS)Rwy 36 250 (A/B/C/D) 1 (A/B/C/D) Multiple RNAV (GPS) 250 (A/B/C/D) 0.5 (A/B/C/D) RNAV (GPS) Rwy 17 250 (A/B/C) 0.75 (A/B/C) ILS or LOC Rwy 33 250 (A/B/C/D) 1 (A/B/C/D) RNAV (GPS) Rwy 35 250 (A/B/C) 0.75 (A/B/C) RNAV (GPS) Rwy 15 300 (A/B/C/D) 1 (A/B/C/D) LOC BC Rwy 35 357 (A/B/C) 1 (A/B/C) RNAV (GPS) Rwy 33 596 (A/B/C/D) 1 (A/B); 1.5 (C); 1.75 (D) * - Denotes lowest approved cloud heights in feet AGL and visibility minimums in miles Exhibit 1E: VICINITY AIRPORTS Dallas Executive Airport
Airport Master Plan - Draft Final City of Dallas Dallas Executive Airport airport including the extension of Highway 67 (Marvin D. Love Freeway), the east side of the airport. Among Runway 13-31 to its current length and to the south by Red Bird Lane, and them, Mariner Drive leads to aviation the acquisition of more property for to the west by Westmoreland Road. development on the southeast side of approach protection. Challenger Drive extends southwest the airport, Saturn Drive provides access from South Hampton Road serving to aviation facilities in the midfi eld area In order to better refl ect the role of as the point of access to the terminal of the airport, and Voyager Drive leads the airport and market the facility building and conference center on the to landside aviation development north and its amenities to corporate and airport’s east side. Several roadways of the terminal area. It should be noted private travelers, the City of Dallas extending from Challenger Drive that Apollo Drive extends off of Mariner changed the name of Redbird provide access to aviation facilities on Drive further providing roadway access Airport to Dallas Executive Airport in February 2002. During this same Exhibit 1F: AIRPORT VICINITY/LOCATION MAP time, the airport completed its most Belt Line Rd. 30 recent Master Plan. This study called out several improvements including 175 352 the construction of a new terminal 30 building, ATCT, and additional landside 180 development. Since this time, signifi cant 175 development has occurred at the 35E airport including the present-day airport 45 terminal building and conference center 03 408 12 constructed in 2005. Shortly after the Ledbetter Dr. implementation of these facilities, a new
ATCT was designed and built on the DALLAS EXECUTIVE 20 20 west side of the airport. Furthermore, AIRPORT 342342 signifi cant private investment has been made in the form of aircraft hangars N Dallas Ave. 1382 67 during this time.
Today, Dallas Executive Airport is home to approximately 185 based aircraft Belt Line Rd. and experiences over 50,000 aircraft VICINITY MAP operations annually. Several aviation- related businesses are located on the 303 fi eld that provide an array of general aviation services. W. Ledbetter Dr. 12 35E
AIRPORT SETTING DALLAS EXECUTIVE
AIRPORT
t t t.
S S
St. 77 k k Dallas Executive Airport sits on Red Bird Ln. kSt.
Duncanville Rd. S. Polk St. Polk S. approximately 1,070 acres of property St. Polk S. in the south-central quadrant of the W. Westmoreland Rd. City of Dallas, approximately six miles south of the City’s central business S. Cockrell Hill Rd. 67 district. As depicted on Exhibit 1F, the W. Camp Wisdom Rd. airport is generally bounded on the 20
north by West Ledbetter Drive, to the S. Hampton Rd. Hampton S. east by South Hampton Road and U.S. Rd. Hampton S. LOCATION MAP
Chapter One - Inventory / 1-13 Dallas Executive Airport Airport Master Plan - Draft Final to private hangar development in the the runway. The need for navigational AREA LAND USE AND ZONING southeast quadrant of the airfi eld. On aids and lighting is determined by the west side of the airport, a private the percentage of time the visibility is The area land use surrounding Dallas roadway extends north from Red Bird impaired due to cloud coverage and Executive Airport can have a signifi cant Lane and provides access to the ATCT other conditions. impact on airport operations and and airport maintenance facility. growth. The following section identifi es Dallas Executive Airport experiences baseline information related to Dallas Executive Airport is provided a humid, subtropical climate with generalized land uses in the vicinity of excellent access to regional highway hot summers and mild winters. The the airport. By understanding the land infrastructure linking it to the entire average annual daily high temperature use issues surrounding the airport, more Dallas/Fort Worth Metroplex. U.S. is 76.7 degrees Fahrenheit (F), ranging appropriate recommendations can be Highway 67, located adjacent to the east from 55.4 degrees F in January to made for the future of the airport. side of the airport, provides direct access 96.1 degrees F in July. Average low to U.S. Interstate 35 just a few miles north temperatures range between 36.4 Land surrounding Dallas Executive of the airport. From there, U.S. Interstate degrees F in January to 76.8 degrees Airport is under the jurisdiction of 35 provides access to the greater Dallas F in July, leading to an average annual the City of Dallas. A large majority of metropolitan area in addition to U.S. daily low temperature of 57.1 degrees F. existing land use adjacent to the west Interstate 