Dallas Executive Airport

Airport Master Plan - Draft Final City of Dallas Dallas Executive Airport

(AIAs). With this information, specifi c components of the airside and landside system can be evaluated to determine their capacity to accommodate future demand.

Cost-eff ective, safe, effi cient, and orderly development of an airport should rely more upon actual demand at an airport than a time-based forecast fi gure. In order to develop a Master Plan that is demand-based rather than time-based, a series of planning horizon milestones has been CHAPTER THREE - FACILITY REQUIRMENTS established for Dallas Executive Airport that takes into consideration the reasonable range of aviation demand To properly plan for improvements at Landside facilities are needed for the projections prepared in Chapter Two. It Dallas Executive Airport, it is necessary interface between air and ground is important to consider that the actual to translate forecast aviation demand transportation modes. This includes activity at any given time at the airport into the specifi c types and quantities components for general aviation needs may be higher or lower than projected of facilities that can adequately serve such as: activity levels. By planning according the demand. In this chapter, existing to activity milestones, the resulting components of the airport are evaluated · General Aviation Terminal plan can accommodate unexpected so that the capacities of the overall Services shifts or changes in the area’s aviation system are identifi ed. Once identifi ed, · Aircraft Hangars demand. the existing capacity is compared to · Aircraft Parking Aprons the forecast activity levels to determine · Airport Support Facilities The most important reason for utilizing where defi ciencies currently exist milestones is that they allow the airport or may be expected to materialize The objective of this eff ort is to identify, to develop facilities according to need in the future. Once defi ciencies in general terms, the adequacy of the generated by actual demand levels. in a component are identifi ed, a existing airport facilities and outline The demand-based schedule provides more specifi c determination of the what new facilities may be needed fl exibility in development, as schedules appropriate sizing and timing of the and when they may be needed to can be slowed or expedited according new facilities can be made. accommodate forecast demand. Once to actual demand at any given time the facility requirements have been over the planning period. The resultant As indicated previously in Chapter One, established, alternatives for providing plan provides airport offi cials with a airport facilities include both airside these facilities will be evaluated in fi nancially responsible, needs-based and landside components. Airside Chapter Four to determine the most program. facilities include those that are related practical, cost-eff ective, and effi cient to the arrival, departure, and ground direction for future development. Table 3A presents the planning horizon movement of aircraft. The components milestones of short, intermediate, and include: An updated set of aviation demand long term for each aircraft activity forecasts for Dallas Executive Airport has category. These milestones generally · Runways been established as presented in the correlate to fi ve, ten, and 20-year · Taxiways previous chapter. The activity forecasts periods used in the previous chapter. · Navigational Approach Aids include based aircraft, fl eet mix, annual · Airfi eld Lighting, Marking, and operations, peaking characteristics, Signage and annual instrument approaches

Chapter 3 - Facility Requirements / 3-1 Dallas Executive Airport Airport Master Plan - Draft Final

Table 3A: PLANNING HORIZON ACTIVITY SUMMARY second component, depicted by a Roman numeral, is the airplane design Intermediate group (ADG), which relates to aircraft Short Term Term Long Term wingspan and tail height (physical Current (1-5 years) (6-10 years) (11-20 years) characteristics). Generally, aircraft BASED AIRCRAFT approach speed applies to runways Single Engine Piston 143 151 159 175 and runway-related facilities, while airplane wingspan primarily relates to Multi-Engine Piston 12 13 13 14 separation criteria involving taxiways, Turboprop 9 11 13 17 taxilanes, and landside facilities. Table Jet 15 18 21 29 3B presents the ARC criteria. Rotorcraft 6 7 9 10 TOTAL BASED AIRCRAFT 185 200 215 245 As an example, a Beech King Air 200 with an approach speed of 103 ANNUAL OPERATIONS knots and wingspan of 54.5 feet is Itinerant 23,559 27,700 33,200 42,200 categorized in ARC B-II, while a larger Local 30,690 37,300 44,300 55,300 corporate jet, such as a Gulfstream V, Nighttime 3% Adjustment 1,627 1,950 2,325 2,925 with an approach speed of 145 knots TOTAL OPERATIONS* 55,876 67,000 79,800 100,400 and a wingspan of 93.5 feet, is included in ARC D-III. Exhibit 3A presents PEAKING CHARACTERISTICS examples of ARC categories and their Peak Month 5,867 7,035 8,379 10,542 corresponding aircraft type. Design Day 196 235 279 351 Busy Day 274 328 371 443 The FAA recommends designing Design Hour 29 35 42 53 airport functional elements to meet the ANNUAL INSTRUMENT APPROACHES N/A 830 1,000 1,270 Table 3B: AIRPORT REFERENCE CODES *Operations totals are rounded to nearest 100 Aircraft Approach Category Design, is a coding system to help AIRFIELD DESIGN AND Category Speed PLANNING STANDARDS identify and determine the appropriate design criteria for an individual airport. A < 91 Knots The design standards applied to an The ARC correlates the design and B 91- < 121 Knots airport are based on the type of aircraft layout of the airport to the operational C 121- < 141 Knots with the most demanding Airport and physical characteristics of the D 141- <166 Knots critical design aircraft. The identifi ed Reference Code (ARC) expected to E >= 166 Knots regularly use the facility. Regular use critical design aircraft directly infl uences Airplane Design Group¹ is defi ned by the Texas Department pertinent safety criteria such as runway of Transportation – Aviation Division length, runway width, separation Group Tail Height (ft) Wingspan (ft) (TxDOT) as that aircraft or family of distances, building setbacks, and the I < 20 < 49 aircraft that will perform at least 250 dimensions of required safety areas II 20- < 30 49- < 79 surrounding the runway and taxiway annual operations at the airport. III 30- < 45 70- < 118 system. IV 45- < 60 118- < 171 CRITICAL DESIGN AIRCRAFT The ARC has two components. The V 60- < 66 171- < 214 fi rst component, depicted by a letter, VI 66- < 80 214- < 262 The ARC, as described in Federal is the aircraft approach category, Source: FAA Advisory Circular (AC) 150/5300- Aviation Administration (FAA) Advisory which relates to aircraft approach 13, Airport Design Circular (AC) 150/5300-13, Airport speed (operational characteristic). The 1 Utilize the most demanding category.

3-2 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport requirements for the most demanding Exhibit 3A: AIRPORT REFERENCE CODES civilian ARC for that airport. In order to determine airfi eld design requirements, CATEGORY A-I CATEGORY C-I, D-I the critical aircraft and critical ARC r#FFDI#BSPO r#FFDI must fi rst be determined, and then rBeech Bonanza t-FBS    appropriate airport design criteria can r$FTTOB   be applied. This process begins with r$FTTOB r*TSBFMJ8FTUXJOE a review of aircraft currently using r$FTTOB$JUBUJPO.VTUBOH r)4  the airport and a projection of those r&DMJQTF expected to use the airport through r1JQFS"SDIFS the long term planning period. r1JQFS4FOFDB CATEGORY B-I: less than 12,500 lbs. CATEGORY C-II, D-II CURRENT CRITICAL AIRCRAFT r#FFDI#BSPO r$FTTOB$JUBUJPO*** 7* 7*** 9 r#FFDI,JOH"JS t(VMGTUSFBN** *** *7 As previously discussed, TxDOT r$FTTOB r$BOBEBJS standards defi nes the critical design t$FTTOB r&3+   aircraft as the most demanding r1JQFS/BWBKP r$3+ r1JQFS$IFZFOOF category or family of aircraft which r&NCSBFS3FHJPOBM+FU r4XFBSJOHFO.FUSPMJOFS r-PDLIFFE+FU4UBS conducts at least 250 annual operations r$FTTOB$JUBUJPO* at the airport. In some cases, more than one specifi c make and model of CATEGORY B-II: less than 12,500 lbs. CATEGORY C-III, D-III aircraft comprises the airport’s critical t4VQFS,JOH"JS r&3+  design aircraft. For example, one r$FTTOB r$3+  category of aircraft may be the most r%)$5XJO0UUFS r#PFJOH#VTJOFTT+FU critical in terms of approach speed, t#4FSJFT while another is most critical in terms r.% %$ of wingspan. r'PLLFS  r" " r(VMGTUSFBN7 Smaller general aviation aircraft within r(MPCBM&YQSFTT approach categories A and B and ADG I and II conduct the majority of CATEGORY B-I, B-II: over 12,500 lbs. CATEGORY C-IV, D-IV operations at Dallas Executive Airport. r4VQFS,JOH"JS t# Turboprop and jet aircraft with longer r#FFDI r# wingspans and higher approach r+FUTUSFBN r$ speeds also utilize the airport, but less r'BMDPO   r%$ frequently. While the airport is utilized r'BMDPO  r.% Citation II by helicopters, they are not included r *** *7 7 in this determination as they are not r4BBC r&NCSBFS assigned an ARC. CATEGORY A-III, B-III CATEGORY D-V According to records, there are 185 based aircraft at Dallas Executive Airport. r%)$%BTI t#4FSJFT r# The majority of these are single and t%)$%BTI r%$ multi-engine piston-powered aircraft r$POWBJS which fall within approach categories r'BJSDIJME' A and B and ADG I. There are several r"53 larger turboprops and jets also based r"51 at the airport. The turboprops consist of multi-engine aircraft that fall within Note: Aircraft pictured is identified in bold type.

Chapter 3 - Facility Requirements / 3-3 Dallas Executive Airport Airport Master Plan - Draft Final approach categories A and B and Table 3C: JET OPERATIONS BY AIRPORT REFERENCE CODE ADGs I and II. The based jets include a (MINIMUM) JUNE 1, 2010 - MAY 31,2011 variety of aircraft ranging from diff erent models of Cessna Citations, which are Annual % of Total designated in ARCs B-I and B-II, to the ARC Aircraft Type Operations Operations Gulfstream II and IV, which are classifi ed A-I Eclipse 500 25 1.2% in ARC D-II. Thus, the airport’s critical based aircraft is the Gulfstream II and Total A-I 25 1.2% IV models, thereby, ARC D-II. Before Cessna 500 (Citation I) 12 0.6% making a fi nal determination of the Cessna 501 21 1.0% critical aircraft family, an examination of Cessna 510 (Mustang) 34 1.6% the itinerant aircraft using B-1 Cessna 525 (Citation Jet I) 250 11.5% the airport should be considered. Embraer Phenom 100 22 1.0% Falcon 10 37 1.7% Premier 390 46 2.1% Itinerant Jet Aircraft Rockwell Sabre 40/60 4 0.2% Total B-I 426 19.6% Jet aircraft operations are typically those that will infl uence required airport Cessna 525A (Citation Jet II) 32 1.5% Cessna 525B (Citation Jet III) 172 7.9% facilities as the critical design aircraft. Cessna 550 (Citation II) 211 9.7% In order to discern the number and Cessna 560 (Citation V) 157 7.2% type of jet aircraft operations at Dallas B-II Cessna 560X (Citation Excel) 47 2.2% Executive Airport, data was obtained Cessna 680 (Citation Sovereign) 20 0.9% from Enhanced Traffi c Management Falcon 20 5 0.2% System Counts (ETMSC) provided by Falcon 50 20 0.9% the FAA. Data available through this Falcon 900 6 0.3% program is created when pilots fi le Falcon 2000 7 0.3% fl ight plans and/or when fl ights are Total B-II 677 31.2% detected by the National Airspace Beechjet 400 93 4.3% System, usually via radar. It includes documentation of commercial traffi c Hawker Siddeley HS 125-600 6 0.3% Hawker Siddeley HS 125-800 156 7.2% (air carrier and air taxi), general aviation, C-I 24 2 0.1% and military aircraft. Due to factors 7 0.3% such as incomplete fl ight plans and 10 0.5% limited radar coverage, ETMSC data 24 1.1% cannot account for all aircraft activity 10 0.5% at an airport. Therefore, it is likely that IAI Westwind 1124 60 2.8% there are more jet operations at the airport that are not captured by this Total C-I 368 17.0% methodology. It is believed, however, IAI Astra 1125 7 0.3% that this information is suffi cient to Cessna 650 (Citation III/VI/VII) 180 8.3% provide an adequate understanding Cessna 750 (Citation X) 35 1.6% of the airport’s critical aircraft. The C-II Challenger 300 11 0.5% following analysis of the itinerant jet Challenger 600/601/604 19 0.9% aircraft usage at the airport will aid Embraer ERJ 135 4 0.2% in determining the actual design Gulfstream III 147 6.8% standards for the airport. Total C-II 403 18.6%

