HomeMy WebLinkAbout1973_DENTON MUNICIPAL AIRPORT MASTER PLAN STUDY
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' SHIMEK • ROMING • JACOBS & FINKLEA
C0 NSUtTINC, FNf;INFFRS
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100 Adrldphu, NmCr Valli;. Texas 75202 Telephone (214) 742
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k "A P, L.u.I I4t.4101.1% August 17, i971
Mr. James W. White. City Manager
City of Denton
Denton, Texas
Dear Mr. Whi.e:
' Submitted herein is a Master Plan for the long-term development
of the Municipal Airport which has been reviewed in detail and
approved by the Airport Board.
Essentially, the plan provides for strerethening and increasing tho
length of the existing runway to 6000 feet, in stages, from its
present length of 4t50 feet, and the eventual addition of a shorter
parallel runway. Provisions are made in the plan for the addition
of a crosswind runway which will accommodate jet aircraft at such
time as it is justified by traffic operations <nd other conditions.
' The proposed first stage of development has a present estimated
construction cost of $311, 000. 00. The estimated iota. constructim.-
cost of the completed plan is $1, 533, 000. 00, and an additional 52
acres of land and 143 acres of clear zone will be required for its
development.
' Respectfully submitted,
1. C. Finklea, P. E.
C. L. Shimek, P. E. fry ».s
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' CITY COUNCIL MUNICIPAL AIRPORT BOARD
JOHN MOELLINGER, Chairman
' TOM JESTER RICHARD STEWART, Vice Chairman
MORRIS KIBLER
LILLIAN MILLER DAVID NICHOLS
' GEORGE SCHNEIDER ORAN CROUCH
BYRON SMITH
AL CRAWFORD
' r-ILL N. NEU, MAYOR
TERRY GARLAND
' HAROLD PIERCE
JAMES W. WHITE, City Manager
r JACK OWEN, Assistant City Manager 1. W. JANSSEN
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TABLE OF CONTENTS TABLES
No. Pa`Qe N<'_
Page No.
I Summary of Soil Classification 5
'-1:(;TION I - INTRODUCTION
Hickory Creek Flood Discharges 7
Objective of Study 1
' Scope of Study 1 3 Forecasts of Aviation Demand 10
History of the Airport I
4 Forecasts of Jet Operations I I
' ';VCTION 11 AIRPORT REQUIREMENTS 5 Summary of Forecasts 14
' Inventory of Existing Facilities 3 6 Present Aircraft Population Mix 15
Forecast of Aviation Demand 8
' Demand Capacity Analysis 15 7 Present Runway Capacities 15
Facility Requirements Determination 17
Environmental Study 23 8 Future Aircraft Population Mix 16
' 9 Future Runway Capa.ities for Ultimate Plan 16
SECTION III - AIRPORT PLANS
' 10 Airport Capacity and Demand 16
Airport Layout Plan 26
Land Use Plan 26 I I Summary of Recommended Development 18
Terminal Area Plan 26
Airport Access Plan 27 12 Runway Study Plans 18
' 13 Preliminary Pavement Design 22
SECTION IV FINANCIAL PLAN
14 Aircraft Groups Related to Noise 23
General 30
Landing Area Improvements 30 15 Forecast of Based Aircraft 27
Terminal Area Improvements 30
industrial Area Improvements 31 16 Terminal Area Facilities 28
17 Schedule of Landing Area Development
SECTION V - COORDINATION OF PLANNING 37 Coate and Land Acquisition 32
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PLATES
' No.
1 Existing Airport Layout
t Area Airports "Larger than General Utility"
1 3 Aircraft Population
4 Aircraft Population
ro Study Plan A - North-South Runway
' 6 Study Plan B - North-South Runway
7 Study Plan C - Parallel !North-South Basic Utility Runway
' B Study Plan D - Northwest-Souteast Runway
' 9 Ultimate Plan of Improvement
10 North-South Runway and Northwest-Southeast Runway Profiles
' 11 Parallel North-South Runway Profile
l2 Term-nal Area Plan
13 Lan,. lase Plan and Airport Access Plan
14 Airport Layout Plan
15 Noise Map
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SF:C'f!OrJ I - INTRODUCTION the Civil Aeronautics Administration. In August 1941 yr election wzs
' held authorizing the issuance of $65,000 in bonds for purchase of an
1.01 Objective of Study
airport site, and for construction of a municipal airl,"rt. In January
objective of this study has been to identify the role of the
1942 the bonds were sold and during the :Alawing year 550 acres of
airport in the community and establish a plan for the orderly development
land was purchased by the City for the airport site.
of the airport to serve the demands for aviation services. Further develop-
In January 1944 the City of Denton entered iron an agreement with h
ment of the airport involves anticipated land uses, priorities for the construc- the Civil Aeronautics Administration to participate in constructing
the
tion of improvements, and other recommendations for maintaining a modern
airport. In 1946 an Airport Board was created to supervise the manage-
airport facility which will continue to serve the community's needs in the
ment and operation of the airport. In 1950 the responsibility for operatior. r.
' future.
was returned to the City Council.
1.02 Scope of Study
' In 1948 an airport lighting system and certain buildings were
This study includes an inventory of the existing airport facilities,
constructed on the airport property. from 1948 through 1954 the City
' identification of the approximate limits of its service area and a forecast of
entered into various agreements for (arming of the surpltrs land at the
the community demand for aviation services. Also included in the scope of
Denton airport.
all the study is a determination of the present and future capacity of the airport
In 1971 the City of Denton held an election to authorize the issuance r8
' with respect to its aircraft operations. Presented in this report is a plan
of bonds for extending the existing north-sout}, runway to 6, 000 Pert. The
for the ultimate Development o; the airpc,rt, including the use of airport land,
' expenditure was not approved by the citizens. During this same period,
estimates of development costs and recommenrialions for ccn..tructing the
airspace studies were made by the Fedora! Aviation Administration to
' improvements in stages in kcepirrg with the financial ability of the City. In
deter,nire if the airspace allocated to thu Denton Airport was in conflict
establishing guidelines for the future development of the airport the impact
' with the construction of the new Dallas-Fort Worth Regional Airport.
of the airport on the environment i considered.
' As a result of the Airspace Utilization Study by the FAA it wat
1.03 History of the Airport
determined that there are no objections to the extension of the north-
The Denton Municipal Airpr,rt was constructed in 1944 with funds
' south runway to 6,000 feet provided certain conditions regarding opera-
from the sale of General Obligation Bonds along with financial assistance from
' tions at the airport are met or satisfactorily resolved. These conditions
' I t
' are outlined as follows: being used for arrivals and departures at the reymnal airport.
' a. Any operational restrictions or conditions which are a Depending on the type of aircraft and navigational and communi-
part of the airspace use determination of the Denton Air- cations equipment on board, flights enroute to deooinations
' port are subject io review and possible change in the future which would require their traversing the areas in use by the
' when the new Dallas-Fort Worth Regional Airport begins Dallas-Fort Worth Regional Airport if allowed U, proceed directly
flight operations. This may require imposing additional to their point of landing may require extensive re: routing around
' or more restrictive flight restrictions on aircraft using the these areas.
' Denton Municipal Airport. d. When flight operations begin at the new Dallas-Vc,rt Worth Regional
b. Should the volume of traffic at the Denton Municipal 1 rport Airport, in order to expeditiously handle jet aircraft and other
I increase to the extent that a condition exists which results similar high performance aircraft in IFR conditions at Denton
' in an interruption to the orderly flow of IFR traffic into both Airport it will be necessary for the City of Denton to install
airports and creates an adverse operational problem in the con- a remote communications outlet (RCO) with sufficient arrival and
' trol of air traffic, the installation of more precise naviga- departure frequencies which will provide ground-to-ground communi-
' tional aide for the Denton Airport may be required. The pur- cations remoted to the air traffic control facility at the Dallas-
pose of this requirement is to avoid the imposition of additional Fort Worth Regional Airport.
operational restrictions on aircraft using the airport. e. There is a possibility the Denton Airport will lie within a
' c. Based on present operational concepts, when IFR operations are designated terminal control area (TCA) associated with the Dallas-
in a northerly flow, restrictions on arrivals and departures Fort Worth Regional Airport if and when it is established. Air-
at Denton will not be substantial and may consist primarily craft operating within the TCA using the Denton Airport will
' of altitude restrictions or circling approaches. During a probably be required to be equipped with transponders. If the
southerly flow of IFR operations, departures from Denton will TCA includes Denton this requirement would he necessary for
he restricted to maintaining altitudes, possibly as low as for aircraft using the airport if the runway is not extended.
' 2, 000 feet, until the aircraft has departed the critical area
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i The Terminal Control Area discussed under (e), above, has since been SECTION It - AIRPORT REQUIREMENTS
I established and does not directly include the Denton Airport. In ianuary 2.0; Inventory of Existing Facilities
i 1972 the city council authorized the filing of an application for assistance a. Runways, Taxiways and i run
in preparing an airport waster plan study under the Department of (1) Geometries
i Transportation, Federal Aviation :administration, Airport and Airway The runway, taxiway and apron facilities at the Denton
Development Act of 1970. 'this report is supported by a grant of funds Municip:.. Airport consist of a 4 150' x 150' north-south runway,
provided by the Federal Aviation Administration/Department of Trans- a 50' wide north-south taxiway, which runs approximately parallel
i portation. to the runway, and an irregularly shaped apron area. Connecting
' taxiways at each end of the runway and at the center provide access
to the terminal apron which contains approximately 7 acres. The
i configuration of the runway, taxiway and apron are shown on
Plate No. 1.
(2) Description of Pavement
i The existing runway, taxiway and apron are constructed
of Portland cement concrete and asp')altic concrete pavement.
The runway and taxiway are constructed of Portland cement concrete
and are placed in 25' widihs with a longitudinal contraction joint at
the center of the 25' slab, and transverse contraction joints con-
structed at 15' intervals. With the exception of the 5f' %vide taxiway
located at its west edge, the apron area is constructed of asphaltic
I concrete pavement.
(3) Strength and Thickness of Pavement
A soils investigation was made of the airport site to the
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lmc.<tiirir:u, rr n;,~~l, ,f 111. spa>Lr:,?, :,,a!!i of lilt' TABLE I
exisling north.s,mth run-,c+jy tilt- 1.).. 'ions .,i „un hn Plate No. SUMMARY OF SOIL CLASSIFICATION'I ES'[S
1. If the exi~tiur. rum:ay anal t,,xivay arc extemh:rl 1., 1114- south, Liquid Moisture Unit Dry
13oring Depth Limit PLsticity Content We-ig;ht FAA Soil
' sulror.u!e material con:•islino-, mainly of days i„a pla,li• ily No. Ft. °iu Index °19 ~cf Classification M
will be encoauttered. The existing; ssilwrade. h„wcver, can he All-1 0.0-2.0 45.7 22.7 17.1 E-7
' All-I 3.5_5.0 31.2 13.1 10.0 E-7
irt~pru~•ed by the :uldilion ~,f appr~•xn,;:,teiy a t.. I,ercent hydr~led
A11-2 1.5-3.0 54.8 32.6 16.0 - E-8
' lime to the existing; soil. A '.yell wised, vow.picled and cured -
AB-3 2.0-4.0 55.7 29.1 27.6 E-8
' lime treated subgrade will produce a rnaicrial having a California
AB-4 0.0-1.5 40.2 19,1 12.6 E-7
Bearing Ratio (CBR) of approximately 11 and a modulus of subgrade AB-4 5.0-6.5 44.3 25.0 12.9 E-7
' reaction (K value) in the range of 140 to 182 pounds per cubic inch. CB-1 2.5-4.0 44.2 28.5 32.7 89.2 E-7
CB-1 4.0-5.5 21.5 109.0 E-7
Table No. 1 summarizes pertinent information obtained from the CB-1 5.5-7.0 56.9 36.8 20.0 109.3 E-8
' C4-1 7.0-8.5 - 24.9 102.5 E-8
soil borings. The predominate classification of the soil subgrade
CB.2 2.0-3.5 66.3 91.7 19.8 106.8 E-10
is E-8 and (or the purposes of this study the FAA suhgrade Class
CB-3 3.5-5.0 47.6 28.6 22.1 101.7 E-7
' adopted for pavement design is FAA Class F5 or Rc. CB-3 6.5-8.0 42.4 22.9 17.7 109.3 E-7
(5) Pavement Condition and Grade CB-4 0.7-2.5 33.0 16.8 1 i.' 105.3 E-7
CB-4 9.5-6.0 43.9 2b.8 22.4 103. u F.-7
Thr ovcrali condition of lilt' runway, taxiway and apron
CB-5 2.0-5.0 48.6 29.1 23.8 101.1 E-7
' pavement can be described as fair]; good, but spalling of the CB-5 6.0-8.0 47.4 27.9 20.6 - F.-7
concrete surface on the north-south runway continues to be a
' problem, An area of pavement near the south end of the runway
' has subsided ,nd the grade of the runway in this area is undesirable.