30. Approximately one mile side of the airport is used for industrial south of the airport, U.S. Highway 67 Average annual precipitation in the and commercial/offi ce purposes. intersects with U.S. Interstate 20. These area is 37.1 inches. A larger portion of Residential property encompasses the interstate highway systems connect the the annual precipitation results from land to the north of West Ledbetter Drive Dallas/Fort Worth Metroplex and points thunderstorm activity. Thunderstorms on the north side of the airport. Small beyond. occur throughout the year, but are most areas of industrial and commercial/ prevalent during the springtime. The offi ce use are also located in these area occasionally experiences snowfall, areas. Farther east, a combination of REGIONAL CLIMATE freezing rain, and icy conditions during residential, industrial, and commercial/ the winter months. Winds in the area offi ce land use are located within an Weather conditions must be considered are generally from the south during approximate 50-acre area adjacent to in the planning and development of an the spring, summer, and fall months, the northeast side of the airport. Land airport, as daily operations are aff ected averaging 10.5 miles per hour (mph). adjacent to the east side of the airport by local weather. Temperature is During the winter, winds tend to blow across from South Hampton Road is a signifi cant factor in determining more from the north, averaging 11.1 mainly utilized for residential purposes runway length needs, while local wind mph. A summary of climatic data is with sporadic commercial uses. Most patterns (both direction and speed) can presented in Table 1C. of the land south of the airport is open aff ect the operation and capabilities of space free of existing development. Table 1C: CLIMATE SUMMARY
Jan Feb Mar Ap May Jun Jul Aug Sep Oct Nov Dec Annual Average Temp. (F) 45.9 51.0 58.8 66.3 74.4 82.2 86.5 86.1 78.9 68.4 56.4 48.0 66.9 Average High Temp. (F) 55.4 61.0 69.1 76.5 83.8 91.6 96.1 95.8 88.5 78.6 66.0 57.4 76.7 Average Low Temp. (F) 36.4 41.0 48.5 56.1 64.9 72.7 76.8 76.4 69.2 58.2 46.8 38.6 57.1 Average Precip. (in.) 1.9 2.3 3.1 3.5 5.3 3.9 2.4 2.2 2.7 4.7 2.6 2.5 37.1 Wind Speed (mph) 11.0 11.5 12.5 12.4 11.0 10.6 9.8 8.9 9.2 9.5 10.6 10.9 10.7 Sunny Days (%) 31 32 31 30 26 35 40 45 40 38 33 33 35 Partly Cloudy Days (%) 20 20 24 25 30 35 38 35 33 30 29 25 29 Cloudy Days (%) 49 48 45 45 44 30 22 20 27 32 38 42 37 Source: National Oceanic and Atmospheric Administration
1-14 / Chapter One - Inventory City of Dallas Dallas Executive Airport
It should be noted that commercial/ an object that aff ects airspace must Routine Airport Maintenance Program offi ce and public/institutional activities notify the FAA prior to its construction. (RAMP). Through this program, TxDOT also occur on airport property. On the will match up to $50,000 per airport for east side of the airport, a United States Height restrictions are necessary to each fi scal year on “lower cost” airside Post Offi ce and two other buildings ensure that objects will not impair and landside airport improvements. constitute commercial/offi ce activities. fl ight safety or decrease the operational In addition, Fire Station #49 services as capability of the airport. Title 14 of the Table 1D presents historical information a public facility located at the corner of Code of Federal Regulations (CFR) Part for capital improvements at Dallas South Hampton Road and Challenger 77, Objects Aff ecting Navigable Airspace, Executive Airport since the last Master Drive. On the west side of the airport, defi nes a series of imaginary surfaces Plan was initiated in 2000 with federal the City of Dallas’ waste transfer station surrounding airports. The imaginary and state funding. Since that time, and the Texas National Guard Armory surfaces consist of the approach zones, several notable improvements have facility serve as public/institutional conical zones, transitional zones, and been made, including the construction land uses. Exhibit 1G shows the horizontal zones. Their respective of a new terminal building and existing land uses based on a recent dimensions are based upon the type conference center, runway and taxiway aerial photograph of the airport and of approach serving each particular pavement and lighting improvements, surrounding area. runway at the airport. and the implementation of a new ATCT on the west side of the airport. Under ideal conditions, the The City of Dallas has enacted height development immediately surrounding hazard zoning guidelines surrounding the airport would be controlled and the airport as set forth in 14 CFR Part AIRPORT ACTIVITY limited to compatible land uses. 77. As part of this Master Plan, an Compatible uses would include light update is being made to the airport’s The ATCT located on the airport and heavy industrial development and Part 77 airspace drawing that will serve records data regarding aircraft some commercial development. Land as a guide for implementing updated operations (takeoff s and landings). use zoning is the most common land height hazard zoning for areas around Table 1E summarizes historical annual use