Table 3C presents jet aircraft operations C-III Global Express 6 0.3% at Dallas Executive Airport from June 1, Total C-III 6 0.3%

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Table 3C (continued) operations. Based upon these fi gures, annual operations by jet aircraft in Annual % of Total approach category D and ADG II have ARC Aircraft Type Operations Operations combined to exceed the critical aircraft /36 45 2.1% threshold of 250 operations per year D-I 57 2.6% to be designated as the current critical 46 2.1% design aircraft. Thus, the current critical Total D-I 148 6.8% aircraft for Dallas Executive Airport is ARC D-II. Gulfstream G150 4 0.2% D-II Gulfstream II 17 0.8% Gulfstream IV 73 3.4% Table 3D: TOTAL JET OPERATIONS BY APPROACH CATEGORY AND Total D-II 94 4.3% AIRPLANE DESIGN GROUP D-III Gulfstream V 24 1.1% Approach Total Jet Total D-III 24 1.1% Category Operations Total Jet A 25 Activity 2,171 100.0% B 1,103 Source: Enhanced Traffi c Management System Counts C 777 D 266 2010, to May 31, 2011 (12-month a signifi cant number of operations Airplane Design Total Jet operational count). As detailed in the included the Cessna 550 (211), Cessna Group Operations table, itinerant aircraft utilizing the 650 (180), Cessna 525B (172), Cessna airport include a wide variety of jets 560 (157), and Hawker Siddeley HS 125- I 967 II 1,174 including several diff erent makes and 800 (156). III 30 models of Cessna Citations, Falcons, , Challengers, and Gulfstreams, The most demanding business jet, Source: Enhanced Traffi c Management among others. There were a total of in terms of ARC design standards, to System Counts 2,171 jet aircraft operations logged by operate at the airport during the time ETMSC during the one-year timeframe. period was the Gulfstream V. The The greatest number of operations Gulfstream V is classifi ed by the FAA as FUTURE CRITICAL AIRCRAFT in any single ARC family was 677 in an ARC D-III aircraft. Aircraft such as the ARC B-II, while ARC B-I registered Gulfstream G150, II, and IV also utilized The aviation demand forecasts indicate 426 operations. These accounted the airport and fall in the ARC D-II the potential for growth in business for approximately 31 percent and category. There were also operations jet aircraft activity at the airport. This 20 percent of logged jet activity, conducted by the Global Express (ARC includes the potential addition of respectively. Aircraft in approach C-III), but these operations constituted 14 based jets through the long term categories C and D also constituted a a very small percentage of overall jet planning period. Itinerant business jet signifi cant number of jet operations at activity. activity is projected to also follow this Dallas Executive Airport during the one- moderate growth trend, rebounding year period. Of the logged operations, Table 3D presents the minimum from current economic conditions. approximately 48 percent of jet activity number of jet operations broken down Therefore, business jet aircraft will at the airport was conducted by aircraft by approach category and ADG for continue to defi ne the critical aircraft in ARC C-I or greater. the one-year timeframe. A signifi cant parameters for Dallas Executive Airport number of operations were conducted through the planning period. The table also presents the number of by aircraft in approach categories B, C, operations by specifi c aircraft type. The and D and ADGs I and II. As previously Increased business aircraft utilization Cessna 525 model performed the most mentioned, critical aircraft design is typical at general aviation reliever operations (250) of any jet aircraft at does not require one specifi c aircraft airports surrounded by growing the airport. Other aircraft that recorded model to make up the 250 annual or established population and

Chapter 3 - Facility Requirements / 3-5 Dallas Executive Airport Airport Master Plan - Draft Final employment centers, such as the case Another segment of corporate aircraft and serves as the primary runway for for Dallas Executive Airport. Over the users operate under Federal Aviation large aircraft. As a result, this runway past several years, corporate jet aircraft Regulation (F.A.R.) Part 135 (air taxi) rules should ultimately conform to ARC D-III have been increasingly utilized by a for hire through fractional ownership standards. wider variety of companies. Although programs. Since these aircraft operate recent trends have indicated a decline at the airport on a frequent basis, Runway 17-35 is the crosswind in business jet operations due to the planning should consider meeting runway serving Dallas Executive recent economic recession, the FAA the needs of highly utilized air taxi and Airport and currently provides a forecasts a return to positive growth fractional ownership aircraft. Although length of 3,800 feet and meets the in business aircraft utilization in the these aircraft can range up to ARC D-III, needs of aircraft up to ARC B-II. While future. National factors, coupled most fall in ARCs B-I to C-II. this runway length limits the use of with socioeconomic conditions in business jets, it can accommodate the the surrounding area, will infl uence The Gulfstream V and Global Express majority of smaller general aviation additional corporate aircraft demand. represent the largest commonly aircraft. Furthermore, according to The growing demand will elect to used business jets in the fl eet today. ATCT personnel, prevailing winds at utilize those airports that provide According to records, these aircraft the airport generally favor the use facilities that meet their needs. have operated at Dallas Executive of Runway 17-35. This runway can Airport during the past year but on also provide a vital role of serving The area surrounding Dallas Executive an infrequent basis. Operations by aircraft operations when Runway Airport is expected to support positive these aircraft do not currently meet the 13-31 is closed for maintenance or population and employment growth threshold for critical aircraft design. If emergencies. As such, Runway 17- in the future. These trends will position at any point in time a larger business 35 should be designed to ultimately the airport well for serving the growing jet such as the Gulfstream V, Global conform to ARC C/D-II standards, if aviation demand. In addition, Dallas Express, or Boeing Business Jet were possible. A detailed evaluation will Executive Airport has signifi cantly to be based at the airport and/or the be conducted in Chapter Four further improved its facilities in recent years to number of operations by these aircraft exploring a potential extension on accommodate the business aviation increase signifi cantly, the airport’s ARC Runway 17-35 to better accommodate segment and now has a reputation in the could transition to D-III. Therefore, larger aircraft in the future. general aviation community of being an future planning will consider ARC D-III attractive airport providing an array of as the long term critical design aircraft aviation services. Amenities such as the for Dallas Executive Airport. TEXAS AIRPORT SYSTEM PLAN ROLE airport traffi c control tower (ATCT) and an instrument landing system (ILS) will While the airport in general will be The Texas Airport System Plan Update certainly continue to attract business planned to meet ARC D-III standards, 2010 (TASP) classifi es airports in the jet activity. Thus, future facility planning the runways will be individually state by service level and role. The should include the potential for the analyzed based upon function. six classifi cations are: Commercial airport to be utilized by the majority of Runway 13-31 provides 6,451 feet of Service, Reliever, Business/Corporate, business jets on the market. usable runway length at the airport Community Service, Basic Service, and Heliport. Dallas Executive Airport is classifi ed as a reliever airport in the TASP.

As defi ned by the TASP, a reliever airport is located within a major metropolitan area and provides alternative airport facilities for general aviation users to relieve congestion at the larger commercial service airports. Furthermore, a reliever airport is capable of accommodating various

3-6 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport

Table 3E: TEXAS AIRPORTS FUNCTIONAL CATEGORY

Category Typical ARC Function Access A-I, B-I Small airports with minimal service. Remote A-I, B-I Very remote facilities supporting oil production, ranching, and medical access. Agricultural A-I, B-I Located in areas of intense agricultural activity. Special Use A-I, B-I, B-II, C-II Seasonal airports typically related to tourism or recreation. Industrial B-II Through D-IV Airports supporting aviation-related business and/or adjacent industrial activity. Multi-Purpose A-I, B-I, B-II, C-II Diversifi ed airport activity. Regional B-II, C-II, C-III Support higher performance aircraft. Support air taxi, commuter and charter activity. Reliever B-II, C-II, C-III, D-II Designated by the FAA to relieve congestion at commercial airports. Commercial C-II Through D-VI Scheduled passenger service with more than 2,500 annual enplanements. Source: Texas Airport System Plan Update 2010 classes of aircraft from large business Executive Airport is currently classifi ed the input factors as they relate to Dallas jets to smaller piston aircraft. A reliever as a reliever airport. Table 3F presents Executive Airport and include airfi eld airport has or must be forecast to have the TASP design standards for each layout, weather conditions, aircraft mix, 100 based aircraft or 25,000 annual airport service role. The minimum and operations. itinerant operations. design standards for Dallas Executive Airport are highlighted in bold text. • Runway Confi guration – The existing airfi eld confi guration Airport Function consists of a crosswind runway AIRFIELD CAPACITY system with parallel taxiways serving In addition to the defi ned roles both runways. Runway 13-31 is 6,451 for Texas airports, the TASP further An airport’s airfi eld capacity is expressed feet long by 150 feet wide, while sub-divides airports into functional in terms of its annual service volume Runway 17-35 is 3,800 feet long by categories specifi cally related to the (ASV). ASV is a reasonable estimate 150 feet wide. type of use that the airport is expected of the maximum level of aircraft to accommodate. These functional operations that can be accommodated • Runway Use – Runway use in categories include: Commercial, in a year without incurring signifi cant capacity conditions will be controlled Reliever, Regional, Multipurpose, delay factors. As aircraft operations by wind and/or airspace conditions. Industrial, Special Use, Agricultural, surpass the ASV, delay factors increase For Dallas Executive Airport, the Remote, and Access. Table 3E presents exponentially. The airport’s ASV was direction of take-off s and landings the defi nition of the airport functional examined utilizing FAA AC 150/5060-5, are generally determined by the categories including the reliever Airport Capacity and Delay. speed and direction of the wind. It classifi cation for Dallas Executive is generally safest for aircraft to take- Airport highlighted in bold text. off and land into the wind, avoiding FACTORS AFFECTING a crosswind (wind that is blowing ANNUAL SERVICE VOLUME perpendicular to the travel of the TASP Airport Design Standards aircraft) or tailwind components This analysis takes into account during these operations. Based upon The TASP presents the following specifi c factors about the airfi eld in information received from the ATCT, minimum design criteria for each order to calculate the airport’s ASV. Runway 17-35 is more favorably defi ned role of general aviation airports These various factors are depicted in oriented for predominant winds and in Texas. As already mentioned, Dallas Exhibit 3B. The following describes is utilized approximately 75 percent