Some random cracks appear in existing; concrete pavement and the
' existing joints on the runways and taxiways need resealing.
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' b. Storm Drainage System the airport.
The airport site is located between the main branch of In order to evaluate the probable difficulty in extending the
Hickory Creek which flows approximately 1,500 feet south of runway in a southerly direction toward the creek, flood d?scharges
' the runway and the dry fork of hickory Creek which flows north in Hickory Creek have been calculated using the Unit Ilydrograph
of the runway. As shown on Plate No. 1, existing pipe storm Method. Snyder'-• synthetic relationships were used as set forth
sewer lines receive runoff from the air field area by means of in the U. S. Corp- of Engineers Engineering Manual (EM 1110-2.
' catch basins located at isolated pickup points. Open drainage 1405), entitled "Flood-Hydrograph Analysis and Computations,"
channels carry the runoff to Ilickory Creek on the south and to dated August 31, 1959.
the dry fork of Hickory Creek on the north. The storm drain The estimated ;storm flow in Hickory Creek south of the
inlets are well located with respect to the airport grading plan airport for various storm frequencies are shown in Table 2.
and the storm sewer capacities appear to be sufficient to provide In accordance with Federal Aviation Agency criteria and
' an adequate storm drainage system for the landing areas of accepted engineering drainage practices, a 25 year storm was
' the airport. used for calculating the runoff in Hickory Greek. It is considered - ~tc,.cyc►a~rsw.._.:..`ir~v~i 'emu
As the terminal area and undeveloped areas of the airport impractical to construct a conduit having a carrying capacity of 25, 000
are developed in the future, additional storm drainage lines will cubic feet per second (CFS) undar the runway. Surveys and studies
' be required. Protection from storm water in these areas may of the creek have indicated that it would be more economica' to
be accomplished by the extension of existing storm sewer lines. relocate Hickory Creek around the end of the extended runway than to
The location of Hickory Creek approximately 1, 500 feet south construct a conduit that can be expected to carry storm flows.
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I of the existing runway is significant in the future development of The dry fork of Hickory Creek north of the runway has a drainage
the airport. This creek has a large drainage basin containing area of approximately 11.7 square miles. Existing and future improve-
I approximately 84 square miles and the basin extends beyond the menns to the airport should not be affected by the location of this creek.
Denton County line into Wise County, approximately 22 miles from
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TABLE: 2 c. Airport Lighting;
HICKORY cm-'.E;K FLOOD DISCHARGES The airport lighting system consists of medium intensity
AT DENTON AIRPOrT
ISY UNIT IIYDROGRAPII METIi0D runway lights on the north-south runway. The lit hts are located
at a standard 200' spacing and 10' from the edge of the runway
Design Storm Flow pavement. Six threshold lights are located at each end of the
Frequency (Years) ICES)
• north-south runway. Underground ducts three inches in diameter
I are provided under the runway and taxiway pavement at selected
5 14,600
I 10 19,800 locations. A beacon and lighted windcone are located in the
25 25,000
100 35,174 vicinity of the terminal building.
d. Terminal Area
(1) Existing Buildings
As shown on Plate 12, Terminal Area Plan, the existing
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buildings consist of a 125' x 150' hangar and a 50' x 240' T-hangar
on the south side of the apron, a 90' x 100' hangar and a 30' x 160'
T-hangar on the north side of the apron and a 30' x 35' terminal
building located between the north and south building areas.
(2) Terminal Apron Capacity
The existing terminal apron has limited capacity for aircraft
tic-downs and additional T-hangars. With respect to aircraft tie-downs
the Federal Aviation Agency has established criteria which reel ricte
the distance between a taxiway centerline and an aircraft park-sng
area. For a non-precision general transport runway, the required
distance b•.tween the taxi-way centerline and the airplane parking
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' area is 175'. For a precision runway for basic or general transport Aviation Administration. This type airport accommodates sub-
operations, the required distance is 250'. Al Denton, the shape of stantially all propeller aircraft having a gross weight less than
' the apron required a special determination of this distance, and it 12, 500 pounds including turboprop aircraft, but excluding jet
has been established by the Federal Aviation Ad-ninistration as 1051. aircraft.
Approximately 40 to 50 aircraft tie-down locations are available on Included in this report is a listing of the aircraft population
' the existing apron using conservative aircraft dimensions and clear- which shows the various types of aircraft using the: airport. This
' ances. listing substantiates the utility airport classification. At the normal
' (3) Auto Parking Facilities maximum temperature and elevation at Denton, a runway having a
Space is available for approximately 20 automobiles for length of 4006 ieet or greater is considered a general utility runway.
' auto parking adjacent to the metal hangar at the south end of the The existing north-south runway is 4,150 feet in length.
apron and adjacent to the terminal building as shown on Plate 12, Determining the desirable future role of the airport is one
Terminal Area Plan. An automobile parking area which is properly of the objectives of this study since it can have a substantial impact
' marked should be planned in the vicinity of the terminal building. on the growth and economic well being of the community. The
' 2.02 Forecast of Aviation Demand Basic Transport (LG) Airport can accommodate turbojet-powered
a. Airport Service Area airplanes up to 60,000 pounds gross weight. Included in this report
' In defining the service area for the Denton Municipal Airport, as Plate 2 is a map of Denton County, Tarrant County and Dallas
' the role, or the function it is to serve, is an important factor. County. Within this area there are three airports which are considered
red
Consideration must also be given to the location of other airports Transport Type Airports. These include Meacham Fee1d in Tarrant
' in the area which are expected to have a similar role in the airport County, Red Bird Airport in South Dallas County and Addison Airport
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' system plan. The Denton Municipal Airport is presently classified in Northwest Dallas County. The location of a transport type airport
as a general utility airport in the latest National Airport Plan dated in the Richardson-Garland-Mesquite area in Eastern Dallas County
' 1969-1973, published by the Department of Transportation, Federal is a probability in future years. Dallas Love Field is also expected
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r: i;r~ 1 !r'' 7.J If Y 1f~9~ h'1-I \°7 I II'I I yy 1 T 1 I 1 I DENTON MIMCIfi: I:RPGRT
•1k 1I , 1 : } 1 L ~i J Y~3 Ir... I ~1. J CITY Of OENTCSj(rAS
F ; r \,t AREA AIRPORTS
LARGER THAN GENERAL UTILRY f
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to serve general aviation aircraft to a greater extent after All other operations at the airport are considered as
' operations begin at the Dallas-Fort Worth Regional Airport. itinerant operations.
' The area map indicates that the Denton Airport is well located b. Demand for Services
with respect to other area transport type airports and could be The airport serves the community, principally within Denton
expected to serve all of Denton County and some portions of the County, as a general utility airport including general aviation
' northern part of Tarrant County and Dallas County as such a facility. activities such as executive, instructional, personal and commtrcial
A survey has been male of the residence location of owners having flying as well as air taxi service. Plates 3 and 4, Aircraft Popula-
1 aircratt based at the airport. The results of this survey are shown tion, illustrate that the airport is used by many segments of the
' on Plate 2. The majority of the owners are located in the City of community.
Denton: five are located in the southern part of Denton County; two (1) Survey of Airport Use
' are located in Tarrant County and four are located in Dallas County. To assist in determining to what extent the business community r
' Table 3 shows the forecasts of Aviation Demand for the airport within the service area has a demand for aviation services, a survey
projected for five, ten and twenty years. In making these forecasts, on airport usage was made by the City. A survey form titled "Request
consideration was given to socio-economic data, forecasts by the for Aeronautical Information for Denton Airport Master Plan Study"
' Federal Aviation Administration, surveys of aviation needs in the was sent to 32 companies selected for the project and 25 forms were
community and other data. The demand is shown for the various completed and returned.
aviation activities which create operations, and these operations may Results of the survey indicate definite interest by area industries
' be either local or itinerant. Local operations are defined as follows: in use of the airport by business jet aircraft. The data shown
in
' (1) Operations that take place within local traffic patterns or Table 4, Forecast of Jet Operations, represents owners of jet
within sight of tower. aircraft who have indicated that they would operate their aircraft
' (2) Planes that depart to or arrive from practice areas within at Denton if the runway was of sufficient length and strength.
' a 20 mile radius of control tower.
(3) Simulated Instrument landings or low passes (touch & go)
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AIRCRAFT POPULATION-DENTON MUNICIPAL AIRPORT
CARRR'.R AND AIR TAXI SENERAL AVIATION----__ _ - MILITARY TOTAL ANNUAL
AIRCRAFT PERSONAL OR WERATIOPS 90EOILED AN CAARERAND AM TAXI CORPORATE / EXECUTNE FLYING Not SoEDEEE AIR TAXI INSTRUCTIONAL
FLY#4 p~~~T [ YK, CCO04MAL FLYING 111"ARY FLYING REMARKS -1Y _i I~•urH l•.Ir .rarJl i
AA'AC II q•'1 AMNLL ""U'L "ISTANNAL AIA OPK It YrMrININ 64*'4 6wc6. 06111 YSlptt AN1461 ANNLAL PASS A .Al 6NpA1 0 Is ANIMAL
AYWAL 1455 AthP: YIrl4 n11I AYA,AI AvWA• "IS 4n 4r aA.
rArCJAI AFfp•t o1UA/IONS. INILANr4 ,AA40_.loM IANLL OICPN trd11 C4,tAADI.1 E%P%6%10 rOUN•N tNP ANtD-. GM!!1YAS tVU•IC 4HAn6~f [NR6AtO
:;01.6.:+1 HPLA•ti
YAOOIA 514E CNW1[ I NOD LIDS AAICRAFI I - -
YIROIb TON (MRE 6 Sao I
LIWQ AWJWI
I rfC. AKCRMT 44.!01 i _ N- fOYCN 040
Ll[ A.MMMES AOPLAIE SALES $140
CHEINN E NIO IA 46 I - DOVE AOKW a 40 •400 _ - -
IONINL ?0 360 CESSMA lit l0 SO
. APACHE ELECTRONIC SAL[S >t _ Sl. SOO
MONEY WHIMS" J! IS 100
NAVAJO GROC(RY STORES N / 2000 _ - CHEROKEE SIX ACC TAPE SALES N r _ -!W I
W NAVAJO _GR[PIESENIATIVE _ _N ._$000.. AFitt ,aiCRAAT RENTAL l _._6 - 500-2000 NAVAJO I ■OTO OEAIER N N 1000
- 7-~ -
I
ARR00 S M
_ AZT cc SA it Itii.... ._J S .1000 _ I
NOME SALE N N $Soo
CfSSNA in 09SWANCE S N SW _
NAVAJO OIL MOIL ORKLMG 14 2000 _ NAWJO 4RpAESEMAIM H M _2000. _
SENECA AIRCAAFT MFG. J t i000.