control. The City of Dallas has in Dallas Executive Airport. operations at the airport since the year place a detailed zoning plan for all areas 2000. Operations are categorized as adjacent to Dallas Executive Airport. either itinerant or local as presented. As previously discussed, a large area RECENT CAPITAL IMPROVEMENTS Chapter Two will provide more details of land south of the airport (south of as to specifi c types of aircraft operations Red Bird Lane) is currently vacant. This To assist in funding capital conducted at the airport. property is zoned mostly for industrial improvements, the FAA and TxDOT and commercial land uses which are have provided funding assistance to During this timeframe, annual aircraft compatible with airport operations. Dallas Executive Airport through the operations at Dallas Executive Airport Airport Improvement Program (AIP). have averaged approximately 97,000. The AIP is funded through the Aviation The airport noticed a signifi cant jump AIRPORT HEIGHT AND Trust Fund, which was established in in operations during 2006 and 2007, HAZARD ZONING 1970 to provide funding for aviation attributed to signifi cant fl ight training capital investment programs to activity. The past two years have seen Height and hazard zoning establishes include aviation development, facilities a substantial decrease in operations as height limits for new construction and equipment, and research and compared to previous years, most likely near the airport and within the development. The Aviation Trust Fund due to ailing economic conditions. runway approaches. It is based upon also fi nances a portion of the operation an approach plan which describes of the FAA. It is funded by user fees, artifi cial surfaces defi ning the edges taxes on airline tickets, aviation fuel, AIRPORT ADMINISTRATION of airspace, which are to remain free and various aircraft parts. of obstructions for the purpose of safe Dallas Executive Airport is owned by navigation. It requires that anyone In addition, TxDOT provides grant the City of Dallas. The City of Dallas – who is proposing to construct or alter funding assistance through the State’s Aviation Department provides for the
Chapter One - Inventory / 1-15 City of Dallas Dallas Executive Airport
LEGEND Airport Property Line Commercial / Office Industrial Residential WW.. LLedbetteredbetter DDriverive Public / Institutional Open Space / Vacant .
Runway 13-31 (6,451’x150’) d
e a e v
ri o v
R i D r r
e n D o
g t
r n p e le d l
g a m a
a h a
o y CChallenger Drive
R
H o
e
Voyager Drive V Voyager SS Hampton Road. d v i n r a D l
r e r SSaturn Drive e o a n t i r m u t
r a
s n
e D MMariner Drive ri
Westmoreland Road WWestmoreland ve Runway 17-35 (3,800’x150’) 17-35 Runway
r. D o ll o p AApollo Dr.
) y a w e e r F e v o L . D in v r a M ( 7 6 y a w h ig H . .S NORTH UU.S. Highway 67 (Marvin D. Love Freeway)
ne RReded BBirdird LLanea 0 1000 2000
SCALE IN FEET DATE OF AERIAL: May - 2011 Exhibit 1G: GENERALIZED LAND USE Dallas Executive Airport Airport Master Plan - Draft Final
Table 1D: PROJECTS SINCE 2000 airport staff at Dallas Executive Airport includes two administrative Federal State Local assistants, two operations specialists, Year Project Description Share Share Share fi ve maintenance personnel, and two 2000 Airport Master Plan Update $124,245 $13,805 building custodians. 2003 Engineering/Design for runway $146,350 $16,261 2004 Design/Construction of terminal building and parking lot $400,000 AIRPORT SYSTEM PLANNING ROLE 2004 Construction services related to Run- ways 13-31 and 17-35; Replace run- Airport planning exists on many levels way and taxiway lighting on Runways to include local, state, and national. 13-31 and 17-35; Upgrade airfi eld Each level has a diff erent emphasis signage; Construct electrical vault $1,257,307 $139,701 and purpose. An Airport Master Plan 2004 Design/Construction for apron $378,977 $42,107 is the primary local airport planning document. This Master Plan will 2004 Design/Construction of airport traffi c control tower $1,100,000 provide a vision of both airside and landside facilities over the course of the 2009 Prepare airport strategic business plan $50,000 next 20 years. Source: Texas Airport System Plan - Airport Development Worksheet At the national level, the airport is in- operation and maintenance of Dallas A Director of Aviation has responsibility cluded in the National Plan of Integrated Executive Airport and the leasing for the overall management, Airport Systems (NPIAS). The NPIAS in- of the facility’s property for aviation maintenance, and operation of the cludes 3,332 existing airports which are commercial and/or industrial purposes. City’s overall aviation system. Daily signifi cant to national air transportation. In addition to Dallas Executive Airport, management and operation of Dallas Dallas Executive Airport is classifi ed as the Aviation Department oversees Executive Airport is the responsibility of a reliever airport within the NPIAS. The Dallas Love Field and the Dallas the Airport Manager, who reports the top half of Exhibit 1H shows the system Heliport. City’s Aviation Department. Additional breakdown of NPIAS airports.
