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

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Dallas/Fort Worth International Airport). • Class C airspace is controlled airspace surrounding loweractivity commercial service (i.e., Tucson International Airport) and some military airports. • Class D airspace is controlled airspace surrounding low-activity commercial service and general aviation airports with an airport traffic control tower (ATCT). All aircraft operating within Class A, B, C, and D airspace must be in constant contact with the air traffic control facility responsible for that particular airspace sector. • Class E airspace is controlled airspace surrounding an airport that encompasses all instrument approach procedures and lowaltitude federal airways. Only aircraft conducting instrument flights are required to be in contact with air traffic control when operating in Class E airspace. While aircraft conducting visual flights in Class E airspace are not required to be in radio contact with air traffic control facilities, visual flight can only be conducted if minimum visibility and cloud ceilings exist. • Class G airspace is uncontrolled airspace that does not require communication with an air traffic control facility. Airspace within the vicinity of Mesquite Metro Airport is depicted on Exhibit 1-15 1D. Mesquite Metro Airport is located within transitional Class E airspace and lies inside the outer ring of Dallas/Fort Worth International Airport’s (DFW) Class B airspace. The outer ring of DFW Class B airspace immediately above Mesquite Metro Airport extends from 4,000 feet MSL to 11,000 MSL. To the northwest, closer to Dallas Love Field and DFW, the floor of DFW’s Class B airspace staggers downward, similar to an upside-down wedding cake. Approximately six miles further west of this point, the DFW Class B airspace has a floor at ground level. The airspace for a seven nm radius around Mesquite Metro Airport is transitional Class E airspace with a floor 700 feet above ground level (AGL), extending to 1,200 feet MSL. The Class E airspace surrounding the airport has been established to protect the instrument approaches to the airport. Mesquite Metro Airport is also located approximately 13 nm west of the Class E airspace surrounding the Terrell Municipal Airport. For aircraft enroute or departing to the south of the Dallas/Fort Worth Metroplex using VOR navigational facilities, a system of federal airways, referred to as Victor Airways, has been established. Victor Airways are the “highways of the sky” and they extend between VOR facilities. They are eight miles wide and extend from 1,200 feet AGL to 18,000 feet AGL. Victor Airways serve primarily smaller pistonengine, propeller-driven airplanes on shorter routes. There are two Victor Airways within a short distance on Mesquite Metro Airport; approximately
eight miles to the east is V15 and 11 miles to the west is V369. Instrument Approach Procedures When the visibility and cloud ceilings deteriorate to a point where visual flight can no longer be conducted safely, aircraft must follow published instrument approach procedures to locate and land at the airport. There are currently three published instrument approach procedures to the Mesquite Metro Airport: ILS Runway 17, NDB or GPS Runway 17, and Localizer Back Course Runway 35. The Runway 17 ILS approach provides the airport with the lowest approach visibility minimums. Utilizing this approach, a properly equipped aircraft and pilot can land at the airport with 250-foot cloud ceilings and threequarters of a mile visibility. The ILS Runway 17 approach can also be utilized as a localizer only, or circling approach. A circling approach allows the approach to be flown to the opposite runway end (i.e., the ILS Runway 17 circling approach would be utilized to land on Runway 35). Runway 17 is also served by a NDB or GPS approach. Using the previously mentioned Mesquite NDB or GPS navigational aids, instrument approaches for aircraft with approach speeds less than 121 knots landing on Runway 17 can be made when the visibility is at least one mile and the cloud ceilings are greater than 473 feet AGL. For aircraft with approach speeds of 121 knots but less than 141 knots, approaches to Runway 17 can be made 1-16 with 473 foot cloud ceilings and one and one-quarter mile visibility. This approach procedure also provides for circling approaches to Runway 35. Runway 35 is served by one published instrument approach. The Localizer Back Course Runway 35 approach utilizes the airport’s localizer for straight-in approaches from the south and circling approaches to Runway 17. The localizer emits signals in both directions. In conducting a back-course approach, the pilot must adjust to the opposite signals provided by the localizer. Details of the published instrument approaches are provided in Table 1E. Arrival and Departure Procedures Due to the congested airspace over the Dallas/Fort Worth Metroplex, the FAA has established a series of Standard Terminal Arrival (STAR) and Departure Procedures (DP). The STAR is a preplanned air traffic control arrival procedure designed to provide for the transition from the enroute phase of the flight to an outer fix or an instrument approach fix in the terminal area. The four published STARs are: Dumpy Two, Fingr Three, Gregs Five, and Knead Five. The DP is a preplanned air traffic control departure procedure that provides for the transition from the terminal area to the enroute phase of the flight. The seven published DPs are: Dallas Seven, Garland One, Hubbard Five, Joe Pool Nine, Kingdom Five, Texoma Seven, and Worth Three.