2 5 ' C{SSNA Ili
CHEROKEE SIR MOTOR AffemOfAS J S 1000
AEIEC Ol gSTRINORf q 10 JOW I
FOOD CIUN _ at Jl. 2000
NAY $0 OrSCOUNT S10ACS N r 2000 rill o N r I _
COERC t S11 INSIMANCE 29 A SOD
10lICK LIESS t b0
ERIwtE UX MACWNE SHOP as ._Is.... ._rGo
- -COVAANCNE AVIOIKS MTS. N r
_2 r J r I I urtc
NCA 20 _ 72 "0 NAVAJO EVANGELIST
_ OONANXA Efo Cn Me" 1$0 If$ GOO _ 100 F
ANN" FINANCE J9 _ $4
9oNANTA MaoEO PENrpRM[A » » $W
_COIUNCIE ?9 14 f
CESSNA NIJ OANKIM4 S ,J_.._ l00 I tl
' EYIC-c P MARINE.. 10 S Io0 _ l - _ _ NAVAJO 0IS:44WT STORES S 19 IOW H
If
AZTEC ON • 61VESTIENTS 20 Jf 1
CESSNA ISO OIL COMPANY 29 44 600 P .
N N CESSNA 110
GROG SrCRES as 72 2000 COMANCNf 1G11EN SALES S J 1!0 I
NAVAJO 6AEPRfStN1AtIVEr_ N IZ . . 0000 _ WhIiMO ON RUE NO 4
6 MSIO OPERATIONS. ALL OTHER OPERATIONS AMC IIIN[RA91 OKMATIONS. 1
I
AIRPORT MASTE{ PLAN SFU9Y
DENTON MAOCIPAL AMPORT
GTY OF DEJITON.YEXAS
AIRCRAFT POPULATION
SINrtM • RGYINS E JACONS • /INKLfA
1C•Srl1-N/ tN4-WIq 9AlL6S.14AAS
oil
Inn lr ,SP1lC_.. "to _AFA.4y_. pr.r,A•r-
I
AIRCRAFT POPULATION-OENTON MUNCIPAL AIRPORT
' CC^ljwAo Foos PLAIN ! YILIfARr - riPfR ANNUM
fWAL i AN CARRER AND AIR TAXI GENERAL AVIATION T (IONS PERSONAL OR BRAS
- - _AI FkV94r, AIRCRAFT
SGEOUEO Ata(AM[AANOAIR TAXI CORPORATE 7ERECUIRIE FLYING 1gNSCItOULE AIR Tam rvSfPUCTgNALf1rNG I rryy(q(uLFITrIG MILITARY ilk aENARRS F
q • _ N~a I,w.a. roi, nv:i. T rs4 nts ...aM.r. Yw.+L iaif 10.4 ava. .a:' _ avAk awyA, nH aWJ. U . a1 nit Hla.'l auv.4
uv:4 taSf . I • v..t•n
iH J, •vA ~ •3V33 Ul A .~.c•-tia Iv. nr.. . wv.k):~ iryvt ,~S 1.•, wID ••1•aI{K I~sJV: 1I'aVa+4Af lAa:aN. I:rnPlnS fARUTO
•••,Y lar.avl: VA i4 aN.:,•. v.♦ 431' 0rIA6400M3 fvrt aCG 0460-+6+3 i . { 1111 so Soo a~
SALES _ SKYLINE
tHtaOKEE Aq AtUTANUM SALES St 40 Soo
PIAVAJO W000 MFG 14._.__..... 14.._. - G00... ' r _ AE TEC IKG att 2 1 1000 I
Cessna 112 WILL Offtt ! E Soo
_ YANUfACTIIIM >e 29 500 1 I A0111101111
- Cessna 172 SEWKC SfA 2 + 2 7 i I I I}I
C"coamic six
1Aa0N CLOTHING MFG 10 26 1I00 i _S i
CfSSNA 110 SALv►St SAL CS it 16 No
_ NAVAJO piSC01MT SPORTS. 7 t 1000 I 1 I . _ NAVAJO 1001 MFG N 1 5000
Cessna 112 _ cl[o6ut 100 AiWELAY sTaNU +E+ 54 SOO
2
' e Se NAVAJO '
10aANJA S46 115
' S46 173 -
IRApA _ 1520 tlaRORft 110
_ u0 TOGO - CESSNA )10 10AT CO~ its
. SKYMASIEP AUTO OEALLA KS RO 600
' TVM COMAWK
SALES Z! 21 Soo CtSJM 210 - Its 210 _
ICOMAW-M SALES uS 210 Moo
' IH 279. CESSNA 2" 29 26
IJUUATUa so se
STOW" . » l_
NAVAJO IKS 1000 101 I
--C1ta0Kft 11K 56 NS 172
- SKYLANf_ 29 21 , ApONKO p
SHTiFI. _ _ - ISO T70
tlS
240 LVUOIIK
CHARM 1000
M7NAl1U MAa111[ SALES H - r _
•W~~Mt~ , AUTO SALES 10 St 1000 J9 31 _ _ u.YE>t k I I I CESSNA 112
S71 516 ' _ I
![AVER 29 29 I
CfSSNA vAIEN
IMIN Ctn&; a(FN[tRAl10N S1 10 29 2000 I t . I *000 440%)0 1 1
CHERORf( NO 4100 4e00 I ~ I
00 Aew
' CKN[MOAEE _110. N 4900 4100 I
CKAOME1 $49 4" 4w cKromf 00
' TOTALS Ms IT50 HI 5» 100.M »,5r6 SSOr 2395 _ I----_
' A!RPOAT MASTER PLAN STUDY
OENTON w"WAL ANIPORT ' UTT Of 0MON,1EaAS
AIRCRAFT POPULATION
' SH.MIK POMING JAC01S a FINKLEA
LN%xv."s fKINIUL 66LLAS.It IAN
IAS-NOH 1.0141 8`03041 !J-ior Manp Sal {a I U+( _AM,hFI.. MSS ka3f ~1
f
' TABLE 3
FORECASTS OF AVIATION DEMAND
' AVIA'f[ON Ac;'I lvffY _ FORECAST FOR YEAR METHOD OF FORF:CAS'f
I - 1972 1977 1982 1992
Based Aircraft 0 4-rations
Single Engin • less 'than Four Place 1,068 1, 110 1,440 3,240 Projection of historical Data
Single Engine. Your Places & More 39.928 70, 300 80,100 94?, 000 Using Socio-F,conemic Data
' Multi-Engine 1, 370 4,440 12,360 27,600 and Facility Records of Similar
Airports
' Business J4 's 0 811 I, 136 1,786 Figures From Letter of Intent Projected with ;rational P:rcentag<.-s
' General Aviation Operations
Itinerant 46.870 83,105 i23, 505 184s,450 Comparison to Ratios of Itinerant
Operations to Based Aircraft at
Similar Airport
' local f 6, 509 56, 000 549000 63,000 Comparison to Ratios of
Touch & Go Operations at Similar
Airport
' Jet Operations
' Itinerant 0 895 1.495 Z.550 Comparison to Ratio of
Local GA to ltenerant GA
' Local 0 n 0 0 Figures from Letter of Intent Projected
wit' National Percentages
' Total Operations Project,d 113, 379 140, 000 179, 000 250,000 Traffic Count Projected
O
10
t TA f3 1,F; 4 Justification for improving a general utility runway to a
FORECAST OF JFT OPERATIONS basic transport runway accommodating businesn jet aircraft under
' Industry Type Estimate of Annual Aircraft Maximun Gross Airport the FAA ADAP Program depends on estimated annual itinerant opera-
Operations by 1977 Name Takeoff Weight tions during a five-year period. The type aircraft forecast for use
' Ranching Falcon Jet 27,115 lbs
at the airport, the mean sea level elevation and the rormal maximum
Insurance 250 to 500 Falcon Jet 27,115 lbs ' temperature at the airport site are also considerations. A forecasted
i
Manufacturing 3 Lear Jet 13, 000 lbs
total of 500 annual itinerant jet operations by a combination of the
Rubber Co. 8 Jet following jet aircraft having a 60% useful load within alive-year
Aircraft Distributor 300 Piper Jet
' period is required to justify a 5000-foot Basic Transport Runway
at Denton:
1
' Aircraft Landing Maximum Gross Air- i Air-
Model Manufacturer Gear craft Takeoff Weights eights
Pounds
' Lear Jet 23 Lear Jet Corp. Dual 12,500
' Lear Jet 24 Lear Jet Corp. Dual 13,000
Fan Jet Falcon General Aeronautics Dual i7.115
' Sabreliner 40 North American Rockwell Single 18.340
' Sabreliner 60 North American Rockwell Single 20.000
IIS•125 Ilawker-Siddeley Dual 21.700
1
' II I
I
Jet aircraft of the following types require 700 annual itinerant other than those reflected in the survey include other local corporate
operations having a 60% useful load within a 5-year period to justify aircraft activities. These are shown on Plate 3, Aircraft Population,
a 6000-foot runway at Denton. as based corporate aircraft and include 634 annual rperations.
Enplaned passengers average approximately 2.4 per takeoff. An
Aircraft Landing Maximum Gross Aircraft
' Model Manufacturer Gear Takeoff Weight-Pounds additional activity which reflects aeronautical demand at Denton
Gulfstream If Grumman Aircraft Dual 57,500 includes 5740 annual operations related to the sale of aircraft by
' Jet Star Lockheed-Georgia Co. Dual 21,157 the fixed base operator at the airport.