Table 1E: HISTORICAL AIRCRAFT OPERATIONS
Itinerant Local Air Air General General Total Year Carrier Taxi Aviation Military Total Aviation Military Total Operations 2000 0 1 32,700 224 32,925 71,431 302 71,733 104,658 2001 0 52 32,476 182 32,710 69,327 190 69,517 102,227 2002 0 29 34,371 198 34,598 60,164 196 60,360 94,958 2003 0 20 31,745 118 31,883 58,839 181 59,020 90,903 2004 0 4 31,097 101 31,202 62,359 220 62,579 93,781 2005 0 13 28,829 75 28,917 53,566 144 53,710 82,627 2006 0 39 32,026 121 32,186 102,259 182 102,441 134,627 2007 0 89 39,234 119 39,442 106,976 152 107,128 146,570 2008 10 133 30,322 137 30,602 64,539 231 64,770 95,372 2009 2 19 26,249 156 26,426 41,204 552 41,756 68,182 2010 2 147 23,175 237 23,561 30,480 210 30,690 54,251 Source: Air Traffi c Activity System (ATADS)
1-16 / Chapter One - Inventory Dallas Executive Airport
Airport Master Plan - Draft Final City of Dallas Dallas Executive Airport
Exhibit 1H: NPIAS COMPOSITION AND FUNDING LEVELS
U.S. AIRPORT COMPOSITION
(January 2008) 19,734 Total U.S. Airports
5,179 14,555 Open to Public Closed to Public
4,247 932 Public Owned Private Owned
3,380 NPIAS Airports (Of the 5,179 existing public use airports, 64% are NPIAS)
3,332 Exisiting 3,250 Public Owned 48 Proposed 82 Private Owned
382 121 269 2,560 3 6 0 39 Primary Commercial Reliever General Primary Commercial Reliever General Service Aviation Service Aviation
FEDERAL FUNDING BY AIRPORT TYPE
2%
LEGEND 22% Large 34% Medium Small Nonhub 7% Commercial Service
Reliever 2% General Aviation 11% New Airports 14% 8%
Chapter One - Inventory / 1-17 Dallas Executive Airport Airport Master Plan - Draft Final
As a part of the federal system, Dallas purpose of diverting general aviation socioeconomic data was gathered Executive Airport is eligible for federal aircraft from commercial service from various sources, including the grants as a part of the AIP. The State of airports. These airports are typically United States Census Bureau, North Texas participates in the Federal Block within a major metropolitan area Central Texas Council of Governments, Grant Program, which transfers the serving a population center of 250,000 Texas Workforce Commission, and Bu- oversight authority of general aviation or more people. The TASP provides for reau of Labor Statistics. It should be airports from the FAA to TxDOT. In this specifi c minimum design standards for noted that only historical fi gures are capacity, TxDOT administers federal runway length, taxiways, apron size, presented in this section. Future socio- grants as well as state airport grants. approaches, airfi eld lighting, terminal economic projections will be outlined Eligible airport improvement projects services, aircraft fuel, and hours of in Chapter Two. for general aviation airports in Texas operation to be further discussed later can receive 90 percent grant funding on during the study. assistance with the remaining ten POPULATION percent being the responsibility of the local sponsor (i.e., City of Dallas). The SOCIOECONOMIC Population is one of the most important federal and state funding sources and CHARACTERISTICS socioeconomic factors to consider roles are detailed later in the study. when planning for future needs of Socioeconomic characteristics are an airport. Trends in population The 2011-2015 NPIAS identifi es $52.2 collected and examined to derive an provide an indication of the potential billion for airport development across understanding of the dynamics of of the region to sustain growth in the country. Of that total, approximately growth within the vicinity of Dallas aviation activity. Historical population $3.65 billion (seven percent) is Executive Airport. This information data for the City of Dallas and other designated for the 269 reliever airports is essential in determining aviation incorporated areas in close proximity to identifi ed. Reliever airports provide demand level requirements, as most Dallas Executive Airport is presented in pilots with an attractive alternative general aviation demand can be Table 1F. Additional population data to using congested hub airports (i.e., directly related to the socioeconomic for Dallas County, the State of Texas, Dallas/Fort Worth International Airport condition of the area. Statistical analysis