Chapter 3 - Facility Requirements / 3-7 Dallas Executive Airport Airport Master Plan - Draft Final

Table 3F: TEXAS AIRPORTS DESIGN STANDARDS Minimum Community Community Business/Corporate StandardBasic Service Service I Service II Reliever Design Standard (ARC) A-I/B-I B-I/B-II B-II B-II through D-IV Length: 75% at 60% Length: 95% of the small Length: 95% of the small Length: 100% of the small useful load; Minimum of aircraft fl eet aircraft fl eet aircraft fl eet 5,000 feet Runway Width: 60 feet Width: 60 feet Width: 75 feet Width: 100 feet Strength: 12,500 pounds Strength: 12,500 pounds Strength: 30,000 pounds Strength: 30,000 pounds SWL SWL SWL SWL Runway end turnarounds Runway end turnarounds Full or partial parallel Full-length parallel Taxiway and access to apron and access to apron taxiway taxiway

360 s.y. for itinerant and 360 s.y. for itinerant and 360 s.y. for itinerant and 360 s.y. for itinerant and Apron 300 s.y. for based 300 s.y. for based 300 s.y. for based 300 s.y. for based

Non-precision, 1-mile Non-precision, 1-mile GPS LPV, 3/4-mile Approach Visual visibility visibility visibility

MIRL, taxiway centerline Lighting MIRL, taxiway centerline or striping or refl ectors and MIRL and taxiway turnout MIRL and taxiway turnout edge refl ectors on taxiway turnout lights from the lights lights to lighted runway active runway

Lighted wind indicator, Lighted wind indicator, Lighted wind indicator, Visual Aid Wind indicator, segmented segmented circle, rotating segmented circle, rotating segmented circle, rotat- circle, beacon beacon, PAPI beacon, PAPI ing beacon, PAPI, REIL

Facilities/ AWOS, fuel, lighted Services AWOS, fuel, terminal build- AWOS, fuel, airfi eld sig- airfi eld signage, terminal Location specifi c ing nage, terminal building building

Single engine and light Turboprop and light busi- Design Aircraft Light twin and turboprop Business jet twin ness jet

MIRL - Medium Intensity Runway Lighting AWOS - Airport Weather Observation System PAPI - Precision Approach Path Indicator ARC- Airport Reference Code REIL - Runway End Identifi cation Light GPS - Global Positioning System LPV - Localizer Performance with Vertical Guidance SWL - Single Wheel Loading Source: TxDOT-Aviation Division, Policies and Standards and Texas Airport System Plan Update 2010

of the time. The existing length on • Exit Taxiways – Exit taxiways have 4,000 feet from the landing threshold Runway 17-35 currently limits it to a signifi cant impact on airfi eld count in the exit rating. Runway 13- smaller general aviation aircraft. capacity since the number and 31 is credited for two exits in each Runway 13-31 is primarily utilized by location of exits directly determines direction under this analysis. Runway larger aircraft and during times when the occupancy time of an aircraft on 17-35 is credited for one exit taxiway wind conditions dictate. the runway. Based upon mix, only in each direction. taxiways between 2,000 feet and

3-8 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport

Exhibit 3B: AIRFIELD CAPACITY FACTORS AIRFIELD LAYOUT Runway Configuration Runway Use Number of Exits 8 9 10 1 2 3 4 5 6 7

11

WEATHER CONDITIONS VMC IMC PVC VisualVisual MeteorologicalMeteorological ConditionsConditions InstrumentInstrument MeteorologicalMeteorological ConConditionsditions Poor VisibilityVisibility ConditionsConditions

AIRCRAFT MIX Category A & B AircraftCategory C Aircraft Category D Aircraft

SingleSingle EngineEngine Business Jet Commuter

Small Turboprop Twin Piston Regional Jet Commercial Jet Wide Body Jets

OPERATIONS Arrivals Departuresp Total Annual Operationsp

7 6 5 4 3 2 Touch-and-GoTTouchh andd G Go OOperationsti 1 J FMAMJ J A SOND

Chapter 3 - Facility Requirements / 3-9 Dallas Executive Airport Airport Master Plan - Draft Final

• Weather Conditions – The airport daily operations and average It should be mentioned that aircraft operates under visual meteorological peak hour operations during the mix can play a signifi cant role in conditions (VMC) approximately peak month are utilized. Typical determining an airport’s overall 91 percent of the time. Instrument operations activity is important capacity. As previously discussed, the meteorological conditions (IMC) in the calculation of an airport’s current aircraft mix factors in an overall occur when cloud ceilings are ASV as “peak demand” levels occur high percentage of Classes A and B between 500 and 1,000 feet and sporadically. The peak periods aircraft and a smaller percentage of visibility minimums are between one used in the capacity analysis are Class C aircraft. In the event that larger and three miles, approximately fi ve representative of normal operational general aviation business jets began percent of the year. Poor visibility activity and can be exceeded at utilizing Dallas Executive Airport on conditions (PVC) apply for minimums various times throughout the year. a more frequent basis, the airfi eld’s below 500 feet and one mile. PVC ASV could decrease signifi cantly and, conditions occur approximately four thus, capacity enhancements may percent of the year. CAPACITY ANALYSIS need to be planned for accordingly. CONCLUSIONS Improvements such as additional exit • Aircraft Mix – Aircraft mix for the taxiways serving each runway could capacity analysis is defi ned in terms Given the factors outlined above, the enhance and improve airfi eld capacity of four aircraft classes. Classes A airfi eld ASV will range between 150,000 under this scenario. and B consist of small and medium- and 200,000 annual operations. The ASV sized propeller and some jet aircraft, does not indicate a point of absolute all weighing 12,500 pounds or gridlock for the airfi eld; however, it SAFETY AREA less. These aircraft are associated does represent the point at which DESIGN STANDARDS primarily with general aviation operational delay for each aircraft activity, but do include some air taxi, operation will increase exponentially. The FAA has established several air cargo, and commuter aircraft. The current operational level for the imaginary surfaces to protect aircraft Class C consists of aircraft weighing airport represents 36 percent of the operational areas and keep them free between 12,500 pounds and 300,000 airfi eld’s ASV, if the ASV is considered from obstructions or incompatible pounds. These aircraft include most at the low end of the typical range of land uses that could aff ect an aircraft’s business jets and some turboprop 150,000 annual operations. By the end safe operation as well as protecting aircraft. Class D aircraft consists of of the planning period, total annual persons and property on the ground. large aircraft weighing more than operations are expected to represent These include the runway safety area 300,000 pounds. The airport does 67 percent of the airfi eld’s ASV. (RSA), object free area (OFA), obstacle not experience operations by Class free zone (OFZ), and runway protection D aircraft. Class C operations are FAA Order 5090.3B, Field Formulation zone (RPZ). estimated to be about ten percent of the National Plan of Integrated of total annual operations. The Airport Systems (NPIAS), indicates The entire RSA, OFA, and OFZ should be remainder is operations by Classes A that improvements for airfi eldunder the direct control of the airport and B aircraft. capacity purposes should begin to be sponsor to ensure these areas remain considered once operations reach 60 free of obstacles and can be readily ac- • Percent Arrivals – Percent arrivals to 75 percent of the annual service cessed by maintenance and emergency generally follow the typical 50/50 volume. This is an approximate level to personnel. It is not required that the percent split. begin the detailed planning of capacity RPZ be under airport ownership, but it is improvements. At the 80 percent level, strongly recommended. An alternative • Touch-and-Go Activity – Current the planned improvements should be to outright ownership of the RPZ is the and projected local operations made. While no signifi cant capacity purchase of avigation easements (ac- account for approximately 60 improvements will be necessary, quiring control of designated airspace percent of total annual operations. options to improve airfi eld effi ciency within the RPZ) or having suffi cient land will still be considered and evaluated in use control measures in place which en- • Peak Period Operations – For the the next chapter. sure that the RPZ remains free of incom- airfi eld capacity analysis, average patible development.

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Dimensional standards for the various the extent practicable.” Each Regional OBJECT FREE AREA safety areas associated with the Airports Division of the FAA is obligated runways are a function of the ARC, to collect and maintain data on the The FAA defi nes the runway OFA as an as well as the approach visibility RSA for each runway at the airport and area centered on the runway extending minimums. At Dallas Executive Airport, perform airport inspections. laterally and beyond each runway end, Runway 13-31 should currently meet in accordance with the critical aircraft design standards for ARC D-II and For ARC D-II aircraft, the FAA calls design category utilizing the runway. ¾-mile visibility minimums. Runway for the RSA to be 500 feet wide and The OFA must provide clearance of 17-35 should presently meet ARC B-II extend 1,000 feet beyond the runway all ground-based objects protruding standards. As previously discussed, ends. Analysis in the previous section above the RSA edge elevation, unless ultimate planning should consider indicated that Runway 13-31 should the object is fi xed by function (i.e., aircraft with larger wingspans utilizing be planned to accommodate aircraft in airfi eld lighting) serving air or ground the airport on a more frequent basis. ARC D-III. The RSA for this ARC is also navigation. As a result, Runway 13-31 should 500 feet wide and extends 1,000 feet conform to standards for ARC D-III, beyond each runway end. For ARC D-II, the FAA calls for the OFA while Runway 17-35 will be designed to be 800 feet wide, extending 1,000 to meet ARC C/D-II standards. Runway 17-35 is currently ARC B-II with feet beyond each runway end. The visibility minimums not lower than one standard for ARC D-III aircraft would mile. The applicable RSA is 150 feet also require the OFA to be a cleared RUNWAY SAFETY AREA wide, extending 300 feet beyond each area 800 feet wide and 1,000 feet runway end. For ARC C/D-II design, beyond each runway end. The existing The RSA is defi ned in FAA AC 150/5300- the RSA increases to be 500 feet wide, OFA for Runway 17-35 is smaller, 13, Airport Design, as a “surface extending 1,000 feet beyond each encompassing an area 500 feet wide surrounding the runway prepared runway end. and 300 feet beyond each runway end. or suitable for reducing the risk of damage to airplanes in the event of an As depicted on Exhibit 3C, the Exhibit 3C also depicts the OFA for undershoot, overshoot, or excursion southeastern-most portion of the both runways at Dallas Executive from the runway.” The RSA is centered RSA associated with Runway 13-31 Airport. According to aerial on the runway, dimensioned in does not conform to existing and photography, it appears that large accordance with the approach speed ultimate design standards. In this area, areas of trees protruding above the RSA of the critical aircraft using the runway. perimeter fencing, U.S. Highway 67, elevation obstruct the OFA adjacent to The FAA requires the RSA to be cleared and local roadways obstruct the RSA. the northwest side of Runway 13-31. and graded, drained by grading or storm Furthermore, the obstructions outside Similar to the RSA, the OFA is obstructed sewers, capable of accommodating airport property are diffi cult for the by perimeter fencing in addition to U.S. the design aircraft and fi re and rescue airport to control and mitigate. The Highway 67 and its associated outer vehicles, and free of obstacles not fi xed airport appears to meet the current RSA roadways on the southeast side of by navigational purpose. design requirements for Runway 17- Runway 13-31. 35; however, in the event this runway The FAA has placed a higher signifi cance would be extended and transition to No obstructions are present within the on maintaining adequate RSAs at ARC C/D-II, signifi cant improvements existing OFA for Runway 17-35. In the all airports due to previous aircraft would be needed to meet applicable event this runway were to transition accidents. Under Order 5200.8, eff ective RSA standards. Analysis in the next to ARC C/D-II standards, several areas October 1, 1999, the FAA established a chapter will further examine the of trees would penetrate the enlarged Runway Safety Area Program. The Order existing and future RSAs associated OFA. Further examination of these states, “The objective of the Runway with both runways at Dallas Executive obstructed areas will be conducted in Safety Area Program is that all RSAs at Airport, with particular attention the next chapter. federally-obligated airports … shall being given to providing alternatives conform to the standards contained to mitigate the RSA defi ciency on the in AC 150/5300-13, Airport Design, to southeast side of Runway 13-31.