' Lear Jet 25 Lear Jet Corp. Dual 15,000 Nonbased corporate /executive flying at the airport totals
I1FB 1149 operations annually and enplaned passengers are approximately
' Hansa Jet Ham-urger Flugzeugbau Single 12,125
1, $ per landing,
PD-808 Vespa Renalt- j-Piaggio-Douglas Single 10,650
' (3) Personal Flying
The Piper Aircraft Company has indicated that within a 5-year Personal flying at the airport is represented by 5507
' period it expects to generate approximately 300 jet operations annually annual operations. This represents approximately 12% of the annual
' in connection with aircraft sales at Denton. terminal operations. Personal flying at general aviation airports has
Several of the surveyed firms own aircraft based at other airpo -:e increased considerably during the past decade and the demand for
because of lack of facilities at Denton, and it was indicated that some facilities related to personal flying includes additonal aircraft
' aircraft corners would use the airport more if a longer runway was avail- tie-down areas. T-hangars, aviation gasoline sales and other
able. Of those companies indicating use of or an interest in the use of miscellaneous items.
the airport, there are firms included owning aircraft such as the Beech (4) Instructional Flying
' Kingaire, Lear Jet, Aero Commander, Falcon Jet and various single Instructional flying at the airport is a large percentage
and twin engine aircraft. of the aviation activity. This activity includes approximately 33, 700
I (2) Corporate Flying annual operations which represent approximately 72 percent of the
I From data furnished by the City, demand for services estimated annual terminal operations. Also, included in the instructional nal
1
ll l2
1
flying category at Denton is approximately 66, 509 touch-and-go 1. Annual Estimate of Denton Municipal Airport Aircraft Operations consider- cr-
Ist
operations. ing sample obtained August 1, 1972 - August 30, 1')72 and compared against
c. Airport Operations Count the known operations conducted at Redbird Airport, Dallas, Texas; Addison son
In order to study the present and future needs of the airport, Airport, Addison, Texas: and Meacham Airport, Fort Worth, Texas.
data on the present airport activity was required. In addition to Denton Airport
data furnished by the fixed-base operator, the Texas Aeronautics Itinerant Operations 4, 324
' Commission conducted two traffic counts at the airport. In January Estimated Touch-and-Go Operations 6,093
10,417
' and February, 1972 airplane traffic counters were placed across the
Redbird Airport
' taxiways at the airport so that aircraft taxying out to take off or
Gen-Av Operations, September 7l -August 72 155, 869
taxying in to the ramp after landing would activate the mechanical
Gen-Av Operations, August 1972 12.602
' electrical impulse counters. The purpose of the traffic count was
Percentage Annual Gen-Av Operations during
to aid in estimating the number of aircraft operations made at the August 1472 9.05°/0
airport during the year. Each takeoff or landing recorded by the
Addison Airport
' counter is considered one itinerant operation. Gen-Av Operations, September 71 -August 72 210, i83
' During the traffic count, airport personnel recorded the number
Gcn-Av Operations, August 1972 l?, r51 I
n( touch-and-go operations performed during the sample period. ' Percentage Annual Gen-Av operations during
An additional traffic count was made by the Texas Aeronautics Pe
August 197. 6.94";,
' Commission during the month of August, 1972. Following is the
Meacham Airport
computation of the Commission showing how the annual estimate of
' Gen-Av Operations, September 71 - August 1972 285.212
operations was determined:
Gen-Av Operations, August 1972 28, bag
' Percentage Annual Gen-Av Operations during
August 1972 10. 121!A
' Average Percentage of Annual Gen-Av Operations Condiscled
II
' at Redbird, Addison and Meacham during August 1972 04;41,
mmm
I
51 Days = 345 Days
' Assum tion 6, 549 Itinerant Operations Estimated Annual Itinerant Operations ie rations
The percent of Annual Operations conducted at Denton Municipal Airport Estimated Annual Itinerant Operations = 6, 549 x 11,5
'
during August 1972, is equal to the average percentage of General Aviation 51
Estimated Annual Itinerant Operations = 46o870
' Operations conducted at Redbird, Addison and Meacham Airports.
Total Itinerant Operations Plus Touch-and-Go Operations, Both Say. Periods :riods
Therefore
'
Estimated Annual Itinerant Operations: 5, 425 10,417
' 9.05% - :00.00%
4, 324 itinerant Operations Estimated Annual Itinerant Operations Total Operations 15, 842
Sl Days = 365 Days
Estimated Annual Itinerant Operations = 4, 324 x 100.00
9 15, 842 Total perations Estimated Annual Operations .05
' Estimated Annual Operations 113, 379
Estimated Annual Itinerant Operations = 47, 779
Estimated Itinerant Operations plus Touch-and-Go Operations d. Summary of Forecast of Aviation Activity Studies of the Airport
9.05% 100.00% _ and its service area indicate other aviation activities in addition
10,417 Estimated Annual Total Operations to operations. A summary of Forecast of Aviation Activity is
Estimated Annual Total Operations 115,105
shown in Table S.
II. Annual Estimate of Aircraft Operations Considering Two Sample Periods. TABLE 5
Denton Municipal Airport SUMMARY OF FORECASTS
' January 25, 1972 -February 15. 1972 22 data Description Unit Forecast for Year
Z
2,225 1977 1982 1992 ' itinerant Operations
000
Estimated Touch-and-Go Operations 3.206 Total Operations Annually 140,000 179,000 250,000
' 5,425 Based Aircraft Each 122 208 370 Total Opcrati ona
'i'ons 2 5 10
August 1, 1972 -August 30, 1972 29 days Air Cargo
4,324 Busy Hour Oper. Each 80 120 140 ' itinerant Operations
Estimated Touch-and-Go Operations 6,093
r '
Total Operations 10,417
total Itinerant Operations for Both Sample Periods
(22 days + 29 days = 51 days) 6,549
14 14
I
mmm
' Z. 03 Demand Capacity Analysis TABLE 7
a, banding Area PRESENT RU9lWAY CAIIIAC:TIES
' The rapacity of the existing and proposed airport landing area ]Fit hourly FR f]ourly Final it.inway
_Runway Capacity Capacity Ca acit
' configuration was determined asing Federal Aviation Administration pro- 17 53 l20 120
ce(ures and criteria. Consideration was given to several factors including
' 35 53 120 I20
the airport configuration, runway exits, percent touch-and-go operations, The analysis indicated that for the entire airport configuration
' percent runway use, aircraft population mix and wind ruse data. This pro-
as it now exists, the practical hourly capacity I1']IOf:AI1) is 120 operations
cedure yielded practical capacities in germs of both hourly and annual ' per hour and 169, 050 operations per year.
operations. A takeoff or landing counts as one operation.
One additional factor which affects the total ai.-port capacity is
' The prssciA aircraft population mix used in the capacity deter-
the touch-and-go operations expressed as a percentage of the total. Touch-
mination is shown in Table 6 below:
' and-go operations at Denton rep •esent 59% of the total 113, 379 1972 annual
TABLE 6
operations. This figure is relatively high and should be borne in mind
' PRESENT AIRCRAFT POPULATION
when comparing the capacity of the existing airport and the future demand.
MIX
' A high touch-and-go percentage tends to increase the number of operations
Aircraft Operations
Category Description Per Year Percent that can be accommodated at a given airport. Thus, the capacity may actual- 1-
1) Twin Engine Light 1,807 3.9 ly drop slightly if touch-and-go operations decline in the future.
Aircraft
' A forecast of the future aircraft population min at various tithes
I: Single i:nginc bight •li, 063 96.1 in the future is shown in Table 8. assuming that necessary facilitivs vrill
Totals •th, 870 100.0
he available.
The following capacities in terins of hourly operations were
' determined for the existing runways: (Table 7)
I
I
e
' TABLE 8 The above tabulations show the capacity of the airport as
FUTURE BASED AIRCRAFT POPULATION MIX it presently exists and after improvements recommended in the ultimate
rt
Operations plan are made. It is interesting to compare these capacities with the airport
Year Category Aircraft Description Per Year Percent demand in annual operations as shown in Table 10. Considering that the
C Business Jets 811 1.05
1977 D Twin Engine Light Aircraft 4,440 5.78 extension of the north-south runway will have little effect on the capacity, 1`x.1
' E Single Engine Light Aircraft 71,630 93.17 it is estimated that the demand will begin to exceed the present airport
C Business Jets 1,136 1.20
1982 D Twin Engine Light Aircraft 12.360 13.01 capacity about 1980. This estimation is based on the assumption that develop-
E Single Engine Light Aircraft 81,540 85.79 ment of the type of i-►dustry that will utilize the airport facilities will be
' C Business Jets 10786 1.36
1992 D Twin Engine Light Aircraft 27v600 20.97 encouraged. If the estimation proves accurate, the City will need to consider
E Single Engine Light Aircraft 102,240 77.67 Plate 9 an additional runway as shown in the Ultimate Plan of Improvement,
.
The following capacities in terms of hourly operations for the future
runways are The capacity of the ultimate plan when fully completed compared ' shown in Table 9. to the
forecasted demand is shown in Table 10.
' TABLE 9
FUTURE RUNWAY CAPACITIES FOR ULTIMATE PLAN
' VFR Hourly Final Runway TABLE 10
Runway IFR Hourly Capacity Capacity Ca a~city
S-171, 53 113 113 AIRPORT CAPACITY & DF:MAND
113 113 Capacity Demand Approximutr
101 101 Development Phase (Ann.Oper.) fAnn.U cr.l Year S-35 R S•351
1
S-351. 101 lOl lli,'i7~~ 1972
X-171.-17R 53 192 192 Existing Airport -4150' 159,000
X-35R-35L - 192 192 N-S R/W
Extend N-S R/W to 5000' 169,000 110,000 1977
' Extend N-S R/W to 6000' 169, 000 179.000 1982
' Construct parallel
N-S R/W (Ultimate 250, 000 250, 000 1992
Plan)
I
' b. Terminal Area Capacity 2.04 Facility Requirements Determination
With respect to the existing capacity and potential development a. Concluaions
' of the terminal apron, hangar facilities and auto parking , these items are Potential aviation activity at the Denton Airport indicates a need
for
' discussed in paragraph 2.01 and are shown on Plate 12, Terminal Area improvements which will allow the airport to accommodate !.usiness jet
Plan. The existing terminal building at Denton is adequate for the level aircraft. Results of a demand-capacity analysis show that at some future
' of activity, which is anticipated for several years. After completion date there will be a need to increase the capacity of the airport to
accom-
' of improvements which will attract larger aircraft and an increase in modate or attract business jet aircraft to the Denton Air,,H,rt. It has
operations, the existing terminal building should require expansion. been determined that a 6, 000 foot basic transport runway wroild be pro-
Provisions for such expansion has been made on the Terminal Area Plan, vided.
' Plate 12. To justify the extension of the north-south runway to 6000 feet so
c. Airport Accesa Capacity that the larger business jet aircraft may operate at r)enton, annual itinerant
Access to the airport by FM 1515 is adequate for existing activity jet operations must total at least 700. A statement from owners of jet
at the airport. Future Loop 288, which is expected to be a multi-lane aircraft that they are potential users of the airport and that the total
' highway will provide access to the airport in conjunction with major city itinerant operations will reach 700 within a five year period has been
' streets. secured.
Several plans for constructing the 6000, foot runway were studied
and each plan is presented in the report. As a result of these studies,
' Study Plan C is recommended and a summary of this study plan is shown
in Table 11, Summary of Recommended Dev.:lopment.
e l7
1
Table 12 below includes a description of each of the plans studied,
' TABLE 11
and Plates 5, 6, 7 and 8 include a layout of each study plan. In addition
SUMMARY OF RECOMMENDED DF.'lELOPMF.NT
' to planning for improvements which will accommodate business jet air-
Description of Approximate
Stage Number Improvements Construction Date craft, a means of increasing the capacity of the airport to meet future
I Extend existing north- 1975 demands has also be determined.