and the United States is also included. and Dallas Love Field). To be eligible for of population, employment, and reliever designation, an airport must be income trends can defi ne the economic As shown in the table, all reporting open to the public, have 100 or more strength of the region and the ability of entities have experienced positive based aircraft, or have 25,000 annual the region to sustain a strong economic growth in population since 1980. In itinerant operations. Reliever airports base over an extended period of time. fact, all except the City of Dallas have included in the NPIAS have an average grown at a greater rate than the national of 186 based aircraft and account for 22 Whenever possible, local or regional average over the past 30 years. During percent of the nation’s general aviation data is used for analysis. For this study, this time, the population of Dallas fl eet. The bottom half ofExhibit 1H shows the NPIAS funding need by airport category.
At the state level, the airport is included in the Texas Airport System Plan Update 2010 (TASP). The TASP includes 292 existing airports, 211 of which are NPIAS classifi ed. Dallas Executive Airport is classifi ed as a reliever airport within this system. Within the TASP, reliever airports are designed to accommodate various classes of aircraft from large business jets to smaller piston aircraft with the
1-18 / Chapter One - Inventory City of Dallas Dallas Executive Airport
Table 1F: HISTORICAL POPULATION STATISTICS
Average Annual 1980 1990 2000 2010 Growth Rate City of Dallas 904,078 1,006,877 1,188,580 1,197,816 0.94% City of Duncanville 27,781 35,748 36,081 38,524 1.10% City of DeSoto 15,538 30,544 37,646 49,047 3.91% City of Grand Prairie 71,462 99,616 127,427 175,396 3.04% City of Lancaster 14,807 22,117 25,894 36,361 3.04% Dallas County 1,556,390 1,852,810 2,218,899 2,368,139 1.41% Tarrant County 860,880 1,170,103 1,446,219 1,809,034 2.51% State of Texas 14,229,191 16,986,510 20,944,937 25,213,445 1.93% United States 227,224,681 248,709,873 282,164,844 309,050,816 1.03% Source: North Central Texas Council of Governments; U.S. Census Bureau has increased at an average annual In most cases, the area’s makeup and experienced positive employment growth rate (AAGR) of 0.94 percent. health is signifi cantly impacted by the growth since 2000. Although the This translates to the addition of availability of jobs, variety of employ- recent downturn in the economy has approximately 293,700 new residents. ment opportunities, and types of wages aff ected the employment base, the The Cities of DeSoto, Grand Prairie, provided by local employers. Table 1G Dallas/Fort Worth Metroplex continues and Lancaster have experienced very provides historical employment charac- to sustain an economy that provides strong AAGRs of over three percent. teristics from 2000 to 2010 in fi ve analy- a variety of employment options The populations of the representative sis categories, including the City of Dal- serving multiple industries. Similar to cities indicate a strong movement of las and Dallas County. population trends, the employment new residents to the outlying suburbs fi gures also point to the fact that job of a large city, which is a common trend Total employment in the region has availability continues to increase in the across the United States. grown at a slower pace compared to outlying suburbs associated with the population growth. Total employment City of Dallas. Dallas and Tarrant Counties both in the City of Dallas from 2000 to 2010 exhibited positive population growth decreased by approximately 2,900 during the time period, averaging jobs. Other reporting entities including PER CAPITA PERSONAL INCOME 1.41 percent and 2.51 percent the Dallas/Fort Worth/Arlington AAGRs, respectively. As a point of Metropolitan Statistical Area (MSA), Table 1H compares the per capita comparison, the State of Texas and Dallas County, and Tarrant County personal income (PCPI) for Dallas United States population grew at 1.93 percent and 1.03 percent, respectively. Table 1G: HISTORICAL EMPLOYMENT CHARACTERISTICS These positive growth trends have been attributed to the availability of Average Annual aff ordable quality homes, excellent 2000 2005 2010 Growth Rate educational institutions, and enjoyable City of Dallas 549,191 550,880 546,264 -0.05% recreational amenities. Dallas/Fort Worth / Arlington MSA 2,742,289 2,851,954 2,945,951 0.72% Dallas County 1,884,030 1,809,316 1,905,548 0.11% EMPLOYMENT Tarrant County 882,071 947,961 1,041,935 1.68% Analysis of a region’s employment base State of Texas 12,151,380 13,012,300 14,508,220 1.79% can be valuable in determining the Source: Texas Workforce Commission; Woods & Poole Complete Economic and Demographic overall well-being of the general area. Data (2011)