Page 1 and 2: AIRPORT MASTER PLAN METRO AIRPORT
Page 3 and 4: TABLE OF CONTENTS
Page 5 and 6: Chapter Two AVIATION DEMAND FORECAS
Page 7 and 8: Chapter Five AIRPORT PLANS RECOMMEN
Page 9 and 10: Appendix A GLOSSARY OF TERMS Append
Page 11 and 12: CHAPTER ONE INVENTORY The City of M
Page 13 and 14: 04MP22-1A-2/14/05 Bowie Granbury y
Page 15 and 16: TABLE 1B Climate Summary Mesquite,
Page 17 and 18: 04MP22-1B-2/8/06 Lead-In-Lights (LD
Page 19 and 20: windcone. The segmented circle is l
Page 21 and 22: A GCO is typically a necessity at a
Page 23 and 24: 04MP22-1C-2/8/06 Texas Department o
Page 25 and 26: Fuel Facilities As the only fuel pr
Page 27 and 28: periods of poor visibility. Mesquit
Page 29: 04MP22-1E-3/17/05 AGL FL MSL LEGEND
Page 33 and 34: channel 123.05 Mhz. Aircraft operat
Page 35 and 36: Dallas Executive Airport, formerly
Page 37 and 38: depicts the existing land uses in t
Page 39 and 40: 04MP22-1G-2/14/05 LEGEND Agricultur
Page 41 and 42: EMPLOYMENT Analysis of a community
Page 43 and 44: TABLE 1L Major Employers City of Me
Page 45 and 46: A number of internet Web sites were
Page 47 and 48: CHAPTER TWO Aviation demand forecas
Page 49 and 50: population for Dallas County is for
Page 51 and 52: to produce a market share projectio
Page 53 and 54: In determining the aviation demand
Page 55 and 56: 04MP22-2A-2/22/05 Johnson Legend Wa
Page 57 and 58: influence the aviation industry, le
Page 59 and 60: The General Aviation Manufacturers
Page 61 and 62: Registered Aircraft Forecasts One m
Page 63 and 64: TABLE 2E County Aircraft Per 1,000
Page 65 and 66: 04MP22-2C-4/5/05 REGISTERED AIRCRAF
Page 67 and 68: 231, 243 and 258 based aircraft, wh
Page 69 and 70: are additionally constrained from a
Page 71 and 72: changes in a timely fashion. These
Page 73 and 74: GENERAL AVIATION ANNUAL OPERATIONS
Page 75 and 76: the larger business jets. As more o
Page 77 and 78: standard of 17.5 percent of the des
Page 79 and 80: 04MP22-2E-2/8/06 BASED AIRCRAFT AIR
Page 81 and 82:
CHAPTER THREE airport FACILITY REQU
Page 83 and 84:
04MP22-3A-2/8/06 A-I B-I B-II B-I,
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the air after departure, or close t
Page 87 and 88:
TABLE 3B Representative Private Jet
Page 89 and 90:
TABLE 3D Minimum Itinerant Jet Oper
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Design, as a “surface surrounding
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Upgrading to ARC C/D-II presents de
Page 95 and 96:
easonable capacity should start at
Page 98 and 99:
aircraft-specific, such as haul len
Page 100 and 101:
Haul Length The FAA Computer Progra
Page 102 and 103:
ased on the criteria for runway len
Page 104 and 105:
The existing critical aircraft, how
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information to allow category II an
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Airport has shown that when the ini
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Markings for a parallel runway shou
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a total of approximately 40,300 squ
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terminal building area, currently o
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TABLE 3Q Vehicle Parking Requiremen