I south runway 850 feet
and overlay existing
runway TABLE 12
' 2 Extend north-south 1980 RUNWAY STUDY PLANS
runway 1, 000 feet and
construct parallel Study Plan Description of Improvements
' taxiway
,q Extend existing 4,150 toot north-south runway
3 Overlay existing 1985 1,850 feet on the south end.
parallel taxiway and
apron B Extend the existing north-south runway 1,000
feet on the south end and 850 feet on the north end
' 4 Construct parallel 1990
basic utility runway C Construct a parallel north-south runway 700 feet
east of the existing runway, and extend existing
' runway 1850 feet on the south end
D Construct a northwest-southeast runway
I
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- INDuSr R'Al AREA
1
AIRPORT MASTER PLAN STUDY ernrars YROallt IRWRTE E~Re OENTON MUNICIPAL AIRPORT
' ♦ CITY OF DENTON. TEXAS STWY PLAN A
' NORTH - SOUTH RUNWAY EXTBACH
SIRMEKRROYINO/JAOOIS 6►INMLEA
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AINMIRT MASTER PLAN STUDY r
hn TON MUNICIPAL AIRPORT t+, urfl riArra au DEN CITY OF 0F,NT0N TEKAS
STUDY PLAN 8
r NORTH - SOUTH RUNWAY EXTENSIONS
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AMPORT MASTER PLAA STOGY ' OEMON Y/NICIPAL AIRPORT
61TY Of DENTONLTF>tAS
STUDY PLAN C
' PARALLEL RUMM a TAXAMAY
cnrartarra tra~rrea
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ARPORT MASTER ALAN STUDY
DENTON T/INKIPAL AIRPORT CITY Of DENTON. TEXAS
STUDY PLAN D
NORTHWEST* SOUTHEAST AU14WAY r
await*"otttNO.,~xie a fTwat►
comonva" E4a4rtn
°•4E.%m Etswo or rl1_N Ong" JL' ou niiE no
048" IN AM--WA- asnutl ,
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' b. Study Plan A It appears that it would be more economical to relocate the
This plan, shown on Plate S. prov:ae, for extension of the creek around the end of the runway extension than to construct such
1 existing 4.150 foot north-south runway - a total distance of 1, 850 feet a conduit.
' on the south end. This plan would provide a 6,000 font basic transport Extension of the north-south runway under this plan will require
runway, which would accommodate business jet aircraft having a gross the acquisition of approximately 52 acres of land for extension of the
' aircraft weight up to 60,000 lbs. Along with this extension the existing runway and an additional 142 acres for the clear zone at each end
of the
' concrete runway would receive an asphaltic concrete overlay to provide runway.
the additional strength needed. The required width of a basic transport c. Study Plan B
runway to accommodate business jet aircraft is 100 feet as compared This plan, shown on Plate 6, consists of extending the torth-
to the existing width of 150 feet. It is planned that the existing 25 foot south runway at each end to provide a 6, 000 foot basic transport
run-
wide pavement on each side of the Inn feet v.:dc runway iej~,ain in place way. Construction can be accomplished in stages by extending the
and be maititained as a paved shoulder. runway on either end as a first stage, and completing the extension
' A cost analysis indicates that the improvement should include when a length of 6, 000 feet is justified. Justificatson for this runway
' overlaying a 100 foot wide section of the existing concrete runway, and length requires that itinerant jet operations of the larger executive
extending the runway to the south at a width of 100 feet. Improvements to jet aircraft up to 60, 000 pounds gross weight total at least 700
annually
' the runway can be done in several construction stages as funds become at Denton. This plan would not require relocation of Hickory Creek
on
' avai;ab?o. tie south end, but would require the relocation oi FM Road 1515, which no•~
At a point approximately 1.50Q feet south of the existing runway, parallels the northern boundary of the airport.
Hickory Creek which flows in a southeasterly direction, intersects the This plan would require the acquisition of approximately 34
proposed runway extension. A study has been made to determine the acres of additional land al the north and south ends of the runway, and
feasibility of constructing a conduit under the runway extension to carry an additional 158 acres for the clear zone.
f flood flows, d. Study Plan C
1.
' This plan includes the cc,r,struction of a basic utility runway
e
' parallel to and 700 feet cast of the north-south runway in addition f. Ultimate Plan of Improvement
to extending the existing runway for the purpose of increasing the In arriving at an ultimate plan of improvement, the cost and
' capacity of the airport. Such a runway, which is planned for 3,200 possible staging of the various plans were compared along with oval-
' feet in length would relieve the basic transport runway of the aircraft uation of the demand capacity study, land use studies, hydrologic
studies
operations related to instructional and personal flying. The addition of Hickory Creek and other related matters. The plan (if improvement
' of the p,- rallel runway would come at some future date when the demand is shown on Plate 9. It incorporates features of both flan A and
Plan C
' justifies its construction. and allows for constructing these facilities in stages. tinder this plan, the
Construction of the parallel hasi. utility runw?-r can be accom- existing runway would continue to sr rv:; propellor aircraft or basically
plished withii,'ti^ existing airport boundary and taxiway access to the. the same service it now provides.
' runway would be aw.ilable as shown on Plate 7 of the report. The Stage 1 would consist of extending the existing runway a minimum
clasp ;.;,ra a, t; a south VIM of the runway lies within the airport of 850 feet. to provide a basic transport runway 5000 feet in length.
This
' boundary and on the north some of the land required for the clear runway will accommodate smaller business jets such as the Fan Jet Falcon
' zone would lie outside the airport boundary. This plan would require and the Lear Jet. Along with extension of the runway, the thickness
and
the acquisition of approximately 52 acres of land and an additional 144 strength of the existing pavement would be increased together with
r acres c; ar zone. construction of a new medium intensity lightinf system.
' e. Study Plan 0 At such time as there is a demand for a long runway, Stage 2
Tloe primary feature of this pian is the construction of a new would uc sr,Jcr'.aken, consisting essentially of further extending the
I rorthwest-southeast runway to operate in conjunction with the existing north-so+>th runway an additional 1, 000 feet to the . oath, and construc-
' north-south runway. A nev Lasic transport runway 5.000 in length ting a parallel taxiway 1, 850 feet in length. Also included would be
the
which could accommodate certain business jet aircraft could be con- relocation of flic!cory Creek and the extension of the med,uun intensity
strutted within the airport property. Approximately 130 acres wvuiu ` ` r~wrraj liFhtiwb ayg+nh. ►0 6,nnn e- . :
' be required for the clear zones at each end of a northwest-southeast As jet traffic continues to increase and larger ict.t up to 4-0,000
runway, Study Plin 1) is presented on Plate 8 of the report. pounds begin to operate at the airport the existing parallei taxiways.
I
' cross taxiway.% and apron should ;i ovcrtal•ed ccith asphaltic concrete
' pavement under construction Stage 3. Also included in this stage is
the constr a lion of a high speed taxiway as shown on t>,e plan.
' St:,;: t, consisting of the construction of a paiailel basic utility
' runway, as sho,vn un flic pl.ui, prov.des an approximate capacity of 250,000
annual operations to satisfy a demand of L',U, Out) operations annually.
' This parallel runway can be utilized oy single engine and multi -engine
aircraft and wit! particularly serve the instructional and personal
f!, i^b a.E;l,auu. Also i„cluded in Stage 4 is the construction of a paraVel
' taxiway which can serve a large industrial area west of the airport land-
ing area as shown on the ultimate plan of improvemerl.
Table 13 shows the preliminary paver.-went design for each construe.
' tion stage.
1
' During the study of the airport there was some discussion re-
lased rr, it•.. of a crosswtno runway at Denton. it
' a crosswind runway is constructed it's centerline and clear zones could
' he located as shown on the Airport t,ayout Plan and Ultimate Plan of
Improvement, Plates 14 & 9. J a crosswind runway is not constructed
at toe location snows approximately 7i acres on the north-west sideW
the airport could be developed for oth,:r uses such as industrial use.
I
' 21
I
I
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I 'R
I W sn Vn •~.r~ I I RRII 1,. 1 .II1
\ ! piI I '.'glyd
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1
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:•I /rFk:1'rr y.llrl I fnUM yyfh-i U'. <kUr 'I:ra.10?~ 1 rr. ;rr •.A ''rl~N
1 I rllN b'•l, 1-*"A 64'I.' YMkl,l ka.' '•nR11-1. I I. I I
/autuo ir4iS• . 1W iUkjti f R.'
Y11M1OwN whru11.1•(
I ` .1 I r I I 1.11;. i. I
6 R CJ .r.. 1 ~ I, .Ir i vrr. vAr
•r 1 lhr.1 Iw,' I
N S1.r.
I I...,I I .
rJ R-. : ll 1 N r r'
I I. f•i'Ui•r YA',' r NRll ..V"uf .
SE'Ud1• 4/.C FS! /lNYri&r
jl, il. r . r«)Lllk;.lu~es a 41KLf M i~
q.l': F f I I Il ..;i h RII to
. ,y r
~w
690---- ....T. I _ - - 80
I ~ ~ t• . ~ ; 6TO ' 6701
660 46460
I - _ ~m"_tt[!• +~y I . - - 650 650 + t / -
i I wat nu /
I I , ~ I
I •t ; t n;nU Unr MFix5?,r. rri•1• ~ .Sx 1640 ' -
640' , r •
ILIu 10.3 i. , .n I.r!v:'n I I C. . . I T
' ~ r l
' 630 _ _ _ _ - - 6381
I ' ' ; Aft L, IL•
6201 ' ' v; t u~srwgFS I:Ilasrlp ..137A:Ltl2J0lL 90
+j rrnn•v a 'Al ~ F•uFl
610 610
I rru0'' ~trw J•~l- 1'-YL. r,~ri ~n Irlla•:~ ~ '
f I 600 -1600 i
j UP,r .,v %341%t
590 590
' I V
680 .20100 -aloo aoo _._.-10+0---•----20i00 wfoo'_ aoo 580 1
PROFILE NORTH-SOUTH L.G. RUNWAY 190i
' PLAN A,0 AND C
690 1690
I
s0
I 690 680
I I ' I
90
670' I 1670
I _ 6 tly ,rl D IFM.Mr
+a I r
1 rpr,t v,•'•Itt •YivnUSr IuFUr 1,ijt ul• 660 660
4 I
' i
650 650
r ,
~i~
640 . _ . „ _ - _ - . 640 • I~F _ - i ~ ~ _ _
1630
670
A"C01 MASTER PLAN STUDY
' OEMTOM MUNICIPAL AIRPORT
620 --620 CITY OF OENTON, TEMAS
PROPOSED RUNWAY PROFILES
' 61GI c140 00104 211100 70400 49+00 SOH>06~ SHIMEM& ROMING•JACOBS6 flWttA
PROFILE NORTHWEST - SOUTHEAST RUNWAY lusrrt.F', rF,.n•I PLAN • D
' asa1DD, f.1L1 fb/l II rt• nor h•Il rr•'.
. T l .111 pall irlt
700, - I I r 700
/
690 690
i
660
' GBO \
i 610
610 iI ~ I a
C ,I~',.. { • 660 VVO I
\r I f I
650
650
640. 640
..a 114!
• 630
630 I ~ ± •/j• •
' ~I I .620 I~
620-
.610
r 610
' 600
600 I ' •10#00 0100 10404 24!00 V.0IOh 40100
PROFILE NORTH-SOUTH B.UII RUNWAY
PLAN 0
I I ~ I
1
4MAMOORT MASTER /LAN STWf~
' I DENTON MONICIPAL All-VAT
CITY OF DENION. IEYAS I
PROPOSED RUNWAY PROFILES
I I SHIMEIfrROMiNO*JACOBSS F%ft A (4bt J11~45 I~441lr:
ca -:0.4.v
1 Ii 1•l 4r 17111M4~i 1rJer IjN r11. to
Wr.JJ fN~1 •.1•f Ill 5'1 i! t I'1
11I
I
TA3LE 13
PRELIMINARY PAVEMENT DESIGN
I
I
' SPAGF; ITEM DFSCRIPTION DESIGN CRITERIA PRELIMINARY DESIGN
' I A Extend north-south runway to south Soil Type - E-8 3" Ilot Mix Asph. Conc.
850' x 100' and construct turnaround Subgrade Class - F6 6" Base Gross Aircraft Weight = 60,000 tbs. 6" Subbase
b" LimeTreat5ubKrade
nc.
