airport/documents/Mesquite Master Plan Final.pdf - The City of ...

Since the completion of the previous
master plan in 1998, the terminal
building and the primary transient
apron have shifted to the south. There
have been three new large hangars
constructed as well, each of which has
access to the apron area. This
development of the south apron
provides greater separation of activity
levels and lends to greater efficiency of
aircraft movement.
Ideally, terminal area facilities at
general aviation airports should follow
a linear configuration parallel to the
primary runway. The linear
configuration allows for maximizing
available space, while providing ease of
access to terminal facilities from the
airfield. Each landside alternative will
address development issues.
Separation of activity levels and
efficiency of layout will be provided as
well.
Mesquite Metro Airport is located on
approximately 350 acres. Typically,
general aviation airports will reserve
the first 1,000 feet parallel to the
runway for aviation-related activity
exclusively. This distance would allow
for the location of taxiways, apron, and
hangars. The eastside property line is
approximately 520 feet from the runway
centerline and the west side provides
approximately 1,000 feet of separation.
In those circumstances where ultimate
demand levels fall short of the ultimate
build-out need, some airports will
encourage non-aviation commercial or
industrial development. Encouragement
of non-aviation development on
airport property can provide an
4-20
additional revenue source in the form of
long-term land leases for the airport.
Consideration will be given to this
possibility in the landside development
alternatives to follow.
LANDSIDE ALTERNATIVES
The following section describes three
landside development alternatives.
These alternatives consider general
aviation facility development providing
for separation of activity levels. The
goal of this analysis is to indicate
development potentials which would
provide the City with a specific goal for
future development. The resultant plan
will aid the City in strategic marketing
of available properties. The following
development alternatives analysis
utilizes accepted airport planning
methodologies in conjunction with FAA
AC 5300/13, Change 8, Airport Design.
The three alternatives described below
are not the only options for
development. In some cases, a portion
of one alternative could be intermixed
with another. Also, some development
concepts could be replaced with others.
The final recommended plan only serves
as a guide for the City. Many times,
airport operators change their plan to
meet the needs of specific users. The
goal in analyzing landside development
alternatives is to focus future
development so that airport property
can be maximized.
Each of the landside alternatives
presented reflects the ultimate buildout
potential for the airport. What is
presented exceeds the aviation needs