Chapter One - Inventory / 1-19 Dallas Executive Airport Airport Master Plan - Draft Final
Table 1H: HISTORICAL PER CAPITA INCOME (adjusted to 2005 dollars)
Average Annual 1990 2000 2005 2010 Growth Rate Dallas County $30,967 $40,323 $40,679 $38,735 1.13% Tarrant County $26,994 $34,023 $35,468 $33,311 1.06% State of Texas $23,924 $31,750 $33,185 $32,559 1.55% United States $26,826 $33,770 $35,424 $35,336 1.39% Source: Woods & Poole Complete Economic Demographics Data (2011) and Tarrant Counties since 1990. AIR QUALITY COASTAL RESOURCES The PCPI for the State of Texas and United States is also provided for this The United States Environmental The Dallas Executive Airport is not time period. PCPI is determined by Protection Agency (EPA) has adopted located within any coastal areas and, dividing total income by population. air quality standards that specify the therefore, is not within the jurisdiction In order for PCPI to grow, income maximum permissible short-term and of the Texas Coastal Management growth must outpace population long-term concentrations of various air Program (CMP) boundaries. growth signifi cantly. As shown in contaminants. The National Ambient the table, Dallas and Tarrant Counties Air Quality Standards (NAAQS) set by the DEPARTMENT OF TRANSPORTATION have experienced AAGRs of over one EPA consist of primary and secondary ACT: SECTION 4(f) percent since 1990. While the growth standards for six criteria pollutants: rates are below the state and national ozone (O3); carbon monoxide (CO); Section 4(f) of the Department of average during this time, Dallas sulfur dioxide (SO2); nitrogen oxide Transportation Act of 1966, as amended,
County ranks above Texas and the (NO); particulate matter (PM10); and protects publicly owned lands, United States for per capita income. lead (Pb). The National Environmental including public parks, recreation Policy Act (NEPA), as implemented areas, wildlife and waterfowl refuges, by the FAA (Orders 5050.4B, NEPA and signifi cant historical sites from ENVIRONMENTAL INVENTORY Implementing Instructions for Airport development if there are any feasible Actions, and 1050.1E, Environmental and prudent alternatives. Even if Information regarding the Impacts: Policies and Procedures) require there is no physical taking of such environmental resources at the Dallas various levels of review depending on lands, adverse impacts and land use Executive Airport has been taken from whether or not the airport is located incompatibilities are to be avoided. the following sources: Redbird Airport within an attainment area for air quality (i.e., Dallas Executive Airport) Airport standards. The closest publicly owned Section Master Plan (2001); the Dallas Executive 4(f) land to the Dallas Executive Airport Airport’s Storm Water Pollution Dallas Executive Airport is located is Boulder Park, which is located Prevention Plan (SWPPP) (2008); and within Dallas County, which is immediately south across Red Bird internet research, agency maps, and classifi ed as a serious nonattainment Lane. This approximate 106-acre park other existing literature. The purpose of area for the 8-hour ozone standard.1 contains trails for hiking and mountain the forthcoming inventory is to identify Airports within nonattainment (or biking through wooded areas, across potential environmental sensitivities maintenance) areas must meet creeks, and limestone deposits. The that might aff ect future improvements the requirements of the General City of Dallas purchased Boulder Park in at the airport. Conformity Rule provided in the 1967 to serve as an “overshoot” for the federal Clean Air Act. Airports in attainment areas are assumed to 1 www.epa.gov/airquality/greenbk/ancl. conform. htms#TEXAS, accessed July 26, 2011.