Chapter 3 - Facility Requirements / 3-11 City of Dallas Dallas Executive Airport

1.161.16 AcresAcres LEGEND

WWestest LLeedbetterdbetter DDriverive Airport Property Line Runway Safety Area (RSA) 1.461.46 AcresAcres RSA Deficiency Object Free Area (OFA) OFA Deficiency Obstacle Free Zone (OFZ) Precision Obstacle Free Zone (POFZ) Runway Protection Zone (RPZ)

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Exhibit 3C: EXISITNG SAFETY AREAS Dallas Executive Airport Airport Master Plan - Draft Final

OBSTACLE FREE ZONE is conducting the ILS approach to acres of the southeastern portion of Runway 31, the POFZ would apply. the RPZ associated with Runway 31 The OFZ is an imaginary surface extends beyond airport property and which precludes object penetrations, encompasses portions of Red Bird including taxiing and parked RUNWAY PROTECTION ZONE Lane in addition to residential and aircraft. The only allowance for OFZ commercial development. obstructions is navigational aids The RPZ is a trapezoidal area centered mounted on frangible bases which are on the runway, typically beginning 200 Whenever possible, the airport should fi xed in their location by function, such feet beyond the runway end. The RPZ maintain positive control over the as airfi eld signs. The OFZ is established has been established by the FAA to RPZs through fee simple acquisition; to ensure the safety of aircraft provide an area clear of obstructions however, avigation easements can operations. If the OFZ is obstructed, and incompatible land uses in be pursued if fee simple acquisition the airport’s approaches could be order to enhance the protection of is not feasible. There are currently no removed or approach minimums could approaching aircraft, as well as people avigation easements in place within be increased. and property on the ground. The portions of the RPZs that extend dimensions of the RPZ vary according beyond the existing airport property The FAA’s criterion for runways utilized to the visibility requirements serving line. Table 3G summarizes the design by aircraft weighing more than 12,500 the runway and the type of aircraft requirements for each runway at pounds requires a clear OFZ to extend operating on the runway. Dallas Executive Airport according 200 feet beyond the runway ends and to associated ARC and approach 400 feet wide (200 feet on either side As previously discussed, the lowest minimums (where applicable). of the runway centerline). Currently, existing instrument approach visibility Runways 13-31 and 17-35 meet these minimums for Dallas Executive Airport standards. are ¾-mile with 200-foot cloud ceilings AIRSIDE FACILITIES on Runway 31. The corresponding RPZ It should be noted that for runways dimension calls for a 1,000-foot inner Airside facilities include the need for providing a vertically guided approach, width, extending outward 1,700 feet to those facilities related to the arrival and a precision obstacle free zone (POFZ) a 1,510-foot outer width. For the not departure of aircraft. The adequacy is required. The POFZ is defi ned as lower than one mile visibility minimums of existing airside facilities at Dallas “a volume of airspace above an area serving Runway 13, the existing RPZ Executive Airport has been analyzed beginning at the runway threshold, at has an inner width of 500 feet, overall from a number of perspectives, the threshold elevation, and centered length of 1,700 feet, and an outer width including: on the extended runway centerline, of 1,010 feet. The RPZs associated with 200 feet long by 800 feet wide.” The Runway 17-35 call for a 500-foot inner • Runways POFZ is only in eff ect when the width, extending outward 1,000 feet to • Taxiways following conditions are met: an outer width of 700 feet. The existing • Navigational approach aids RPZs corresponding to each runway • Airfi eld lighting, marking, • Vertically guided approach. end at Dallas Executive Airport are and signage • Reported ceiling below 250 feet depicted on Exhibit 3C. and/or visibility less than ¾-mile. • An aircraft on fi nal approach Currently, only the RPZs serving Runway RUNWAYS within two miles of the runway 17-35 are fully contained on airport threshold. property. Approximately 2.6 acres of Runway conditions such as orientation, the RPZ associated with Runway 13 length, pavement strength, and width at Currently at Dallas Executive Airport, extend beyond the airport property Dallas Executive Airport were analyzed. the precision ILS approach serving line to the northwest over industrial From this information, requirements Runway 31 provides access to the and commercial development for runway improvements were runway when cloud ceilings are down adjacent to Westmoreland Road determined for the airport. to 200 feet. As a result, when this cloud and West Ledbetter Drive. On the ceiling is being reported and an aircraft southeast side of the airport, 16.3

3-12 / Chapter 3 - Facility Requirements Dallas Executive Airport

Airport Master Plan - Draft Final City of Dallas Dallas Executive Airport

Table 3G: RUNWAY DESIGN STANDARDS

Runway 13-31 Runway 17-35

Existing / Ultimate Existing Ultimate Airport Reference Code D-II / D-III B-II C/D-II

Approach Visibility Minimums 3/4-mile - Runway 31 > 1 mile - 3/4-mile - > 1 mile - Runway 13 Both Ends Both Ends Runway Safety Area Width (feet) 500 150 500 Length Beyond Runway End (feet) 1,000 300 1,000 Object Free Area Width (feet) 800 500 800 Length Beyond Runway End (feet) 1,000 300 1,000 Obstacle Free Zone Width (feet) 400 400 400 Length Beyond Runway End (feet) 200 200 200 Precision Obstacle Free Zone Runway 31 Width (feet) 800 N/A N/A Length Beyond Runway End (feet) 200 N/A N/A Runway Protection Zone Rwy 13 Rwy 31 Both Ends Both Ends Inner Width (feet) 500 1,000 500 1,000 Outer Width (feet) 1,010 1,510 700 1,510 Length (feet) 1,700 1,700 1,000 1,700 Source: FAA Advisory Circular 150/5300-13, Airport Design

Runway Orientation 10.5 knots for small aircraft weighing Runway Length less than 12,500 pounds and from 13 For the operational safety and to 20 knots for aircraft weighing over Runway length is the most important effi ciency of an airport, it is desirable for 12,500 pounds. Wind data specifi c to consideration when evaluating the the primary runway to be orientated Dallas Executive Airport was obtained airside facility requirements for future as closely as possible to the direction from the airport’s automated surface aircraft serving Dallas Executive of the prevailing winds. This reduces observation system (ASOS) and is Airport. Runway length requirements the impact of wind components depicted on Exhibit 3D. are based upon fi ve primary elements: perpendicular to the direction of airport elevation, the mean daily travel of an aircraft that is landing or Based upon historical wind data, both maximum temperature of the hottest taking off (defi ned as a crosswind). runways exceed 95 percent for all month, runway gradient, critical aircraft FAA AC 150/5300-13, Airport Design, crosswind components. Furthermore, expected to use the runway, and the recommends that a crosswind runway both runway alignments combined stage length of the longest nonstop should be made available when the provide 99 percent wind coverage for trip destination. primary runway orientation provides all crosswind components. Therefore, less than 95 percent wind coverage for based on this analysis, the runway Aircraft performance declines as specifi c crosswind conditions. The 95 system at the airport is properly elevation, temperature, and runway percent wind coverage is computed on orientated and no additional runway gradient factors increase. For calculating the basis of crosswinds not exceeding orientations need to be planned. runway length requirements, the

Chapter 3 - Facility Requirements / 3-13 Dallas Executive Airport Airport Master Plan - Draft Final

Exhibit 3D: WINDROSE airport is at an elevation of 660 feet above mean sea level (MSL), and the mean daily maximum temperature of the hottest month is 96 degrees ALL WEATHER WIND COVERAGE Fahrenheit (F). Runway 13-31 has a Runways 10.5 Knots 13 Knots 16 Knots 20 Knots maximum eff ective gradient of 0.1 Runway 13-31 95.40% 98.30% 99.80% 99.97% percent and the gradient on Runway Runway 17-35 95.55% 97.94% 99.41% 99.85% 17-35 is 0.2 percent. Combined 98.94% 99.67% 99.95% 99.99%

Airport Classifi cation

Table 3H outlines the runway length requirements for various classifi cations of aircraft that utilize Dallas Executive Airport. These standards were derived using FAA AC 150/5325-4B, Runway Length Requirements for Airport Design.

The AC segregates business jets into two categories: aircraft that make up 75 percent of the national fl eet and aircraft that make up 100 percent of the national fl eet. For example, the “75 percent fl eet at 60 percent useful load” provides a runway length suffi cient to satisfy the operational requirements of approximately 75 percent of the fl eet at 60 percent useful load. The FAA and TxDOT accept planning for runway length at 60 percent useful load unless specifi c justifi cation can be made for a need to plan for 90 percent useful load.

The top half of Table 3J presents the list of those aircraft which make up 75 percent of the active business jet fl eet category that were used in calculating the lengths required in Table 3H. Aircraft listed in the bottom half of Table 3J represent those aircraft used SOURCE: for the 100 percent category. NOAA National Climatic Center Asheville, North Carolina Dallas Executive Airport Since it is known that most of the Magnetic Declination Dallas, TX aircraft listed in the 100 percent of 4° 0’ East (August 2011) the business jet category utilize Dallas Annual Rate of Change OBSERVATIONS: Executive Airport, consideration 00° 07’ West (August 2011) 86,954 All Weather Observations should be given to providing adequate 2001-2010 runway length for their safe and

3-14 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport

Table 3H: RUNWAY LENGTH REQUIREMENTS effi cient operation. In the case at the airport, Runway 13-31 provides 6,451 Airport and Runway Data feet of usable length, thus exceeding Airport elevation 660 feet MSL the runway requirement of 6,000 feet Mean daily maximum temperature of the hottest month 96 degrees F for this category of aircraft. Maximum diff erence in runway centerline elevation: Runway 13-31 10 feet Further analysis was conducted on Runway 17-35 9 feet runway lengths for aircraft weighing more than 60,000 pounds. This group Runway Condition Wet includes the Gulfstream family of Runway Length Recommended for Airport Design aircraft and some other long-range Small airplanes with less than 10 passenger seats 4,000 feet corporate jets. According to aircraft Small airplanes with 10 or more passenger seats 4,400 feet planning manuals, these aircraft (in Large airplanes of 60,000 pounds or less: particular, the Gulfstream V) require 75 percent of business jets at 60 percent useful load 5,500 feet a runway length of up to 7,000 feet 75 percent of business jets at 90 percent useful load 7,200 feet to operate at Dallas Executive Airport 100 percent of business jets at 60 percent useful load 6,000 feet given the existing conditions that 100 percent of business jets at 90 percent useful load 9,400 feet dictate runway length requirements. Airplanes of more than 60,000 pounds (Gulfstream V) 7,000 feet Both runways at the airport fall short of the 7,000-foot requirement for these Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design large aircraft.

