HomeMy WebLinkAbout04 - Section 3 Facility Requirements - Century Plan - Airport Plan Element June 19983.0 FACILITY REQUIREMENTS
3.1 GENERAL
This section of the Master Plan analyzes the facility requirements for GMA based on the aviation
demand projected in Section 2.0, Aviation Demand Forecast, and compares those facilities needs with the
existing facilities at GMA in order to determine the improvements that are necessary to meet projected
aviation demand. The analysis will consider the following factors:
• Airside capacity
• Landside capacity
• TxDOT airport design standards
• New facilities required to meet aviation demands and TxDOT standards
From the consideration of the above listed factors a list of new and /or redeveloped airport
facilities, both airside and landside, will be developed. The list of airport improvements so derived will
be prioritized by time period so that the resulting improvement program provides recommendation for the
short term, 0 to 5 years, mid -term, 5 to 10 years and long term, 10 to 20 years, planning periods.
3.2 AIRSIDE CAPACITY
As discussed Section 1.0, Inventory, the airfield facilities at GMA consist of two runways, 18 -36
and 11 -29, 5,000 feet (ft) and 4,100 ft in length, respectively. These runways are served by a taxiway
system which permits multiple exits from the runways and access to all runway ends without the need for
back - taxiing on any runway.
GMA has an approach from the Austin VOR as well as NDB and GPS approaches. Minimums
are 1 nautical mile (NM) and 1,400 ft for Aircraft Approach Categories A and B and 13/4 NM and 1,400
ft for Aircraft Approach Category C. The airport is not served by an instrument landing system (ILS).
Airside capacity for GMA was estimated using the planning guidance provided in FAA AC
150/5060 -5, Airport Capacity and Delay. Under current airport conditions, i.e., no ILS, the airport
runway capacity is calculated to be as follows:
Annual Service Volume (ASV) - 121,500 operations
Hourly Capacity - IFR - 45 operations
Hourly Capacity - VFR - 45 operations
This capacity will meet the projected requirements of GMA as shown in Section 2.0, Aviation
Demand Forecasts, for the period through approximately the year 2010. By that time improvements to
instrument operation procedures should permit increases in capacity sufficient to meet the estimated
needs of GMA through the end of the 20 -year planning period.
17326/960507 3 -1
3.3 LANDSIDE CAPACITY
Landside capacity for a general aviation airport is generally based on an evaluation of the
following factors:
Hangar spaces
Terminal facilities
Roadway access, both on and off airport
This framework will be used in the following analysis to evaluate the need for landside improvements at
GMA.
3.3.1 Hangars
The demand for hangar spaces at GMA is extremely strong. The Airport Manager maintains a
waiting list for hangar spaces which, over the past several years, has consistently shown more than 50
applicants for various size spaces. GMA currently has hangar spaces for approximately 115 aircraft or
about 85 percent of the based aircraft fleet. However, many of these spaces are privately controlled and
are used for aircraft maintenance, storage of transient aircraft or other purposes and are not available to
the general based aircraft population.
Within the past five years private interests have completed or have under construction eight
hangars with space for two to three aircraft each, dependent on the size of the aircraft. During this same
period the City of Georgetown has constructed three T- hangar buildings containing spaces for 26 aircraft.
The City of Georgetown currently owns and leases 50 hangar spaces in seven buildings. Five of
these buildings are conventional T- hangars containing spaces for 38 aircraft while two are hexagonal
buildings with spaces for six aircraft each. Additionally, the City owns and leases two free standing
hangars with spaces for four to eight aircraft each.
A Terminal Area Plan was prepared for GMA in 1987. In this plan it was estimated that 68
percent of all single engine aircraft, 75 percent of all twin engine aircraft and all jet engine aircraft would
require hangar spaces. The value of all aircraft has increased since the preparation of the Terminal Area
Plan. It is, therefore, probable that the percentages of based aircraft owners in all categories, desiring
hangar space has increased.
In the Terminal Area Plan it was estimated that a based aircraft population of 240 would require
160 hangar spaces. This number of aircraft is approximately equal to the number of based aircraft
projected for GMA, in the year 2015.
Taking into account the increasing trend in the number of aircraft owners desiring hangar spaces,
the following percentages, and resulting number of aircraft by category, which would use hangar space if
it was available at the GMA, are estimated as follows for the Year 2015.
17326/960507 3-2
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TABLE 3 -1
YEAR 2015 HANGAR SPACE DEMAND
GEORGETOWN MUNICIPAL AIRPORT
This estimation indicates that GMA will require almost twice as many hangar spaces for based aircraft in
the Year 2015 has currently exist on the airport.
In order to meet this demand for hangar spaces, development in three areas is recommended.
These are termed the North T- Hangar Area, the South Corporate Area and West Corporate Area and are
shown on Exhibits 3 -1, 3 -2 and 3 -3. The specifics of hangar development in each of these areas will be
discussed in Section 3.5.
3.3.2 Terminal Facilities
The existing Terminal Building contains approximately 1,750 square feet (SF). The original
building consisting of roughly 1,250 SF was constructed shortly after the City of Georgetown assumed
the management of the airport following the end of World War II. A cinder block addition of
approximately 500 SF is size was added to the building approximately twenty years ago.
Within the original section of the Terminal Building is a waiting area with counter space, a small
office used by the Airport Manager, a pilot briefing room, a small concession area and men's and
woman's restroom facilities. The newer section of the building is used as a combination waiting area and
conference room.
The existing building is reasonably functional but contains some wasted space, particularly in the
newer addition. It requires updating to conform to current codes, in particular those which require access
by disabled persons. The building also requires improvement to permit access to the restroom areas by
pilots and passengers when the main Terminal Building is not open.