1-20 / Chapter One - Inventory City of Dallas Dallas Executive Airport airport runway.2 A second park, Red region of the country. According to the indicated that development at the Bird Park, is located east of the airport USFWS’s Environment Conservation airport was not likely to adversely off of Interstate 67. This park is the Online System, there are fi ve animal impact federally-listed threatened or location of the City-owned Thurgood species and no plant species listed as endangered species. However, since Marshall Recreation Center as well as endangered or threatened for Dallas upland, wooded areas occur on the the privately owned Bahama Beach County.5 The following species are airport site and additional species have Water Park. listed as endangered: whooping been listed since the previous USFWS crane (Grus americana); least tern consultation (i.e., the golden-cheeked According to the Texas Parks and (Sterna antillarum); black-capped vireo warbler), consultation with the USFWS Wildlife Department website, there are (Vireo atricapilla); and golden-cheeked will be necessary to determine whether no Wildlife Management Areas located warbler (Dendroica chrysoparia). The or not adverse impacts to species within Dallas County.3 piping plover (Charadrius melodus) is protected by the Endangered Species listed as threatened and portions of Act are likely to occur. Texas are listed as critical habitat for FARMLANDS wintering populations. However, there are no listed critical habitat areas within FLOODPLAINS A Farmland Conversion Impact Rating Dallas County. was completed on the Dallas Executive The Federal Emergency Management Airport as part of the previous Master No habitat for the whooping crane, Agency’s (FEMA) Flood Insurance Plan (2001). The airport received a least tern, or piping plover exists on maps were consulted to determine total score of less than 160 points, the airport property since these are potential fl ooding issues related to which indicates that it is exempt from shore birds. Black-capped vireo habitat the Dallas Executive Airport. Most of the requirements of the Farmland consists of scattered trees and brushy the airport is designated as Zone X Protection Policy Act (FPPA) because the areas. Most nests are between 15 and 50 on the FEMA fl oodplain maps (Map ID airport property is already committed inches (35-125 cm) above ground level #s 48113C0470J and 48113C0490J).8 to urban development. and are screened from view by foliage. Zone X identifi es areas determined to Territories are sometimes located on be outside of the 500-year fl oodplain. According to the Soil Survey website steep slopes, where trees are often However, one drainage area, located of the Natural Resources Conservation clumped and intermediate in height. north of the end of Runway 13 in the Service, soils on the airport property On level terrain, preferred black-capped are primarily urban lands of the Austin- vireo habitat is a mixture of shrubs and 2 http://www.dallasparks.org/Download/ Urban, Eddy-Whitewright-Urban, smaller trees that average from eight to Trails/BoulderPark.pdf, accessed on July 26, 2011 Eddy-Urban, and Stephen-Urban land 10 feet high (2.5-3.5 m). Black-capped 3 4 www.tpwd.state.tx.us/landwater/, ac- complexes. Other soil types on the vireos will no longer use sites where cessed on July 26, 2011 6 airport are Austin and Stephen silty clays many trees are nearing full size. 4 http://websoilsurvey.nrcs.usda.gov/app/ from 1-5 percent. There are no lands WebSoilSurvey.aspx, accessed on July classifi ed as prime or unique farmland Typical nesting habitat for the golden- 26, 2011 present on the airport property. cheeked warbler is found in tall, 5 http://ecos.fws.gov/tess_public/pub/ dense, mature stands of Ashe juniper stateListingAndOccurrenceIndividual. (blueberry cedar) mixed with other jsp?state=TX, accessed on July 26, 2011 FISH, WILDLIFE, AND PLANTS deciduous trees. This type of woodland 6 http://www.fws.gov/southwest/es/okla- generally grows in relatively moist areas homa/bcvireo.htm, accessed on July 26, The U.S. Fish and Wildlife Service such as steep-sided canyons, slopes, 2011 7 http://www.tpwd.state.tx.us/publica- (USFWS) and the National Marine and adjacent uplands. Warblers can tions/pwdpubs/media/pwd_bk_ Fisheries Service (NMFS) oversee also be found in drier, upland juniper- w7000_0013_golden_cheeked_warbler. 7 the requirements of Section 7 of oak woodlands over fl at topography. pdf, accessed July 26, 2011 the Endangered Species Act of 1970. 8 http://msc.fema.gov/webapp/wcs/ Protected species under the Act are Previous consultation with the USFWS stores/servlet/, accessed on July 26, listed by the USFWS for each state or as part of the 2002 Airport Master Plan 2011