Table 3J: AIRCRAFT TYPE AS A PERCENT OF THE BUSINESS JET FLEET Aircraft Stage Length Manufacturer Models Airplanes that make up 75 percent of the fl eet per Table 3G Another important consideration when analyzing runway length requirements Beech Jet 400 is the stage length, or fl ying distance, Cessna 500, 525, 550, 560, 650 (Citation VII) an aircraft will complete to or from Dassault Falcon 10, 20, 50, 900 the airport. Longer stage lengths will Hawker 400, 600 require aircraft to carry more fuel, thus, Israel Aircraft Industries (IAI) Westwind 1123/1124 making the aircraft heavier on takeoff . Learjet 20, 31, 35, 36, 40, 45 This results in the need for longer Mitsubishi 300 takeoff roll, especially on hot days. Sabreliner 40, 60, 75/80, T-39 BAe 125-700 The airport was utilized by a wide Raytheon Premier 390 variety of corporate users with varying Aerospatiale Sn-601 Corvette originations and destinations. While most of the business jet operations Airplanes that make up 100 percent of the fl eet per Table 3G originated from or were destined to Bombardier Challenger 600, 604, BD-100 airports within 1,000 miles of Dallas Cessna 650 (Citation III/VI), 750 (Citation X) Executive Airport, there were several Dassault Falcon 900EX, 2000 nonstop fl ights to and from the east IAI Astra 1125, Galaxy 1126 and west coasts. Since it is known that, Learjet 45, 55, 60 when conditions allow, large business Hawker 800, 800EX, 1000 jet operators are opting for longer haul Sabreliner 65, 75 lengths, consideration should be given to accommodate these demands. Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design

Chapter 3 - Facility Requirements / 3-15 Dallas Executive Airport Airport Master Plan - Draft Final

Specifi c Aircraft Requirements Runway Length Summary It should be noted that corporate aviation departments and fractional An additional consideration for runway Many factors are considered when ownership (air taxi) programs often length is to analyze the requirements determining appropriate runway restrict what airports they can use of specifi c aircraft utilizing or planning length for the safe and effi cient based on runway length. Often, these to utilize Dallas Executive Airport. operation of aircraft at Dallas Executive groups will restrict operations to those Table 3K presents the runway length Airport. The starting point for analysis runways that have adequate runway needs for a wide variety of business begins with utilizing FAA AC 150/5325- length, plus a buff er. Obviously, jets, as obtained from their respective 4B, Runway Length Requirements for the longer the runway, the more operating manuals. Figures in the Airport Design. The output from the AC opportunity these aircraft operators table consider maximum takeoff and shows a number of diff erent runway will have to use the airport. According landing weights. It should be noted lengths based on aircraft characteristics to F.A.R. Part 135 rules, fractional that landing length requirements such as useful load and percent of aircraft and charter operators must during contaminated (wet) runway active business jets. The results show increase their landing runway length conditions increase signifi cantly for that, at a minimum, 6,000 feet of requirements under certain conditions. aircraft with single wheel landing gear runway length should be provided in This increase can equate to requiring confi gurations due to hydroplaning order to accommodate 100 percent up to an additional 60 percent of potential. of the business jet fl eet at 60 percent runway length for landing operations. useful load. Additional length provided on Runway Planning should conform to 13-31 could help provide the extra providing a runway length capable The stage length of aircraft utilizing runway length required for many of of accommodating the majority of Dallas Executive Airport was also these operators. aircraft most of the year. An airport’s considered in this analysis. As primary runway should be capable discussed, certain operators do fl y An additional consideration is for of handling business jets with typical nonstop to and from the east and aircraft weighing over 60,000 pounds. weight loading during moderate heat west coasts. Under these long For Dallas Executive Airport, this conditions. As presented in the table, haul conditions, additional runway includes business jets such as those in several aircraft which currently utilize length up to 7,000 feet would allow the Gulfstream family. According to the the airport require runway lengths of them to increase their useful load to operating manuals for these aircraft, a at least 7,000 feet when very warm accommodate these cross-country runway length of approximately 7,000 temperatures occur. fl ights. feet is needed to satisfy most of these aircraft operating under the weather Table 3K: RUNWAY LENGTH REQUIREMENTS (Max. Take-off /Landing Weights) and runway conditions prescribed in Runway Length Required (in feet) for: Table 3H. Landing on Landing on Contaminated Forecast future demand at Dallas Ex- Aircraft Type Take-off @ 95 F Dry Runway Runway ecutive Airport indicates that the airport Beechjet 400 5,900 4,500 6,000 should strive to accommodate all busi- Challenger 600 6,900 5,500 7,000 ness jet operations up to and including Cessna 550 5,500 2,900 6,000 those in ARC D-III. Thus, alternative anal- ysis in the next chapter should consider Cessna 650 6,000 5,300 6,100 the possibility of lengthening Runway Gulfstream IV 7,000 5,400 6,200 13-31 to provide optimal runway length Gulfstream V 7,000 4,500 5,500 of up to 7,000 feet. IAI Westwind 7,300 3,500 7,000 IAI Astra 7,000 5,000 5,000 As previously discussed, Runway 17-35 Lear 35 6,000 3,400 7,000 is more favorably aligned for prevailing Lear 55 7,300 3,200 6,400 winds at Dallas Executive Airport. Source: Aircraft Operating Manuals While the existing length does allow

3-16 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport for the operation of most small single and 17-35 currently provide pavement the northern portion of Runway 17-35. and multi-engine piston aircraft, it does strengths of 35,000 pounds SWL, 60,000 Taxiway D serves as the partial parallel severely limit the utilization of larger pounds dual wheel loading (DWL), and taxiway for the southern portion turboprop and jet aircraft. Alternative 110,000 pounds dual tandem wheel of Runway 17-35. There are several analysis should consider the possibility loading (DTWL). entrance/exit taxiways serving both of lengthening Runway 17-35 so it can runways at the airport. be capable of accommodating a larger The current strength rating on majority of general aviation aircraft Runway 13-31 is adequate to serve Taxiway width is determined by the up to and including turboprops and the majority of aircraft operations at ADG of the most demanding aircraft to smaller business jets. Analysis in the the airport; however, the G-IV can use the taxiway. For ADG II standards, next chapter will examine potential weigh up to 75,000 pounds DWL. In which currently exist on all taxiways runway extensions that could be order to support full D-III operations located on the airfi eld, taxiways achieved on Runway 17-35. in the future, the runway should be should be at least 35 feet wide. Future planned for a SWL and DWL rating planning will consider ADG III design of at least 60,000 pounds and 95,000 standards on Runway 13-31, which Runway Width pounds, respectively. This will better call for a taxiway width of 50 feet. All accommodate aircraft which could respective taxiways exceed existing Both runways at Dallas Executive operate at the airport on a more and future width requirements and Airport are 150 feet wide. FAA design frequent basis up to and including should be maintained as such through standards call for a runway width of 100 the Gulfstream V. It should be noted the planning period. feet to serve aircraft from C-II up to D-III, that the airport is in the process of regardless of instrument approach conducting an airfi eld pavement Hold aprons can also improve the visibility minimums. In addition, TxDOT evaluation which will better determine effi ciency of the taxiway system standards call for a 100-foot-wide existing pavement conditions and by allowing aircraft to prepare for runway for reliever category airports. provide recommendations for departure off the taxiway surface. This As such, the runways exceed the future pavement reconstruction and allows aircraft ready to depart to by- criteria for runway width. rehabilitation projects. pass the aircraft on the hold apron. Currently, there are two hold aprons on It should be noted that FAA runway the airfi eld serving each end of Runway width for ARC C/D-III aircraft, with TAXIWAYS 13-31. The location of these existing maximum certifi ed takeoff weights hold aprons and the potential for greater than 150,000 pounds, is 150 Taxiways are constructed primarily additional hold aprons serving Runway feet. This standard was specifi cally to facilitate aircraft movements to 17-35 will be discussed further in the tailored for the Boeing 727 due to and from the runway system. Some next chapter. its wide wheel base. This group now taxiways are necessary simply to also includes the Boeing Business Jet provide access between the aprons FAA AC 150/5300-13, Airport Design, with newer models certifi ed for up to and runways, whereas other taxiways also discusses separation distances 170,000 pounds. become necessary as activity increases between aircraft and various areas on at an airport to provide safe and the airport. The separation distances effi cient use of the airfi eld. are a function of the approaches Runway Strength approved for the airport and the Runways 13-31 and 17-35 are both runway’s designated ARC. Under The most important feature of airfi eld served by parallel taxiways. Taxiway current conditions, parallel taxiways pavement is its ability to withstand B serves as the partial parallel taxiway should be at least 300 feet from the repeated use by aircraft of signifi cant serving Runway 13-31 from the Runway 13-31 centerline to meet ARC weight. As a reliever airport in the Runway 13 threshold to its intersection D-II design with not lower than ¾-mile TASP, the minimum pavement strength with Runway 17-35. Taxiway A serves visibility minimums. Aircraft parking should be at least 30,000 pounds single as the partial parallel taxiway for the areas are required to be at least 500 wheel loading (SWL). Runways 13-31 southern portion of Runway 13-31 and feet from the runway centerline.

Chapter 3 - Facility Requirements / 3-17 Dallas Executive Airport Airport Master Plan - Draft Final

Currently, partial parallel Taxiway facilities are vital to the success of the approach serving Runway 31 provides B serving Runway 13-31 is located airport and provide additional safety to localizer performance with vertical 300 feet northeast of the runway passengers using the air transportation guidance (LPV) minimums. (centerline to centerline) and partial system. While instrument approach parallel Taxiway A is situated 530 feet aids are especially helpful during At Dallas Executive Airport, there are from Runway 13-31. Aircraft parking poor weather, they are often used six published approaches. Runway aprons are located at least 600 feet from by pilots conducting fl ight training 31 is served by ILS, RNAV (GPS), and the runway centerline. Taxiway B does and operating larger jet aircraft when very high frequency omnidirectional not meet the appropriate separation visibility is good. range (VOR) approaches. Runway standard for ultimate critical aircraft 17 is served by RNAV (GPS) and VOR design. Analysis in the next chapter with distance measuring equipment will address the Taxiway B separation Instrument Approach Procedures (DME) approaches. Finally, an RNAV standard which should be 400 feet for (GPS) approach is available on Runway ARC D-III aircraft design. Instrument approaches are 35. The ILS approach to Runway 31 categorized as either precision or provides for the lowest minimums with Partial parallel Taxiways A and D serving non-precision. Precision instrument ¾-mile visibility minimums and 200- Runway 17-35 are both located 300 approach aids provide an exact foot cloud ceilings. feet east of the runway centerline while course alignment and vertical descent aircraft parking apron areas are set path for an aircraft on fi nal approach A GPS modernization eff ort is underway further back at 400 feet from the runway. to a runway, while non-precision by the FAA and focuses on augmenting These distances meet the appropriate instrument approach aids provide the GPS signal to satisfy requirements FAA standards for ultimate critical only course alignment information. for accuracy, coverage, availability, and aircraft design. Taxiway requirements In the past, most existing precision integrity. For civil aviation use, this are summarized in Table 3L. instrument approaches in the United includes the continued development States have been ILS, similar to what of the Wide Area Augmentation System is currently in place at Dallas Executive (WAAS), which was initially launched NAVIGATIONAL APPROACH AIDS Airport on Runway 31. It should be in 2003. The WAAS uses a system of noted, the global positioning system reference stations to correct signals Electronic and visual guidance to (GPS) is now used to provide both from the GPS satellites for improved arriving aircraft enhance the safety vertical and lateral navigation for pilots. navigation and approach capabilities. and capacity of the airfi eld. Such In fact, the area navigation (RNAV) GPS Where the non-WAAS GPS signal provides for enroute navigation and Table 3L: TAXIWAY DESIGN STANDARDS limited instrument approach (lateral navigation) capabilities, WAAS provides Runway 13-31* Runway 17-35 for approaches with both course and Ultimate Ultimate vertical navigation. This capability Existing ADG III Existing ADG II was historically only provided by Taxiway Width (feet) 60 50 60 35 an ILS, which requires extensive on- airport facilities. After 2015, the WAAS Taxiway Safety Area Width (feet) 79 118 79 79 upgrades are expected to allow for Taxiway Object Free Area Width (feet) 131 186 131 131 the development of approaches to Taxiway Centerline to: most airports with cloud ceilings as Fixed or Moveable Object (feet) 65.5 93 65.5 65.5 low as 200 feet above the ground and Runway Centerline to: visibilities down to ½-mile. Parallel Taxiway Centerline (feet) 300 400 300 300 Holding Positions (feet) 250 256 200 250 Ultimately, it would be preferable to *Existing/Ultimate critical design aircraft in Approach Category D implement a straight-in instrument approach procedure to Runway Source: FAA Advisory Circular 150/5300-13, Airport Design 13. Due to the congested airspace