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potential aviation demands projecte
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04MP22-3E-4/7/05 AIRCRAFT STORAGE H
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CHAPTER FOUR ALTERNATIVES In the pr
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many corporate officials will have
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estrict northerly expansion capabil
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04MP22-4A-7/8/05 AIRFIELD CONSIDERA
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Order states, “The goal of the Ru
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Runway Protection Zone The RPZ is a
Page 134 and 135:
AIRFIELD ALTERNATIVE 1 Alternative
Page 136 and 137:
04MP22-4C-6/17/05 MALSR DECLARED DI
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Disadvantages: The runway would not
Page 140 and 141:
04MP22-4E-2/8/06 1 Mile Visibility
Page 142 and 143:
ing to meet FAA and TxDOT airport d
Page 144:
the TSS for Runway 17, except the o
Page 148 and 149:
Since the completion of the previou
Page 150 and 151:
Boulevard, Alternative 1A shows a s
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04MP22-4J-2/8/06 1/2 Mile Visibilit
Page 154 and 155:
industrial parcels become available
Page 156 and 157:
• The proposed site must be large
Page 158 and 159:
program was recently increased to o
Page 160 and 161:
Cab Eye Elevation The minimum cab e
Page 162 and 163:
Chapter Five AIRPORT PLANS
Page 164 and 165:
growth over the last several years
Page 166 and 167:
conducting business in the Mesquite
Page 168 and 169:
The runway safety area (RSA) for AR
Page 170 and 171:
at least 35 feet wide for aircraft
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04MP22-5B-12/7/05 xxxxxxxxxxxxxxxxx
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is used by the FAA and TxDOT to det
Page 182 and 183:
Chapter Six FINANCIAL PLAN
Page 184 and 185:
AIRPORT DEVELOPMENT SCHEDULES AND C
Page 186 and 187:
fueling. The fuel containment syste
Page 188 and 189:
04MP22-5A-3/21/06 2 1/2 Mile Visibi
Page 190 and 191:
INTERMEDIATE TERM IMPROVEMENTS The
Page 192 and 193:
IMPROVEMENTS SUMMARY The CIP covers
Page 194 and 195:
million earmarked for Non-Primary E
Page 196 and 197:
elated grants and interest, are irr
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development by the City. New hangar
Page 200 and 201:
hangars may be needed at the airpor
Page 202 and 203:
A Appendix GLOSSARY OF TERMS Airpor
Page 204 and 205:
a predetermined circling instrument
Page 206 and 207:
distance of an aircraft from the DM
Page 208 and 209:
2. When directed by air traffic con
Page 210 and 211:
RUNWAY BLAST PAD: a surface adjacen
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TOUCH-AND-GO: an operation by an ai
Page 214 and 215:
ABBREVIATIONS AC: advisory circular
Page 216 and 217:
NPRM: notice of proposed rulemaking
Page 218 and 219:
Appendix B ENVIRONMENTAL EVALUATION
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projected to account for the critic
Page 222 and 223:
TABLE A (Continued) Environmental E
Page 224 and 225:
Page 226 and 227:
Page 228 and 229:
04MP22-5A-2/8/06 65 LEGEND Airport
Page 230:
KANSAS CITY (816) 524-3500 237 N.W.
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