B Overlay existing north-south runway Fxist Conc. Pavt. 7" 3" to 1-,/2'' Hot Mix Asv%. Conc.
' 4150' x 100' Exist Subbase 0" Overlay - 3150' x 100'
Subgrade Class Rc 4" to 1-112" Hot Mix Asph.
F _ 0.94 Conc. Overlay - 1000' x 100'
' Soil Type - E-8 4^ Hot Mix Asph. Conc.
II A Extend north-south runway Subgrade Class F6 6" Base
100' x 150' to south, construct Gross Aircraft Weight = 60.000 lbs 7" Subbase
' parallel taxiway 18501, relocate 6" Lime Treat Subgrade
Hickory Creek and remove turnaround
A Overlay existing parallel taxiway Exist Conc. Pavt. 7" 4" to 1-112" llot Mix Asph. lli Exist Subbase
0" Conc. Overlay
r-~aa tariwayR and aircraft parking S„hQra,lo Chas R,
apran F = 0.94
' Soil Type - F-8 4" hot Atix Asph. Conc.
B Construct high speed taxiway S:~e.:~2 r•t2;.•.FF. 6" Base
' Grose Aircraft Weight = 60,000 lba 7" Subbase
6" Lime Treat Subgrade
[V A Construct parallel basic utility Soil Type - E-8 3" H. M. A. C. (2000 x 60') runway and connecting taxiway Subgrade
Class F6 6" Base
Gross Aircraft Weight = 60,000 lbe 5" Subbase
,;n1C c.-o bu Limn Treat Snharade
B Construct parallel taxiway for basic Subgrade Class F6 2" 11. M. A. C. (1, 204' x 601)
' utility runway Gross Aircraft Weight = 60, 010 tbs 5" Base
Subbase
' 611 Lime Treat Subgrade
1
?.2 ?.l
■
' 2.05 Environmental Stud Map represent points of equal noise inatensity as perceived from
' a. General ground level. Z Wines of composite noise ratings resulting from
Environmental considerations include the effect that ex- aircraft operations at the airport were determined from forecasleI
parrsion of the airport would have on the enviruntnent, the effect resulting itinerant and based aircraft that significantly , antribute to the
no.. C
airport operations after expansion would have on the envirenmenl and the 1(;vel. These aircraft groups were divided as shown on Table. 14
impact of construction of improvements. Expansion of the airport will TABLE 14
r cause increaser) activity, growth, additional employment and minimum AIRCI'AFT GROUPS RELATYD TO NOISE
' noise. Sound planning and careful identification of environmental qualities, Groin Des^.ription
however, can be carried out In achieve a usefnt public facility while A Business Turbojets such as tt.e Lear jet
' assuring the protection of natural environmental values. B Business Turbofan aircraft such as the Fan Jet Falcon kn
b. Environmental Effect of Airport E:cpansion and Operations C Two-engine Turboprops such as the Beech Kingaire
If the required facilities at the airport are constructed in D Two-engine Light Piston Business Aircraft
stages as recommended, these stages will probably take place over a In preparing the noise map, the meihod used to determine the 'h
number of years. As operations increase as a result of expanded faci- noise contours for each runway consists of selecting the base contours
lities there will be many new and environmental considerations which must for each type of aircraft and applying correction factors That depen
he dealt with in the operation of the airport, the most significant being on certain operational •)ai?. The b::.:: ;irei cbrrcctinn
' aircraft noise. In making the noise study, a technical report titled factors are related to the type of aircraft as shown in 'f'able
A-I,
"i,and Use Planning Related to Aircraft Noise" by Ilolt Berinik and Appendix A. "Land Use Planning Relating to Aircraft Noise," dated
' Newman, Inc. , dated October 1964 was used as a guide, in the prepara- October, 1964, a technical report of Bolt, Beranil, and
Newman, Inc. I
lion of the C,NR Study. Plate 15 of this report is a noise map showing The second correction !actor considers the number of lakeoffs or
q the zones of composite noise ratings in the vicinity of the airport as a landing per day for each type aircraft. The third correclion factor
result of forecasted aircraft operations. The noise con(onrs shown on considers the percentage utilization of each runway. The fourth
' correction factor is relateri to the lime of day that the operations
' occur. The final loeztion of the contours for each tnuwav were
arrived :t .)y comparing the contours generated by the operations of
I
.r
each aircraft group and choosing the condom:; which extended farthest c. Displacement of People
' frone the romway, thin rcpr.•senting too most critical condil.on. The further development and operation of the airport is not ex-
'1 he zone-s shown on the noise reap were developed considering petted to displace any people as there are; uo resirlenG:el areas existing ~I
' Only sunnds related (o aircraft. Other factors such as elevation, in the airport area.
' buffers, fre.•ways and railroads are not cc,nsidered. The- sound areas d. Division or Disruption of Eslablishert (;oruu unities
identified represent only une consideration amone many That must lee. As there are no established communities in the immediate
' judged by local offic;ads in drawing up planning and inning regulations and airport area, the developm^nl and operation of the airport is not
expected
' appropriate land use r•oning in the vicinity of the airport. to divide or disrupt any established community or divide existing uszs
General land use guidelines for runes shown on the noise map are such as cut-off residential areas from recreational or shopping areas
recommended as follows: in the vicinity of the airport. 'I he neare.°t residential areas of concentration ,n
Zone 1 -Zone of Minimal Effect - All uses except especially Of people incluue the City of Denton, 5 miles to the east, the town of
sound-sensitive activities (such as auditoriums, churches, Krurn, 4.4 miles to the northwest, the town of Argyle. 5 miles to the
schools, hospitals, and theaters) in areas closest to the south and the town of Sanger, 10.5 miles to the north.
M airport. Otherwise generally all uses may be acceptable. e. Destruction of Derogation of Important Recreatio,eal Arcits
'Lone 2 -Middle Zone of Effect - Sound control should be used As there are no existing recreational areas or pl•it; f... rec-
' in all activities where ::<<inlerrupted communiciation is reational areas in the vicinity of the airport, further devele,,re e. it of
essential. Multi-family runts with sound control Wright airport should not contribute to the de.1ruction of important r e .c::,.onO
he considered. The following activities are acceptable facilities.
' without sound control: agricultural, wholesale commercial, f. Alteration of Patterns of llehavior for A Spc c;v., ;red interference
' retail, n:anoL,cluring, lransporlalion and communication. with Wildliffi: Breeding, Nesting and Feeding
Zone 1 -%mte of (ireate_st I•:ffect - uses such as agricultural, The only known species which occupy the arcs around the Denlon
indnslrial aroc commercial are acceptable. No residential Airport include the mourning clove, c•oltonlail rahhils, . ;,yotes and grey
' developments, schools, offices, hospitals or churches squirrel. It is not expected that and of these species wi:i be endangered
should be constructed in this area.
' It
' by the improvements to the airport. The mourning dove, a migratory or or -n streams. Fuel separators which :rill separate and store waste
fowl, does not have a permanent nesting and feeding ground and fields aircraft fuel can be constructed to prevent this type of pollution.
The
adjacent to the airport improvements will be undisturbed and available two :reeks located iu the vicinity of the airport, Ilickory Creek and
to them. Alternate wildlife breeding, nesting and feeding grounds for dry fork of Hickory Creek, are sul~wct to possible erosion caused
' rabbits, coyotes and squirrels arc also available in adjacent fields by storm water runoff from the airfield areas of the airport. Drainage
and along Hickory Creek and other Creeks in the close proximity channels wHch receive discharge from the storm sewer system should
of the airport. be sodded or lined with concrete to prevent erosion and possible silting
' g. Increase in Air or Water pollution of the natural streams.
Increased aviation activity at the airport could increase the h. Effects on the Plater Table of the Area
' potential for air and water pollution and facilities to eliminate these prob. Operation or co istruction of improvements at the airport are
r.
' lems will be necessary. As aviation activity grows a means of properly not expected to have an effect on the water table as the principal
water
treating domestic sewage, industrial wastes and other airport wastes supply is expected to come to the airport through a pipe system.
r becomes more critical. The present method of treating wastewi.ter
' at the airport is by septic tank and tile field. The City has recently
improved this system and it should have sufficient capacity for the present
level of operations. Also recently the City voted bonds to extend water
' and sewer service to the airport and the City's water and waste treatment
systems should be available when additional capacity is heeded at the
airport.
Fuel spillage on the apron areas is a potential pollution problem.
When this occurs the fuel of oil is often carried by storm u,i,-r runoff
' or by water from aircr$it washdown areas into waste treatment plants
1
1
SECTION II[ - AIRPORT PLANS
' roadway and related improvements can be made to encos,r.,ge maximum use
:h
3,01 Airport I, tryout Flan of the land. Construction of buildings adjacent to landing areas and approach
An Airport Layout Plan is included in this report as Plate 14. areas should be low-profile type structures which will not conflict with clear-
r-
rt
' 'rhe plan includes a layout of the existing airport, location map, windrose ante requirements. A suggested layout of the industrial areas
is also shown
and basic data table, as well as improvements recommended for construction. pn Plate 9. The layout of streets and access taxiways should be
sufficiently
As improvements are made, the airport layout plan will need flexible to attract industries requiring various sizes of tracts. Aviation.
tp be revised. Alsn, the plan should be reviewed periodically since the oriented industries will receive a maximum of benefit from being located
on
needs are likely to change somewhat from year to year, and such charges the airport property.
' Could affect the plan for the airport. 3.03 Terminal Area Plan
3.02 Land Use Plan a. General
t. Land Use Plan for the airport is included as a part of this The terminal area of a general aviation airport which accom-
report. Recommendations are made for the best uses of airport property modates the type of activities forecasted at Denton provides services
'
aside from the landing area, the approach areas and the building area. As to aircraft and people using the airport. It is ar, area through
which
shown on Plate 13, several small areas suitable for industry are available people can conveniently pass in an orderly manner from grovindtrans-
adjacent to the building area on the cast side of the airport. An existing portation to air transportation and back to ground transportation.
it
' Farm-to-Market Road provides good e-ccess to these tracts. A large tract serves as a convenient stopping place for private aircraft requiring
' suitable for industry is also available on the southvest side of tl•e airport. fuel or repairs. During periods of adverse weather, the
terminal
Access to this tract is not as convenient but the area is well suited for area serves the transient pilot as shelter until he can proceed
industry considering its relationship to the runways and taxiways. with his flight. ring
' It is suggested that t'•: C14." :c: It with flaw. Federal Aviation To provide the various services required, the terminal area nat
' Administration prior to final planning for such industrial areas. Certain should consist of facilities such as a terminal building, T-hangars,
areas on the airport property are presently being used for agriculture. As aircraft maintenance hangars, a fire and rescue equipment building,
the demand for industrial development at the airport dictates, necessary a maintenance equipm-. nt building, fueling facilities, auto parking and
ea
ars.