3-18 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport and proximity of Dallas/Fort Worth of the intersection of Runways 13-31 Visual Approach Lighting International Airport and Dallas Love and 17-35. The ATCT is staff ed with Field, the FAA has not allowed for an personnel from 7:00 a.m. to 9:00 p.m. In most instances, the landing phase of approach procedure to Runway 13. daily. The ATCT enhances safety at any fl ight must be conducted in visual Improving approach minimums down the airport and should be maintained conditions. To provide pilots with visual to ½-mile on Runway 31 would better through the planning period. guidance information during landings accommodate corporate aircraft. to the runway, electronic visual Lower visibility minimums may only be approach aids are commonly provided achieved with additional lighting aids AIRFIELD LIGHTING, MARKING, at airports. Currently, all runway ends to be described in the next section. AND SIGNAGE except Runway 35 are served by a form Analysis in the next chapter will consider of visual approach lighting. Four-box improvements necessary for improved There are a number of lighting and visual approach slope indicators (VASI- instrument approaches to the runway pavement marking aids serving pilots 4) serve each end of Runway 13-31 and system at Dallas Executive Airport. using the airport. These aids assist a four-box precision approach path pilots in locating the airport and indicator (PAPI-4) serves Runway 17. runway at night or in poor visibility Weather Reporting Aids conditions. They also assist in the The existing VASI and PAPI units should ground movement of aircraft. be maintained through the long term Dallas Executive Airport has a lighted planning period. In addition, a PAPI-4 wind cone and segmented circle should be planned for implementation located on the airfi eld. The wind Airport Identifi cation Lighting on Runway 35. cone provides information to pilots regarding wind conditions, such as The location of the airport at night direction and speed. The segmented is universally indicated by a rotating Approach and Runway End circle consists of a system of visual beacon. For civil airports, a rotating Identifi cation Lighting indicators designed to provide traffi c beacon projects two beams of light, pattern information to pilots. These one white and one green, 180 degrees Runway 31 currently is equipped with should be maintained throughout the apart. The existing beacon is located a lead-in lighting (LDIN) system. The planning period. atop the terminal building and should LDIN is an approach lighting system be maintained through the planning that provides the basic means to The airport is equipped with an ASOS period. transition from instrument fl ight to which provides weather observations visual fl ight for landing. In order to 24 hours per day. The system updates obtain approach visibility minimums weather observations every minute, Runway and Taxiway Lighting as low as ½-mile on Runway 31, a more continuously reporting signifi cant sophisticated approach lighting system weather changes as they occur. This in- Runway identifi cation lightingsuch as a medium intensity approach formation is then transmitted at regular provides the pilot with a rapid and lighting system with runway alignment intervals on the automated terminal in- positive identifi cation of the runway indicator lights (MALSR) would be formation service (ATIS), which is broad- and its alignment. Runways 13-31 and needed. Further analysis later in this cast on radio frequency 126.35 MHz. 17-35 are served by medium intensity study will determine the likelihood of These systems should be maintained runway lighting (MIRL). These systems implementing an improved approach through the planning period. should be maintained through the lighting system on Runway 31. planning period. Runway end identifi cation lights (REILs) Communication Facilities Medium intensity taxiway lighting are fl ashing lights located at each (MITL) is provided on all active taxiways runway end that facilitate identifi cation Dallas Executive Airport also has at the airport. This system is vital for of the runway end at night and during an operational ATCT that is located safe and effi cient ground movements poor visibility conditions. REILs provide approximately 1,000 feet southwest and should be maintained in the future. pilots with the ability to identify

Chapter 3 - Facility Requirements / 3-19 Dallas Executive Airport Airport Master Plan - Draft Final

Exhibit 3E: AIRSIDE FACILITY REQUIREMENTS

AVAILABLE SHORT TERM LONG TERM RUNWAYS Runway 13-31 Runway 13-31 Runway 13-31 6,451' x 150' Runway extension* Increase pavement strength to 35,000 lbs. SWL 60,000 lbs. SWL & 95,000 lbs. DWL 60,000 lbs. DWL Upgrade to ARC D-III 110,000 DTWL 3/4-mile visibility (Rwy 31) 1-mile visibility (Rwy 13) ARC D-II Runway 17-35 Runway 17-35 Runway 17-35 3,800' x 150' 3/4-mile visibility Runway extension* 35,000 lbs. SWL minimums (17 & 35) Upgrade to ARC C/D-II 60,000 lbs. DWL 110,000 lbs. DTWL 1-mile visibility minimums (17 & 35) ARC B-II

TAXIWAYS Runway 13-31 Runway 13-31 Runway 13-31 Parallel taxiways Additional taxiways dependent Taxiway B relocation to meet Taxiway A - 530' separation / upon runway extension 400' separation requirement Taxiway B - 300' separation 7 exits Taxiways - 60' wide Runway 17-35 Runway 17-35 Runway 17-35 Parallel Taxiways Same Additional taxiways dependent Taxiway A - 300' separation / upon runway extension Taxiway D - 300' separation 4 exits Taxiways - 60' wide

NAVIGATIONAL AIDS ILS, LOC, RNAV GPS, VOR (Rwy 31) GPS LPV (Rwy 17 & 35) Same RNAV GPS, VOR/DME (Rwy 17) RNAV GPS (Rwy 35) ASOS ATCT Lighted Wind Cone Segmented Circle

LIGHTING AND MARKING Airport Beacon Same Same Pilot-controlled lighting Runway 13-31 Runway 13-31 Runway 13-31 MIRL Hold Positions - 256' Same MITL - parallel & entrance/exits LDIN (Rwy 31) VASI-4 REILs (Rwy 13) Hold Positions - 250' Precision Markings (Rwy 31) Non-precision Markings (Rwy 13) Runway 17-35 Runway 17-35 Runway 17-35 MIRL PAPI-4 (Rwy 35) Hold Positions - 250’ MITL - parallel & entrance/exits PAPI-4 (Rwy 17) REILs (Rwy 17& 35) Hold Positions - 200' Non-precision Markings (Rwy 17 & 35) *Analyzed in Chapter Four

3-20 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport the runway ends and distinguish Airfi eld Signs LANDSIDE FACILITIES the runway end lighting from other lighting on the airport and in the Airfi eld identifi cation signs assist pilots Landside facilities are those necessary approach areas. The FAA indicates in identifying their location on the for the handling of aircraft and that REILs should be considered for all airfi eld and directing them to their passengers while on the ground. lighted runway ends not planned for a desired location. Lighted signs are These facilities provide the essential more sophisticated approach lighting installed on all runways and taxiways interface between the air and ground system. A REIL system has been at Dallas Executive Airport. All of transportation modes. The capacity installed on Runway 13 and each end these signs should be maintained of the various components of each of Runway 17-35. throughout the planning period. area was examined in relation to projected demand to identify future landside facility needs. This includes Pilot-Controlled Lighting Pavement Markings components for general aviation needs such as: Dallas Executive Airport is equipped Runway markings are designed with pilot-controlled lighting (PCL). according to the type of instrument • General Aviation Terminal Services With PCL, a pilot can control the intensity approach available on the runway. • Aircraft Hangars of airfi eld lights and visual approach FAA AC 150/5340-1J, Marking of Paved • Aircraft Parking Aprons aids from their aircraft through a series Areas on Airports, provides guidance • Airport Support Facilities of clicks of their radio transmitter. This necessary to design airport markings. system should be maintained through Runway 31 is served by precision the planning period. markings to accommodate the ILS GENERAL AVIATION approach. Runways 13 and 17-35 TERMINAL SERVICES currently have non-precision markings. The general aviation facilities at the Exhibit 3E Key The hold position markings associated airport are often the fi rst impression of SWL - Single Wheel Loading with Runway 13-31 at Dallas Executive the community that corporate offi cials DWL - Dual Wheel Loading Airport are currently set at 250 feet and other visitors will encounter. DTWL - Dual Tandem Wheel Loading from the runway centerline. Since the General aviation terminal facilities at ARC - Airport Reference Code runway is served by approach category an airport provide space for passenger ILS - Instrument Landing System LOC - Localizer D aircraft, the 250-foot separation must waiting, pilots’ lounge, pilot fl ight GPS - Global Positioning System be increased by one foot for each 100 planning, concessions, management, VOR - Very High Frequency feet above sea level. As a result, the storage, and various other needs. This Omnidirectional Range hold lines should be set at 256 feet from space is not necessarily limited to a DME - Distance Measuring Equipment the Runway 13-31 centerline. The hold RNAV - Area Navigation single, separate terminal building, ASOS - Automated Surface lines serving Runway 17-35 are located but can include space off ered by Observation System 200 feet from the runway centerline fi xed base operators (FBOs) and other ATCT - Airport Traffi c Control Tower which meet existing FAA standards specialty operators for these functions LPV - Localizer Performance with for this runway. In the event that the and services. At Dallas Executive Vertical Guidance MIRL - Medium Intensity Runway Lighting runway transitions to ARC C/D-II, the Airport, general aviation terminal MITL - Medium Intensity Taxiway Lighting hold lines would need to be relocated services are provided by a dedicated MALSR - Medium Intensity Approach to 250 feet from the runway centerline. general aviation terminal building Lighting System with Runway A summary of the airside facilities (approximately 8,000 square feet) as Alignment Indicator Lights previously discussed is presented on MALS - Medium Intensity Approach well as spaces allotted by separate Lighting System Exhibit 3E. FBOs and specialty aviation operators. REILs - Runway End Identifi cation Lights PAPI - Precision Approach Path Indicator The methodology used in estimating LDIN - Lead-In Lights general aviation terminal facility VASI - Visual Approach Slope Indicator needs was based upon the number

