Dallas Executive Airport Master Plan Chapter 4.2 Df 2
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630 630 620 620 610 600 590 580 580 590 650 640 650 620 610 600 630 590 640 630 620 610 570 646 644 642 638 636 628 626 622 624 618 616 614 612 620 610 610 610 600 610 630 640 620 660 650 640 630 620 630 630 650 640 650 0 630 640 650 630 650 640 620 630 620 640 628 626 624 622 658 658 638 636 634 632 618 616 614 612 640 640 640 630 630 630 640 640 640 650 650 650 660 660 660 620 620 620 610 610 610 650 650 650 650 650 630 630 630 620 620 620 600 600 600 590 590 590 590 590 590 580 580 580 570 570 570 610 610 610 Runway 17-35 (3,800’x150’) Runway 17-35 (3,800’x150’) West Ledbetter Drive West Ledbetter Drive Red Bird Lane Red Bird Lane 630 630 Perimeter Access Road Perimeter Access Road Runway 13-31 (6,451’x150’) 0 300 600 SCALE IN FEET DATE OF AERIAL: May - 2011 (merged with Google Earth imagery April - 2011 for southern coverage) NORTH Airport Property Line Distance from Runway End Elevation Below Runway Surface LEGEND Dallas Executive Airport City of Dallas Exhibit 4E: TOPOGRAPHIC CONDITIONS NORTH AND SOUTH OF RUNWAY 17-35 RUNWAY 17 END RUNWAY 35 END 470’ -10’ 470’ -10’ 700’ -2’ 730’ -10’ 800’ -26’ 780’ -20’ 820’ -28’ 770’ -20’ 1,010’ -30’ 1,490’ -40’ 1,660’ -50’ 1,870’ -60’
Transcript of Dallas Executive Airport Master Plan Chapter 4.2 Df 2
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SCALE IN FEET
DATE OF AERIAL: May - 2011(merged with Google Earth imageryApril - 2011 for southern coverage)
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Airport Property Line
Distance from Runway End
Elevation Below Runway Surface
LEGEND
Dallas Executive AirportCity of Dallas
Exhibit 4E:TOPOGRAPHIC CONDITIONS NORTH
AND SOUTH OF RUNWAY 17-35
RUNWAY 17 END RUNWAY 35 END
470’-10’
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SCALE IN FEET
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LEGEND
Exhibit 4F: REORIENT RUNWAY 13-31IMPROVE RUNWAY 17-35 TO ARC C/D-II STANDARDS
ALTERNATIVE 1 ALTERNATIVE 2
940’ 940’
1,747’
498’
Dallas Executive AirportCity of Dallas
Dallas Executive AirportAirport Master Plan - Draft Final
Dallas Executive Airport
Airport Master Plan - Draft Final
4-10 / Chapter 4 - Development Alternatives
mitigate topographic challenges. The second alternative would be much more costly at $90.65 million. The embankment costs are nearly $30 million of the total and an estimated $20 million for bridging/tunneling Red Bird Lane is also included. It should be noted that these costs do not include property acquisition and/or incompatible land use mitigation for the RPZ which would further add signifi cant costs if required by the FAA. Based on costs alone, this alternative is not a feasible and/or prudent option. Moreover, environmental factors include placing new noise conditions atop the residences north of the runway and the potential need to mitigate the incompatible land uses (acquire and relocate homeowners) further strengthens the decision to not pursue this alternative any longer.
RSA ALTERNATIVE C:DECREASE RUNWAY LENGTH
As presented in Chapter Three, the current runway length of 6,451 feet meets the majority of aircraft users. This length, however, is not deemed adequate to fully meet the needs of all aircraft users. Previous analysis and requests from the FBO indicated a need for 7,000 feet so as to provide adequate length for the full array of business jet users.
Under this alternative, the southern end of the runway would have to be reduced by at least 493 feet so as to fully meet the RSA standard. As a result, the runway length would be reduced to 5,958 feet. If the FAA also required that a full runway OFA be provided, the runway would need to be reduced by 525 feet leaving only 5,926 feet. Obviously both of these alternatives would reduce the utility of the runway allowing for less than 6,000 feet of runway.
The FAA provides guidance regarding runway length reductions in Advisory Circular 150/5220-22A, Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns. The AC states: “The FAA does not require an airport sponsor to reduce the length of a runway or declare its length to be less than the actual pavement length to meet runway safety area standards if there is an operational impact to the airport.”
It is believed that reducing the runway length by 493 and/or 525 feet would have a signifi cant negative operational impact to airport users. Moreover, that impact would extend to airport businesses that have invested millions at the airport to serve the potentially impacted operators. Therefore, decreasing runway length to meet RSA (and OFA) standards is not considered prudent and/or practicable.
RSA ALTERNATIVE D:IMPLEMENT DECLARED DISTANCES
The purpose of declared distances is to provide an equivalent RSA, OFA, and, in some cases, the RPZ in accordance with design standards at existing constrained airports where it is otherwise impracticable to meet standards. Declared distances are also employed where there are obstructions in the runway approaches and/or departure surfaces that the airport is unable to remove (as was outlined earlier in the chapter).
The TORA and TODA are typically equal to the actual runway length. The ASDA and the LDA are the primary considerations in determining the runway length available for use by aircraft, as these calculations must consider providing the RSA to standard in operational calculations.
The ASDA and LDA can be fi gured as the usable portions of the runway length less the distance required to maintain adequate RSA beyond the ends of the runway or prior to the landing threshold. As previously noted, the required RSA is 500 feet wide and extends 1,000 feet beyond the runway ends (600 feet is required prior to the landing threshold).
The alternative of using declared distances as a means to provide runway safety area will not factor the RPZ limitations presented earlier in the chapter. These alternatives will be considered independent of any changes based on the RPZ locations as the FAA could allow for the existing non-standard conditions. The combination alternative to be presented later will consider implementing declared distances to meet both RPZ and RSA standards.
RSA Declared Distance Option 1a
Exhibit 4G presents the fi rst RSA declared distance option. As depicted, Option 1a would utilize a reduction in the ASDA and LDA on Runway 13 to provide the full 1,000 feet of RSA beyond the far end of the runway. As previously noted, the current RSA length available beyond the far end of Runway 13 is 493 feet. Therefore, in order to provide 1,000 feet of RSA, the ASDA and LDA for Runway 13 would need to be reduced by 493 feet. As a result, the ASDA and LDA would be reduced to 5,958 feet. This reduction would allow the southern 493 feet to be considered RSA and not available for ASDA and LDA calculations. Combining the 493 feet of runway declared unavailable and the existing 507 feet of RSA equals the 1,000 feet of RSA required.