' 26
!ding.
ing and
entrance road facilities. The terminal area also includes access c. Facility Requirements
' taxiways to T-hangars and paved or unpaved apron areas for transient A plan for the proposed facility requirements in the terminal
aircraft or aircraft tic downs. area has been provided in the report on Plate 12. The plan shows
b. Forecast of Terminal Area Activity how the terminal area could develop progressively at 5 years, 10
' To plan for the hiture development of the terminal area at Denton years and 20 years based on forecasted activity. Ideally, a terminal
3 ~
an inventory was made of available aircraft data and existing facilities, aria which accmnodates general aviation aircraft fuel :des a centrally
I
t Using methods previously discussed in the study, forecasts of future located terminal building and an apron for storing transient aircraft.
terminal activities were made. As sho en in Table 15, a forecast of Fueling facilities a) to be so located to provide for serving; several
future teased aircraft at the Denton airport is tabulated. Also, aircraft simultaneously. All buildings should conform to building
Table 3, Forecasts of Aviation Demand was used to predict the needs restriction lines. Facilities for Jet aircraft shall be separated, if
' for transient aircraft. Data from the facility records on two basic possible, from other aircraft and service equipment in the terminal
f
transport airports in the Dallas area assisted in predicting the per- area. Consideration should be given to relocating several hangars
al
centage of based aircraft requiring T-hangars. to conform to building restriction line location for a precision approach
' runway. Table 16, Terminal Area Facilities, shows the facility fABI.E 15
roach
requirements for the terminal arei based on forecasts.
' FORECAST OF BASED AIRCRAFT
3.04 Airport Access Flan
' Descriptions 1972 1977 11982 1992 a. Access from Central Business District and Stdmrban Areas.
Single Engine Less than Four Access to an airport can have a substantial Leasing on the
' Places 6 7 8 18
quality of service available to the community, even though it may
Single Engine - Four Places
' More 'S 74 89 110 not be a determining factor in whether or not the facilities are used.
Multi-Engine I2 37 103 2t0 Its location with respect to major traffic arteries and the Central
d.
' Jet 0 4 8 al
' •!'OTAL 64 122 20R 370
I
II+
I IfI _
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r 1 t sl 1 ,II1~
i
t
y..: I ....'f \ : t~IOli- 41V'IWI1 Iyf 1~• ,•u '~~•'•..l
a . _
NkNT 10111. 1'J! a I. la4%S lr! IIIy,p 64fA t _ _ ~d'% Dag aMa 1 \4 ,111 N - r11 ;1', HAI,Aa11 -..J at Stal w4DN,
IDI ul _ _ 1 i tipI
7 _ LIC4.,i 1 c K.
[ .YIUII ' r~ u4sPl lot I taV19 Lamar
r CIr1L rf .C i XIS rlNi G.'`tER I04I FKISiwo la NANCa I1.\ ! * a
(1:1 r?v'r,-'a:!nrr p..} t ,14, CJI 10
JJ//•~~II x,(,yr...._s -....Z_. 'DDD., I r ,y`RaNI,''•~t.•'A1-Ilal
Vic, -
I a
' ~ la1 ' EcgIIRO NIKIR ~ I. 6 I JI}(l_..._ T. lal . i. l'• a T . ~fJla 1 r -~7--~7-
_ ' ru1Mr \ 1 J t J 1_rl . T- . Iq of 1 J l~
J 10 1 r1 l ri( ID)I lal lal I
a h l I I
ff11 l I ` V~ t J 11. A l l_ l 6•J7E'3!lidr•.WLVX%16.HY/J.r LL tRr:: A.•h~ii r {I(/
11 I [ P1 . 1 b10 1 T ~ 1--~/= y~ '
( 1JL11 J~1T7 -
f F4.11; ~D
' ( Il 1 1 aN'
11
IDI I 1•[ ..-.__T._ Ti;-).t.... ~...~T,.._J ,..i I I,.., I I [ i , j J1l
I lol / I I
1r.. 1. rE aY U 1••4,S:.v
_ NOTE IERMINAI AREA PLAN 1' I I I 1rr I 9ASEO ON NOT CONSIRVCTING
i lul.lrvvnnn•.••.nr.+i r•5-r.~ CNtiSSMINO "my
-sit 1r AIRPORT MASTER PLAN STOOT
oat 1 1.1N•.L4;
I I 111 <•RLr7.:: Naw,u, OEXTON WNICIPAL AIRPORT ■
i ttl V..1!•I. MY OF OENTONI.!gXA1 . 11i 11'.;N nla lel!1; 1 laL•.1.1
I TERMINAL AREA PLAN
INIIfENaROMIN91•IAC015 i1NNLtA i i. • COMV41NI ppllaal
I orwaon__J/~ _ IM ((1 rr-wr _ nat 1.1
ale Jw1, 171. Ir
I~~ ~u.~ ' ~
■
' TABLE 16
I TV11MINAL AREA FACILITIES
I
EXISTING TOTAL. PROPOSED FACILITIES
' DESCRIPTION UNIT^ FACILITY 1972 1977 1982 1992
' Apron Area SY 26,500 N 47,880 79,080 102.000
Conventional Hangars Ea. 2 2 2 2 3
T-hangars Ea. 16 30 60 100 180
Tie-Down Parking Ea. 32 32 58 80 148
(a) Based Aircraft Ea. 16 16 38 50 108
(b) Transient Aircraft Ea. 16 16 20 30 40
Terminal Building S. F. 1,600 11600 1,600 5,000 100000
Maintenance Hangars S. F. 9,000 1',000 180000 28,000 28,000
Maintenance Equipment Building S. F. N N N 20 400 2, 400
' Fire & Rescue Equipment Building Ea. N N 20400 2, 400 2, 400
Auto Parking (Terminal) Spaces 15 15 30 45 60
Auto Parking (Heliport Spaces N N N N 10
' Entrance Road Lanes 2 2 2 4 4
Heliport L. S. N N N 1 1
Access Taxiway S. Y. N 1,556 7,456 13,456 18,256
I
I
1
I
28 t
1
Business District, therefore, is significant. b. Access Within the Airport
The Denton Airport is conveniently located, being situated As shown on the terminal area plan, provisions have beer
es;
approximately 1.7 miles west of Interstate 35 on Farm Road 1515. made for improving areas from the airport boundary, to the terminal
Ilirec', rooutes from the Central Business District to the airport are building and apron areas by means of an r,dequ:ite entrance road,
r,vailable- along the Oak Street corridor to Interstate 35, Access parking area and other access roads to operations areas. These
to Interstate 15 from the north and cast parts of the city is avail- facilities should be developed in stages as denr.,nd for services
able along University Drive which has been improved to thoroughfare require their construction.
status. Approximate driving time from the CBD is now 20 minutes.
' Loop 288 which traverses the eastern perimetr.r of Denton
' is planned as an eventual loop highway which will be located in close
proximity to the airport property, and will provide convenient access
for growth areas.
' As the airport becomes a more vital part of the community,
particular routes to the airport from the central business district
and suburban areas will require improvements to provide good
access to the facility as well as to serve other transportation needs.
Aa hia}lpn° and street imProvcs-aas-ste uCrCi~ v, eu~u 00 u'c cnicna,v[, o ,
of Loop 288 around the western part of the city, the airport facility
and its need for good access should be considered. Upon completion
t of hoop 288 the approximate driving time to the airport should be reduced
to 10 minutes. At this point in time access to the airport should be
I considered excellent. An Airport Access Plan for the Denton Municipal
I Airport is shown en Plate 13.
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CAOSSWIND RUNWAY
AeRPORT VASTER PLAN STUDY
' DfNTON MUNICIPAL AIRPORT i
J r . .1 CITY OF DENTON,TEIIAS
H1r( ..t:rtas 10 Ito, LAND USE PIAN AND
' AIRPORT ACCESS PLAN
S,LYtIr 1 ROINNO 1 JJCOIS OhNALtA
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PLAN STUO~
f TN NTON MUNICIPAL AIRPORT e4
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I- r I - I,, - I _ 1` AIRPORT YASTEN ►.ww STUDY
oENTON i1A/011T
I t=- fi i f ! " 'dfr.~.e ry~~ CITY or O:NTON, TEXAS
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' SECTION IV - FINANCIAL PLAN
' Based on available data and forecasts of potential growth and
eJ
4.01 General aviation demand, a schedule of landing area development costs and land
' Recommendations have been made to improve the Dent htcenccipal acquisition is presented in Table 17. Also shown are the detailed cost
' Airport to provide a facility which can accommodate business jet aircraft, estimates of each construction stage of the recommender) plan of improve-
This recommendation is based on forecasts of future aviation demand and ments. The costs presented are for improvements required in the landing
' potential business jet activity. Provisions have been made in a proposed plan area of the airport and the cost of these improvements is eligible
for financial
to construct improvements in stages ae the demand for service increases. participation by the Federal Aviation Administration.
Revenue from airport facilities such as T-hangars, tie downs, aviation 4,03 Terminal Area improvements
led
gasoline sales and ground leases will help offset annual maintenance costs but Other costs which are related to the development of the airport tits
' are not expected to provide funds for airport expansion, at least in the initial include the cost of improvements in the terminal area. These
costs are for
,ible
stages. improvements to the existing apron. construction of new apron area, access ~f
' Sttch terminal area facilities, however, along with paved, well main- taxiways, auto parking and entrance road improvements, utilities and
miscel-
' tained runwa t taxiways having adequate lighting and navigation aids tend to laneous building facilities. Building facilities include terminal
building expan-
i
attract executive business and industrial aircraft to the airport. From the sion, T-hangars, aircraft maintenance hangars, fire and rescue equipment
financial standpoitrt, having a well planned airport with complete physical building and airfield maintenance. The cost of improvements which are
related nl;
facilities can attract new business and industry into a city and provide jobs and to safety, such as apron areas, access taxiways (not including
taxiway turnonts ttrd
tax dollars which are necessary to the growth and well-being of the community. to T-hangars), fire and rescue equipment building and entrance road
are eligible
4.02 f,anding Area Improvements for financia? assistance by the Federal Aviation Administration. Financing of
:{I
It is recommended that a capital improvement program be undertaken other terminal area facilities will be dependent on their use arri can be accom.
for the airport which anticipates that improvements will be constructed over a plished as the need for (hem by private interests develops. It
is estimate ~i that
period of years. Priorities for improving particular items will necessarily approximately $650, 000 will be needed for ter :,final area improvements
during
change as needs arise. the next ter yearsand an additional $265.000 by the year 1402. These i-slimaled
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costs include paving, grading and drainage improvements and do not include
r buildings or utilities.
r 4.04 Industrial Area Improvements
Improvements required to develop airport land for industrial purposes
r include streets, storm drainage and utilities. A site layout for industrial areas
r is shown on Plate 9. Ultimate Plan of Improvement. Financing of these improve-
inents may be accomplished by non-profit corporation lease arrangements,
r general obligation bonds or other methods which are compatible with the City's
overall financial planning.
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TABLE 17
' SCHEDULE OF DEVELOPMENT COSTS AND LAND ACQUISITION
' STAGE ITEM DESCRIPTION ESTIMATED COST ESTIMATED LAND ACQUISITION (ACRES)
NEED TIME IMPROVEMENTS CLEAR ZONE 7(1N F
I A Extend north-south runway to south $1t8, 000 5? 143.3
850' x 100' construct turnaround and
' purchase land 5 yrs.
' B Overlay existing north-south runway $193,000 4150' x 100' and construct medium
intensity runway lighting system
' 11 A Extend north-south runway 1000 x 100' $665,000 to south, construct parallel taxiway
18504, relocate Hickory Creek and remove
, tnrnarnnrd 10 yrs.
' B Extend medium intensity runway lighting $ 18,000 system, relocate V. A S I. and mark
runway
t 1Il A Overlay existing parallel taxiway $ 72,000
and cross taxiways
15 yrs.