Chapter 3 - Facility Requirements / 3-21 Dallas Executive Airport Airport Master Plan - Draft Final of airport users expected to utilize The parking requirements of based The demand for aircraft storage hangars general aviation facilities during the aircraft owners should also be consid- is dependent upon the number and design hour. Space requirements ered. Although some owners prefer type of aircraft expected to be based at for terminal facilities were based on to park their vehicles in their hangar, the airport in the future. For planning providing 150 square feet per design safety can be compromised when au- purposes, it is necessary to estimate hour itinerant passenger. Table 3M tomobile and aircraft movements are hangar requirements based upon outlines the space requirements for intermixed. For this reason, separate forecast operational activity. However, general aviation terminal services at parking requirements, which consider hangar development should be based Dallas Executive Airport through the one-half of based aircraft at the airport, upon actual demand trends and long term planning horizon. As shown were applied to general aviation auto- fi nancial investment conditions. in the table, up to 8,200 square feet mobile parking space requirements. of space could be needed in the long Utilizing this methodology, parking re- While a majority of aircraft owners prefer term for general aviation passengers. quirements for general aviation activ- enclosed aircraft storage, a number of Given the size of the existing terminal ity call for 174 spaces in the short term based aircraft will still tiedown outside building in addition to space provided planning horizon, 205 spaces in the in- (due to the lack of hangar availability, by existing FBOs and other specialty termediate term planning horizon, and hangar rental rates, and/or operational aviation operators on the airfi eld, there 250 spaces in the long term planning needs). Therefore, enclosed hangar should be adequate terminal facility horizon. It is estimated that there are facilities do not necessarily need to area provided at the airport through 550 marked automobile parking spac- be planned for each based aircraft. At the long term planning period. es at Dallas Executive Airport currently Dallas Executive Airport, four aircraft serving airport users. Automobile currently base on the aircraft parking General aviation vehicular parking parking requirements are summarized apron with the remainder housed in demands have also been determined in Table 3M. hangar spaces. for Dallas Executive Airport. Space determinations were based on an Hangar types vary in size and function. evaluation of existing airport use, as AIRCRAFT HANGARS T-hangars and linear box hangars are well as industry standards. Terminal popular with aircraft owners having automobile parking spaces required Utilization of hangar space varies as a only one small aircraft. These hangars to meet general aviation itinerant and function of local climate, security, and provide individual spaces within a FBO operator demands were calculated owner preferences. The trend in general larger structure. Aircraft owners are by multiplying design hour itinerant aviation aircraft, whether single or multi- allowed privacy and individual access passengers by 2.0 in the short term, engine, is toward more sophisticated to their space. Conventional hangars increasing to 2.4 for the long term as aircraft (and, consequently, more are typically 10,000 square feet or larger. corporate operations can be expected expensive aircraft); therefore, many They are open space facilities with to increase. aircraft owners prefer enclosed hangar no supporting structure interference. space to outside tiedowns. Often other airport services are off ered from the conventional hangars. Table 3M: GENERAL AVIATION TERMINAL AREA FACILITIES Executive hangars are typically utilized by owners of larger aircraft or multiple Short Long aircraft. These are usually smaller Currently Term Intermediate Term than 10,000 square feet and off er the Available Need Term Need Need same open space storage area as General Aviation Services Facility conventional hangars. Future hangar Area (s.f.) 8,000+ 4,900 6,200 8,200 use has been determined based on current usage and industry standards. Design Hour Passengers 26 32 42 55 Auto Parking Spaces 550 174 205 250 Currently, there are 120 T-hangar/linear box hangar positions available on the Source: Coff man Associates analysis airport. For these hangars, a planning

3-22 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport

Table 3N: AIRCRAFT HANGAR REQUIREMENTS

Currently Current Short Intermediate Long Available Need Term Need Term Need Term Need Total Based Aircraft 185 200 215 245 Aircraft To Be Hangared 181 196 209 238 Hangar Area Requirements T-Hangar/Linear Box Hangar Area (s.f.) 155,900 169,300 178,000 195,700

Executive Hangar Area (s.f.) 76,800 86,800 95,800 113,800

Conventional Hangar Area (s.f.) 51,000 60,500 71,000 91,000

Maintenance Area (s.f.) 32,400 35,000 37,600 42,900 Total Hangar Area (s.f.) 501,800* 316,100 351,600 382,400 443,400 Note *Includes total hangar/offi ce/maintenance area currently at airport Source: Coff man Associates analysis standard of 1,200 square feet per based 443,400 square feet of storage space Airport Design, suggests a methodology aircraft will be used to determine future through the long term planning period. by which transient apron requirements requirements. This includes a mixture of hangar can be determined from knowledge and maintenance areas. Due to the of busy-day operations. At Dallas As the trend toward more sophisticated projected increase in based aircraft and Executive Airport, the number of aircraft continues throughout the aircraft operations at the airport, facility itinerant spaces required was estimated planning period, it is important planning will consider additional at 13 percent of the busy-day itinerant to determine the need for more hangars in the form of T-hangars, operations. A planning criterion of 800 conventional and executive hangars. executive hangars, and conventional square yards was used for single and For executive and conventional hangars. It is expected that the multi-engine itinerant aircraft, while hangars, a planning standard of 2,500 aircraft storage hangar requirements a planning criterion of 1,600 square square feet per aircraft was utilized. will continue to be met through a yards was used to determine the area combination of hangar types. for transient jet aircraft. Locally based Since portions of executive and tiedowns typically will be utilized by conventional hangars are also used smaller single engine aircraft; thus, a for aircraft maintenance and servicing, AIRCRAFT PARKING APRONS planning standard of 360 square yards requirements for maintenance/service per position is utilized. As shown hangar area were estimated using A parking apron should be provided for in Table 3P, additional apron space a planning standard of 175 square based aircraft, as well as some daytime may be needed during the planning feet per based aircraft. Future hangar apron space to hold transient aircraft. period of this study. Exhibit 3F further requirements for the airport are At the present time, four based aircraft details landside facility requirements summarized in Table 3N. are stored on parking apron space at previously discussed. Dallas Executive Airport. Although The analysis shows that there is many aircraft are stored in hangars, currently a need for approximately they are regularly moved to the ramp 316,100 square feet of hangar storage during the day to provide space for space. This is based on the number aircraft maintenance operations. and type of aircraft currently hangared at the airport. Existing hangar space The total general aviation apron at the airport should meet this need. area at Dallas Executive Airport is Future hangar requirements indicate approximately 50,000 square yards. that there is a potential need for FAA Advisory Circular 150/5300-13,

Chapter 3 - Facility Requirements / 3-23 Dallas Executive Airport Airport Master Plan - Draft Final

Table 3P: AIRCRAFT PARKING APRON REQUIREMENTS • Assists in controlling and screening authorized entries into a secured Short Intermediate area by deterring entry elsewhere Available Term Term Long Term along the boundary. Single, Multi-engine Transient Aircraft Positions 24 27 33 • Supports surveillance, detection, Apron Area (s.y.) 19,100 21,700 26,000 assessment, and other security Transient Business Jet Positions 13 15 18 functions by providing a zone Apron Area (s.y.) 20,600 23,400 28,000 for installing intrusion-detection equipment and closed-circuit Locally-Based Aircraft Positions 24 25 27 television (CCTV). Apron Area (s.y.) 8,600 9,000 9,700 Total Positions N/A 61 67 78 • Deters casual intruders from Total Apron Area (s.y.) 50,000 48,300 54,100 63,700 penetrating a secured area by Source: Coff man Associates analysis presenting a barrier that requires an overt action to enter.

AIRPORT SUPPORT FACILITIES month; however, more frequent • Demonstrates the intent of an deliveries can reduce the fuel storage intruder by their overt action of Various facilities that do not logically capacity requirement. Generally, fuel gaining entry. fall within the classifi cations of airside tanks should be of adequate capacity or landside facilities have also been to accept a full refueling tanker, which • Causes a delay to obtain access to identifi ed. These other areas provide is approximately 8,000 gallons, while a facility, thereby increasing the certain functions related to the overall maintaining a reasonable level of fuel possibility of detection. operation of the airport. These support in the storage tank. facilities include: • Creates a psychological deterrent. Given the existing operational level • Aviation Fuel Storage estimates, the current fuel storage • Optimizes the use of security • Perimeter Fencing/Gates capacity should be adequate to meet personnel, while enhancing the • Aircraft Rescue and Firefi ghting demand. Future operational levels capabilities for detection and • Airport Maintenance Building could tax the existing storage capacities, apprehension of unauthorized • Utilities especially during peak period times. As individuals. • Security a result, ultimate planning will consider additional fuel storage capacity, • Demonstrates a corporate concern especially for Jet A fuel. for facilities. Aviation Fuel Storage • Limits inadvertent access to the As previously discussed in Chapter Perimeter Fencing/Gates aircraft operations area by wildlife. One, there are currently three fuel farms located on the airport that store Perimeter fencing is used at airports Dallas Executive Airport’s operations aviation fuel. The fuel farms provide a primarily to secure the aircraft areas are currently enclosed with chain total storage capacity of 66,000 gallons. operational area. The physical barrier link fence. The fence does not always Of this total, 34,000 gallons is dedicated of perimeter fencing provides the follow the legal airport boundary due to Jet A fuel and 32,000 gallons is following functions: to the layout of physical features and dedicated to 100LL. infrastructure development. Several • Gives notice of the legal boundary functioning automated access and Fuel storage requirements are typically of the outermost limits of a facility manually controlled gates are also based upon keeping a two-week or security-sensitive area. located at the airport. supply of fuel during an average

3-24 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport

Exhibit 3F: LANDSIDE FACILITY REQUIREMENTS

Short Intermediate Long Available Term Term Term

GENERAL AVIATION TERMINAL AREA FACILITIES General Aviation Services Facility Area (s.f.) 8,000+ 4,900 6,200 8,200 Automobile Parking Spaces 550 174 205 250

AIRCRAFT STORAGE T-Hangar/Linear Box Hangar Area (s.f) 169,300 178,000 195,700 Executive Hangar Area (s.f.) 86,800 95,800 113,800 Conventional Hangar Area (s.f.) 60,500 71,000 91,000 Maintenance Area (s.f.) 35,000 37,600 42,900 Total Hangar Area (s.f.) 501,800* 351,600 382,400 443,400

AIRCRAFT PARKING APRON Single, Multi-engine Transient Aircraft Positions 24 27 33 Apron Area (s.y.) 19,100 21,700 26,000 Transient Business Jet Positions 13 15 18 Apron Area (s.y.) 20,600 23,400 28,000 Locally-Based Aircraft Positions 24 25 27 Apron Area (s.y.) 8,600 9,000 9,700 Total Positions 61 67 78 Total Apron Area (s.y.) 50,000 48,300 54,100 63,700 SUPPORT FACILITIES Maintenance Facility Improve Interior Expand Utilities Expand Utilities Perimeter Access Road Fuel Storage Expand Fuel 100LL, Jet A Storage Capacity

ARFF *Includes total hangar, office, and maintenance area currently at airport

Chapter 3 - Facility Requirements / 3-25 Dallas Executive Airport Airport Master Plan - Draft Final

Aircraft Rescue and Firefi ghting

Dallas Executive Airport is currently served by a dedicated aircraft rescue and fi refi ghting facility (ARFF). The facility, known as Station #49, operates a variety of equipment that is capable of handling fi re and rescue operations specifi c to aircraft emergencies. Personnel are present at the facility 24 hours per day, seven days per week, and provide emergency and rescue services to the surrounding area as well.