Chapter One - Inventory / 1-21 Dallas Executive Airport Airport Master Plan - Draft Final northwestern corner of the airport, is whether or not any aff ected properties of the U.S., including wetlands under within the 100-year fl oodplain for the are on, or eligible to be on, the National Section 404 of the Clean Water Act. Old Hickory Branch of Crow Creek. The Register of Historic Places. Wetlands are defi ned inExecutive Order creek and its immediate environs are 11990, Protection of Wetlands, as “those undeveloped. Runway 13 is located areas that are inundated by surface at approximately 655 feet above mean WETLANDS/WATERS or groundwater with a frequency sea level (MSL), while the creek is OF THE UNITED STATES suffi cient to support and under located at approximately 590 feet MSL. normal circumstances does or would In the southwest portion of the airport, Drainage information for the Dallas support a prevalence of vegetation or a portion of the 100-year fl oodplain Executive Airport is taken primarily from aquatic life that requires saturated or for the South Prong of Fivemile Creek general information contained in the seasonably saturated soil conditions is present on the airport as well. This airport’s SWPPP. The Dallas Executive for growth and reproduction.” Due to creek is also located at approximately Airport occupies approximately 1,070 the presence of tributaries of Fivemile 590 feet MSL. acres in the Trinity River Basin, a large Creek within the airport environs, an drainage basin encompassing almost USACOE jurisdictional delineation of Areas within the 100-year fl oodplain off 18,000 square miles and 34 diff erent waters of the U.S., including associated the airport property occur to the south counties.9 The airport lies within the wetlands, would be required if and north and are associated with sub-drainage basin of Fivemile Creek development of the airport could Fivemile Creek and Crow Creek and and is drained on all sides by tributaries directly or indirectly impact these their tributary drainages, respectively. of Fivemile Creek. A storm drainage drainages. A permit and associated (See the discussion on Wetlands/ system for the airport collects storm mitigation under Section 404 of the Waters of the United States for more water runoff from various parts of Clean Water Act may also be required. information on area-wide drainage.) the airport and channels it into either Crow Creek north of the airport or the Consultation with the USFWS as part of South Prong of Fivemile Creek south of the previously approved Airport Master HISTORICAL, ARCHITECTURAL, the airport. Both Crow Creek and the Plan also confi rmed the potential for ARCHEOLOGICAL, AND CULTURAL South Prong are tributaries of Fivemile impacts to tributaries, riparian areas, RESOURCES Creek. Topographical elevations on and forested uplands if proposed the airport range from 687 feet MSL airport projects are not designed to As part of the agency consultation to 570 feet MSL, although the offi cial avoid such impacts. process for the airport’s previous elevation of the airport is 660 feet MSL. Master Plan, the Texas State Historic Overall, the topography of the airport is Preservation Offi ce (SHPO) was relatively fl at. WILD AND SCENIC RIVERS consulted regarding the potential presence of cultural resources within There are no Wild or Scenic Rivers, the development areas of the airport. as designated by the Wild and Scenic While the SHPO commented that Rivers Act, as amended, in the vicinity impacts to historic resources were of the Dallas Executive Airport. The unlikely within the developed portions only Wild or Scenic River designation in of the airport, it indicated that cultural Texas is the Rio Grande, located along resource surveys on undeveloped the southwestern border of the State.10 portions of the airport have not been done. Prior to development of undisturbed areas of the airport, fi eld surveys would be required to make a 9 http://www.dallascityhall.com/aviation/ determination of impact in compliance dallas_executive_swppp.html, accessed with the National Historic Preservation The U.S. Army Corps of Engineers on July 26, 2011 Act (NHPA) of 1966, as amended. This (USACOE) regulates the discharge of 10 www.rivers.gov/wildriverslist.html/#tx, would include a determination of dredged or fi ll materials into waters accessed on July 26, 2011
1-22 / Chapter One - Inventory City of Dallas Dallas Executive Airport
DOCUMENT SOURCES
A variety of diff erent sources were utilized in the inventory process. The following listing refl ects a partial compilation of these sources. This does not include data provided by airport management as part of their records, nor does it include airport drawings and photographs which were referenced for information. On-site inventory and interviews with airport staff and tenants contributed to the inventory eff ort.
• Airport / Facility Directory, South • U.S. Terminal Procedures, South • FAA Form 5010-1, Airport Master Central U.S., U.S. Department of Central, U.S. Department of Record. Transportation, Federal Aviation Ad- Transportation, Federal Aviation ministration, National Aeronautical Administration, National • City of Dallas. Charting Offi ce, June 2011. Aeronautical Charting Offi ce, June 2011. • U.S. Census Bureau. • Dallas/Fort Worth Aeronautical Chart, U.S. Department of Transportation, • Redbird Airport Master Plan, 2002. • North Central Texas Council of Federal Aviation Administration, Governments. National Aeronautical Charting • Texas Airport System Plan Update Offi ce, June 2011. 2010. Texas Department of • Texas Workforce Commission. Transportation, March 2010. • National Plan of Integrated Airport • Woods & Poole Economics, Systems (NPIAS), U.S. Department • Texas Department of Transportation The Complete Economic and of Transportation, Federal Aviation – Aviation Division. Demographic Data Source, 2011. Administration, 2011-2015.
Chapter One - Inventory / 1-23