' B Construct high speed taxiwav $ 45,000
' IV A Construct parallel Basic Utility 11 $289,000 runway and connecting taxiways
Construct drainage system 26 yrs,
' B Construct parallel taxiway for Basic $133,000
Utility runway
$1,533,000 52 143.3
' NOTE: The above estimated costs are based on current unit prices
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STAGE IA - DENTON AIRPORT IMPROVEMENTS STAGE IB - DENTON AIRPORT IMPROVEMENTS
O EXTEND NORTH-SOUTH RUNWAY 850 FEET TO SOUTH OVERLAY EXISTING 4150' x 100' NORTH-SOUTH RUNWAY
AND CONSTRUCT MEDIUM INTENSITY RUNWAY LIGHTING SYSTEM M
' ESTIMATED COST
ESTIMATED COST
' DESCRIPTION QUANTITY UNIT PRICE AMOUNT DESCRIPTION QUANTITY UNIT PRICE: AMOUNT ,MOUNT
' Unclassified Excavation 19,445 C. Y. $ 0.75 $140 584 Remove and Replace Concrete 1.700 S. Y. $10.00 $17,000 17,000
Compacted Embankment 21,925 C. Y. 0.50 10.962 Rout and Reseal Joints 85,000 11. F. 0.35 29.750 29, 750
' Lime Treated Subgrade 10.023 S. Y. 0.40 4,009 Tack Coat 11,066 Gal. 0.25 2,767 2,767
' Borrow 2,480 C. Y. 1.00 2,480 Hot Mix Asphalt Concrete Overlay 7,140 Ton 10.00 71.400 71.400
6% hydrated Lime 135 Ton 26.00 3,510 Runway Marking 15,000 S. F. 0.15 2,250 2,250
' 6- Compacted Subbase (P154) 1.639 C. Y. 6.50 10,654 Obliterate Marking I L. S. 500 500 500
' 6" Compacted Crushed Stone Medium Intensity Runway Lights 74 Ea. 90.00 6,660 6.660
Base (1J1209) 1,606 C. Y. 10.00 16.060
Cable Trench 120000 L. F. 0.20 2.400 2.400
' 3" Hot Mix Asphalt Concrete 1.668 Ton 10.00 16,680
Remove Concrete Pavement 200 S. Y. 3.00 600 600
Runway Marking 4,000 S. F. 0. l5 600
Replace Concrete Favement 200 S. Y. 8.00 1, 600 1,600
lvlcdium Intensity Runway Lights 15 Ea. 90.00 1,350
Cable in Trench 24.000 L. F. 0.60 14,400 14,400
' Rout and Reseal Joints 2.200 L. F. 0.35 777
Transformer Vault 1 L. S. 2,000 2.000 2.000
Prime Coat 3,850 Gal 0.25 963
Vault Equipment Z L. S. 6.000 6, 000 6.000
V.A.S. I. I Ea, lt, 000 12, 000
' Four Way Elect. Duct 300 11. F. 6.00 1.800 1.800
Cable Trench 1,850 L. F. 0.20 370
Two Way Elect. Duct 200 L. F. 4.00 800 800
I Cable in Trench 3,700 L. F. 0.60 2.200
Lighted Taxiway Guidance Signs 6 Ea. 350.00 2,100 2,100
Install Vault Equipment I L. S. 1, 500 1, 500
Tut fing I 1. S. 6,000 6,000 6,000
Install New Windcone I 11..S. 2,000 2,000
Subtotal 168,027 S,027
I Construct Turnaround I L. S. 2,000 2,000 Contingencies and Engineeving 15% _ 25,204 5,204
Total X193,231
Subtotal $102,699
Contingencies and Engineering 15114 15,405 33
Total 118,104
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' STAGE IIA - DENTON AIRPORT IMPROVEMENTS STAGE JIB - DENTON AIRPORT IMPROVEMENTS
F:XTF.ND NOIITH-SOUTH RUNWAY 1, 000 FEET TO SOUTH EXTEND MEDIUM INTENSITY RUNWAY I,IGIITING,
AND CONSTRUCT PARALLEL TAXIWAY RELOCATE VAST AND CONSTRUCT NARKING
ESTIMATED COST ESTIMATED COST
DESCRIPTION QUANTITY UNIT PRICE AMOUNT DESCRIPTION QUANTITY UNIT PRICE: AMOUNT MOUNT 1
1,080
' Excavation 3,000 C. Y. $ 0.75 $ 2,250 Extend Runway Lights 12 Fa. $90.00 $ 1,080
1. 500
Compacted Embankment 308. U00 C. Y. 0.50 154.000 Relocate V. A. S. I. 1 1.. S. 1, S00.00 500
180
6" Lime Treated Subgrade 24, 806 S. Y. 0.40 91 922 Taxiway Marking 1, 200 S. F. 0. 15 180
2,250
' Ilorrow 120,000 C. Y. 1.00 120,000 Runway Marking 15,000 S. F. 0.15 2,250
420
' 6% Hydrated Lime 335 Ton 26.00 8.710 Cable Trench 2,100 L. F. 0.20 420
1,260
7" Compacted Subbase (P154) 4,618 C. Y. 6.50 30,017 Cable in Trench 2,100 I.. F. 0.60 1,260
1,005
1 6" Conr,acted Crushed Stone Base Underground Duct 350 11. F. 2.87 1,005 (P209) 3,958 C. Y. 10.00 39,580
(1.500
' Beacon and Tower 1 I.. S. ().500.00 6.500
4" Fiot Mix Asphalt Concrete 1,317 Ton 10.00 53,170 2, 000
Lighted W;ndcone 1 I.. S. 21000.00 2,000
' Prime Coat 9.500 Gal 0.25 2,375 S16 195
Subtotal $16,195 1.4 29
;hannel Excavation 166,000 C. Y. 0.75 124,500 Contingencies and Fngineering 15% 2.429 X18.624
Total $18.6Z4
Remove Turnaround I I..S. 700.00 700
Drop Inlets (4' x 4') 3 Ea. 450.00 t.350
Concret.• Headwall 7 C. Y. 62.00 434
' 30" It. C. P. 4-50 1,. F. 16.25 10.563
36" R. C. P. (50 L. F. 20.70 13.455
45" It. C. P. ?00 L. F. 24.75 7, <<25
Subtotal $578,451
Contingenciet and Foigineering 15%, 86,768
' Total $665, 219
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' STAGE IIIA - DENTON AIRPORT IMPROVEMENTS STAGE IVP. - DENTON AIRPORT IMPROVEMENTS
' OVERLAY EXISTING PARALLEL TAXIWAY AND CROSS TAXIWAYS CONSTRUCT PARALLEL BASIC UTILITY
RUNWAY AND CONNECTING TAXIWAYS
ESTIMATED COST '
DESCRIPTION QUANTITY UN17 PRICE AMOI'NT ESTIMATED COSTS
DESCRIPTION QUANTITY UNIT PRICE AMOUNT AMOUNT
' Rout and Reseal Joints 34,000 L. F. $ 0.35 $ 11,900 6 5.625
Unclase Excavation 7,500 C. Y. $ 0.75 $ 5,625
'tack Coat 12, 500 Gal. 0.25 3,125
' 6" Lime Treated Subgrade 10, 22? S. Y. 0.40 4, 089 4,089
[lot Mix Asphalt Concrete Overlay 4,706 Torso 10.00 47,060 6'10 Hydrated Lima 138 'I'on 26.00 3,588 3,588
' Taxiway Marking 3, 000 S. F. 0.15 950
Compacted Subbase (P154) 4,197 C. Y. 6.50 27, 280 27. 280
Sebtotal $62, 535
' Contingencies and Engineering 15% 9.465 Compacted Crushed Stone Base
Total $72v000 (P209) 4,622 C. Y. 10.00 46,220 46, 220
' Hot Mix Asphalt Concrete 4.957 Ton 10.00 49.570 49.570
375
Runway Marking 2, 500 S. F. l5 375
STAGE 11111 -CONSTRUCT HIGH SPEED TAXIWAY
Taxiway Marking 1, 000 S. F. 0.15 150 150
ESTIMATE) COST
' Turfing 1 L. S, 000 6, 000 6.000
DESCRIPTION QUANTITY UNIT PRICE. AMOUNT Drop Inlet (4' x 4') 7 Ea. 450 i, l50 3.150
Unclaaa Excavation 2,100 G. Y. $ 0.:'': $ 1:575
30" R.C.P. 2,000 L.F. 16.25 32,500 32,500
6" Line Treat Subgrade 6,544 S. Y. G. 40 2,613 ?6" R. C. P. 1, 450 L. F. 20.70 30, 01 S 30.015
7" Compacted Subbase (P154) 1,270 C. Y. 6.50 9,255
Remove Drop Inlet (Junction) 1 L. S. 300 300 300
' 6" Compacted Cr. Stone Base (P209) 1.089 C. Y. 10.00 10,890 Concrete Headwall 7 C. Y. 62.00 434 434
4" Hot Mix Asphalt Concrete 1,283 Ton 10.00 12,830 3.271
' Prime Coat 13, 084 Gal. 0.25 3.271
Prime Coat 2, 333 Gal. 0.25 583 45" R. C. P. 1,550 L. F. 24.75 38,362 3 8, 362
' Taxiway Marking 560 S. F. 0. 15 84
Subtotal $250,929 X250.929
37,671
Hydrated Lime 88 Ton 26.00 2.288 Contingencies and Engineering 15% 37,671 To►.+1 $288, 600 ~nnn /wn
Subtotal $ 39,118
Contingencies and Engineering 15% 5,868
' Total $ 44o986
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' STAGE IVE - DENTON AIRPORT IMPROVEMENTS
' CONSTRUCT TAXIWAY PARALLEL TO BASIC UTILITY RUNWAY
i
ESTIMATED COST
I
DESCRIPTION QUANTITY UNIT PRICE AMOUNT
Unclass. Excav. 3.600 C. Y. $ 0.75 $ 2,700
6" Lime Treated SubKrade 14.373 C. Y. 0.40 5, 749
' 61/6 Hydrated Lime 194 Ton 26.00 'i, 044
5" Compacted Subbase (P154) 3,264 C. Y. 6.50 21.216
' 6" Compacted Crushed Stone Base
(P209) 3,792 C. Y. 10.00 370920
' Prime Coat 81800 Gal. 0.25 2,200
' Hot-Mix Asphaltic Concrete 3o630 Ton 10.00 36,300
T/W Marking 1, 900 S. F. 0.15 285
Turfing 1 L. S. 4.000 4,000
Subtotal $115,415
Contingencies and Engineering IS% _ 17,312
Total $132.727
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' SECTION V - COORDINATION OF PLANNING
Federal Aviation Administration District Office in Fort Worth to discuss
' Coordination of planning for the Airport Master Plan for the the various Study Plans and criteria related to finalizing the master plan
Denton Municipal Airport has included working with the various organizations study.
' and agencies connected with or having an interest in the airport. The North
Central Texas Council of Governments was contacted ant counseled with on
several occasions in connection with the airport systems plan which they are
developing for several counties in the Dallas-Fort Worth area.
The Texas Aeronautics Commission has worked closely with the
City and the Engineer to furnish valuable data including an airport operations
count. In connection with the State Airport Systems Plan, the Texas Trans-
portation Institute will be furnished a copy of the report to provide input into
the State Airport System Plan.
' A preliminary presentation of the report has been made to the
' City of Denton through the Airport Board and their comments have been
incorporated into the study. A survey of area industries and other potential
' users of the airport was conducted by the city.
The fixed base operator at the airport provided valuable aviation
activity data which substantiated the traffic count and provided a detailed break-
down of aircraft types, annual operations, and other important facts regarding
the airport.
Industries which are potential users of the airport, particularly with
respect to jet operations, have written letters indicating their expected activities
' at the Denton Airport, Several meetings have been held with officials of the
' 37 i