Federal regulations do not require ARFF services to be located on the airport. Utility extensions to new development 1. Airport Location – An airport’s ARFF services are required only at FAA- areas may be needed through the proximity to areas with over certifi ed airports providing scheduled planning period and will be analyzed 100,000 residents or sensitive sites passenger service with greater than in more detail later in the study. can aff ect its security posture. nine passenger seats. Unless federal Greater security emphasis should regulations change, there will not be a be given to airports within 30 regulatory requirement for ARFF facilities Security miles of mass population centers on the airport. Emergency services will (areas with over 100,000 residents) continue to be met with personnel and In cooperation with representatives of or sensitive areas such as military equipment stationed at the fi re station the general aviation community, the installations, nuclear and chemical on the east side of the airport. Therefore, Transportation Security Administration plants, centers of government, no additional requirements for ARFF (TSA) published security guidelines national monuments, and/or services are currently needed at Dallas for general aviation airports. These international ports. Executive Airport. guidelines are contained in the publication entitled, Security Guidelines 2. Based Aircraft – A smaller number for General Aviation Airports, published of based aircraft increases the Airport Maintenance Building in May 2004. Within this publication, likelihood that illegal activities the TSA recognized that general will be identifi ed more quickly. Dallas Executive Airport has a dedicated aviation is not a specifi c threat to Airports with based aircraft over airport maintenance building located national security. However, the TSA 12,500 pounds warrant greater on the west side of the airport. This does believe that general aviation may security. facility is adequate for the storage of be vulnerable to misuse by terrorists as equipment that is used for various security is enhanced in the commercial 3. Runways – Airports with longer purposes on the airport. portions of aviation and at other paved runways are able to serve transportation links. larger aircraft. Shorter runways are less attractive as they cannot Utilities To assist in defi ning which security accommodate the larger aircraft methods are most appropriate for a which have more potential for Electrical, water, natural gas, and general aviation airport, the TSA defi ned damage. sanitary sewer services are available a series of airport characteristics that at the airport. The availability and potentially aff ect an airport’s security 4. Operations – The number capacity of the utilities serving the posture. These include: and type of operations should airport are factors in determining the be considered in the security development potential of the airport. assessment.

3-26 / Chapter 3 - Facility Requirements City of Dallas Dallas Executive Airport

Table 3Q summarizes the for the airport being located in a mass Part 135 operations, fl ight training, recommended airport characteristics population area and near sensitive rental aircraft, and maintenance on and ranking criterion. The TSA suggests areas including military installations larger aircraft. that an airport rank its security posture and downtown Dallas, being located according to this scale to determine in Class B airspace, having greater As shown in Table 3R, a rating of the types of security enhancements than 101 based aircraft, many of 42 points places Dallas Executive that may be appropriate. which are over 12,500 pounds, and Airport in the third tier ranking of Runway 13-31 is longer than 5,001 security measures by the TSA. This tier Table 3Q also ranks Dallas Executive feet and made of asphalt/concrete. includes 13 security enhancements Airport according to this scale. As The ATCT has historically reported recommended by the TSA as shown shown in the table, the airport ranking more than 50,000 annual operations, in the table. A review of each on this scale is 42. Points are assessed and the airport does accommodate recommended security procedure is described in the following sections. Table 3Q: AIRPORT CHARACTERISTICS MEASUREMENT TOOL

Assessment Scale Access Controls: To delineate and adequately protect security areas from Dallas Public Use Executive unauthorized access, it is important to Security Characteristics Airport Airport consider boundary measures such as Location fencing, walls, or other physical barriers, electronic boundaries (e.g., sensor Within 30 nm of mass population areas1 5 5 Within 30 nm of a sensitive site2 4 4 lines, alarms), and/or natural barriers. Falls within outer perimeter of Class B airspace 3 3 Physical barriers can be used to deter Falls within boundaries of restricted airspace 3 0 and delay the access of unauthorized Based Aircraft persons onto sensitive areas of airports. Such structures are usually permanent Greater than 101 based aircraft 3 3 and are designed to be a visual and 26-100 based aircraft 2 0 11-25 based aircraft 1 0 psychological deterrent as well as a 10 or fewer based aircraft 0 0 physical barrier. Based aircraft over 12,500 pounds 3 3 Runways Lighting System: Protective lighting provides a means of continuing a Runway length greater than 5,001 feet 5 5 Runway length less than 5,000 feet, greater than 2,001 feet 4 0 degree of protection from theft, Runway length 2,000 feet or less 2 0 vandalism, or other illegal activity at Asphalt or concrete runway 1 1 night. Security lighting systems should Operations be connected to an emergency power source, if available. Over 50,000 annual operations 4 4 Part 135 operations 3 3 Part 137 operations 3 0 Personal ID System: This refers Part 125 operations 3 0 to a method of identifying airport Flight training 3 3 employees or authorized tenant access Flight training in aircraft over 12,500 pounds 4 0 to various areas of the airport through Rental aircraft 4 4 badges or biometric controls. Maintenance, repair, and overhaul facilities conducting long-term storage of aircraft over 12,500 pounds 4 4 Vehicle ID System: This refers to an Totals 42 identifi cation system which can assist Source: Security Guidelines for General Aviation Airports airport personnel and law enforcement 1 An area with a total population over 100,000 in identifying authorized vehicles. 2 Sensitive sites include military installations, nuclear and chemical plants, centers of Vehicles can be identifi ed through use government, national monuments, and/or international ports of decals, stickers, or hang tags.

Chapter 3 - Facility Requirements / 3-27 Dallas Executive Airport Airport Master Plan - Draft Final

Table 3R: RECOMMENDED SECURITY ENHANCEMENT BASED ON aircraft. Having assigned spots for AIRPORT CHARACTERISTICS ASSESSMENT RESULTS transient parking areas can help to easily identify transient aircraft on an apron. Points Determined Through Airport Characteristics Assessment Signs: The use of signs provides Security Enhancements > 45 25-44 15-24 0-14 a deterrent by warning of facility Fencing ü ------boundaries as well as notifying of the Hangars ü ------consequences for violation. Closed-Circuit Television (CCTV) ü ------Documented Security Procedures: ü Intrusion Detection System ------This refers to having a written Access Controls ü ü -- -- security plan. This plan would Lighting System ü ü -- -- include documenting the security Personal ID System ü ü -- -- initiatives already in place at Dallas Challenge Procedures ü ü -- -- Executive Airport, as well as any new enhancements. This document could Law Enforcement Support ü ü ü -- consist of, but not be limited to, airport Security Committee ü ü ü -- and local law enforcement contact Transient Pilot Sign-in/Sign-Out Procedures ü ü ü -- information, including alternates when Signs ü ü üüavailable, and utilization of a program Documented Security Procedures ü ü üüto increase airport user awareness of security precautions such as an airport Positive/Passenger/Cargo/Baggage ID ü ü üü watch program. Aircraft Security ü ü üü Community Watch Program ü ü üüPositive/Passenger/Cargo/Baggage Contact List ü ü üüID: A key point to remember regarding Source: Security Guidelines for General Aviation Airports general aviation passengers is that the persons on board these fl ights are generally better known to airport Challenge Procedures: This involves hangar areas, with increased patrols personnel and aircraft operators than an airport watch program which is during periods of heightened security. the typical passenger on a commercial implemented in cooperation with airliner. Recreational general aviation airport users and tenants to be on Security Committee: This committee passengers are typically friends, guard for unauthorized and potentially should be composed of airport tenants family, or acquaintances of the pilot illegal activities at Dallas Executive and users drawn from all segments in command. Charter/sightseeing Airport. of the airport community. The main passengers typically will meet with goal of this group is to involve airport the pilot or other fl ight department Law Enforcement Support: This stakeholders in developing eff ective personnel well in advance of any fl ights. involves establishing and maintaining and reasonable security measures Suspicious activities, such as use of cash a liaison with appropriate law and disseminating timely security for fl ights or probing or inappropriate enforcement agencies at the local, information. questions, are more likely to be quickly state, and federal levels. These noted and authorities could be alerted. organizations can better serve the Transient Pilot Sign-in/Sign-Out For corporate operations, typically all airport when they are familiar with Procedures: This involves establishing parties onboard the aircraft are known airport operating procedures, facilities, procedures to identify non-based to the pilots. Airport operators should and normal activities. Procedures pilots and aircraft using their facilities, develop methods by which individuals may be developed to have local law and implementing sign-in/sign-out visiting the airport can be escorted enforcement personnel regularly or procedures for all transient operators into and out of aircraft movement and randomly patrol ramps and aircraft and associating them with their parked parking areas.

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Aircraft Security: The main goal of this • Develop and circulate reporting emergency procedure. The list should security enhancement is to prevent procedures to all who have a regular be distributed to all appropriate the intentional misuse of general presence on the airport. individuals. Additionally, in the event aviation aircraft for terrorist purposes. of a security incident, it is essential Proper securing of aircraft is the most • Encourage proactive participation that fi rst responders and airport basic method of enhancing general in aircraft and facility security and management have the capability aviation airport security. Pilots should heightened awareness measures. to communicate. Where possible, employ multiple methods of securing This should include encouraging coordinate radio communication their aircraft to make it as diffi cult as airport and line staff to “query” and establish common frequencies possible for an unauthorized person unknowns on ramps, near aircraft, and procedures to establish a radio to gain access to it. Some basic etc. communications network with local methods of securing a general aviation law enforcement. aircraft include: ensuring that door • Post signs promoting the program, locks are consistently used to prevent warning that the airport is watched. unauthorized access or tampering Include appropriate emergency SUMMARY with the aircraft; using keyed ignitions phone numbers on the signs. where appropriate; storing the aircraft The intent of this chapter has been to in a hangar, if available; locking hangar • Install a bulletin board for posting outline the facilities required to meet doors, using an auxiliary lock to further security information and meeting potential aviation demands projected protect aircraft from unauthorized use notices. at Dallas Executive Airport through the (i.e., propeller, throttle, and/or tiedown 20-year planning horizon. Following locks); and ensuring that aircraft • Provide training to all involved for the facility requirements determination, ignition keys are not stored inside the recognizing suspicious activity and the next step is to determine a direction aircraft. appropriate response tactics. of development which best meets these projected needs through a series Community Watch Program: The Contact List: This involves the of airport development alternatives. vigilance of airport users is one of the development of a comprehensive list The remainder of the Master Plan will most prevalent methods of enhancing of responsible personnel/agencies be devoted to outlining this direction, security at general aviation airports. to be contacted in the event of an its schedule, and its costs. Typically, the user population is familiar with those individuals who have a valid purpose for being on airport property. Consequently, new faces are quickly noticed. A watch program should include elements similar to those listed below. These recommendations are not all-inclusive. Additional measures that are specifi c to each airport should be added as appropriate, including:

• Coordinate the program with all appropriate stakeholders including airport offi cials, pilots, businesses and/or other airport users.

• Hold periodic meetings with the airport community.

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