The original portion of the building has a certain charm and historical interest and probably
should be preserved when improvements are made. The newer concrete block addition could, however,
be readily replaced with more functional construction.
17326/960507 3 -3
Hangar Space Demand
Based A/C
% Number
Single Engine
171
80 137
Multi Engine Piston
24
90 22
Turboprop
37
100 37
Turbojet
12
100 12
Total
244
85 208
This estimation indicates that GMA will require almost twice as many hangar spaces for based aircraft in
the Year 2015 has currently exist on the airport.
In order to meet this demand for hangar spaces, development in three areas is recommended.
These are termed the North T- Hangar Area, the South Corporate Area and West Corporate Area and are
shown on Exhibits 3 -1, 3 -2 and 3 -3. The specifics of hangar development in each of these areas will be
discussed in Section 3.5.
3.3.2 Terminal Facilities
The existing Terminal Building contains approximately 1,750 square feet (SF). The original
building consisting of roughly 1,250 SF was constructed shortly after the City of Georgetown assumed
the management of the airport following the end of World War II. A cinder block addition of
approximately 500 SF is size was added to the building approximately twenty years ago.
Within the original section of the Terminal Building is a waiting area with counter space, a small
office used by the Airport Manager, a pilot briefing room, a small concession area and men's and
woman's restroom facilities. The newer section of the building is used as a combination waiting area and
conference room.
The existing building is reasonably functional but contains some wasted space, particularly in the
newer addition. It requires updating to conform to current codes, in particular those which require access
by disabled persons. The building also requires improvement to permit access to the restroom areas by
pilots and passengers when the main Terminal Building is not open.
The original portion of the building has a certain charm and historical interest and probably
should be preserved when improvements are made. The newer concrete block addition could, however,
be readily replaced with more functional construction.
17326/960507 3 -3
3.3.3 Roadways
On- airport roadway access at GMA is currently reasonably good. Some improvements to the
roadway system will be required in order to accommodate the hangar area developments discussed above.
The required roadway improvements are as follows:
North T- Hangar Area - Development of this area will require the construction of a hangar
area access roadway and a new airport entrance off of Airport Road.
South Corporate Area - Development of this area will require the extension of an existing
roadway.
West Corporate Area - Development of this area will require the construction of a new
roadway connecting the West Corporate Area to recently completed extension of a
residential street which roughly parallels the airports western boundary.
The details of each of these required roadway improvements will be discussed in Section 3.5.
3.3.4 Utilities
GN1A is currently served by a central water system that, with the exception of extensions required
to serve currently undeveloped areas, appears to be adequate to serve the airport's projected development.
GMA's greatest utility need is for central wastewater service. All wastewater service on the airport is
currently provided by individual septic systems. Since the demand for wastewater service has, to date,
been relatively modest, the use of septic systems has not been a deterrent to development. However, as
development activities, particularly those involving corporate aircraft, increase, the need for central
wastewater service will become more pronounced. Fortunately, a major wastewater outfall line has
recently been constructed across the eastern and northern boundaries of the airport. The use of this
outfall line will permit central sanitary sewerage service to be provided to the eastern portion of the GMA
site with addition of only an internal collection system.
3.4 Texas Department of Transportation, Aviation Division Standards
The Aviation Division of the Texas Department of Transportation (TxDOT) is required by state
statue to publish an aviation facilities development program which, among other things, identifies the
State's aviation facilities requirements. Such identification is made in the Texas Aeronautical Facilities
Plan (TAFP). Pursuant to the development of the TAFP, the Aviation Division has developed design
standards for the purpose of objectively defining and evaluating the roles that various airports play in the
TAFP.
GMA's role, as defined in the TAFP, is that of a Transport Airport. As a Transport Airport, the
Aviation Division recommends that GMA be designed, constructed and maintained to serve airplanes in
Aircraft Approach Category C and D, i.e., aircraft with approach speeds between 121 and 141 knots,
Category C, and between 141 and 166 knots, Category D. The facilities recommended by the TAFP
Policies and Standards for a Transport Airport are discussed in the following paragraphs.
17326/960507 3-7
3.4.1 Runway Length
The TAFP recommends that runway length for a Transport Airport be calculated on the basis of
guidance provided the FAA AC 150/5325 -4A, Runway Length Requirements for Airport Design. The
methodology contained in AC 150/5325 -4A has been included in the FAA Airport Design Computer
program. This program was run for GMA with the results as shown in Table 3 -2.
This analysis shows that Runway 18 -36 at 5,000 ft in length is just slightly shorter than required
to accommodate 75 percent of aircraft of 60,000 pounds or less at 60 percent load and certain aircraft
greater than 60,000 pounds at a 500 mile haul length. It does, however, easily accommodate all small
aircraft, those with a gross weight of 12,500 pounds or less, including those with 10 or more passenger
seats.
Runway 11 -29 is restricted to usage by small aircraft. At a length of 4,100 ft, Runway 11 -29 is
shown to be adequate for all small aircraft with less than 10 seats. It is approximately 500 ft too short for
all small aircraft with 10 or more passenger seats.
3.4.2 Runway Protection Zones, Safety Areas and Obstructions
GMA currently has Runway Protection Zones (RPZs) at both ends of Runway 18 -36 and
Runway 11 -29. The RPZs for Runway 18 -36 are sized for aircraft in Approach Category A and B with
approach minimums not lower than one mile. The City owns the RPZ area for Runway 36, the southern
approach but the outer edges of the Run 18 RPZ extend beyond the airport's boundaries. The RPZs for
Runway 11 -29 are sized for small aircraft only. Both RPZs extend beyond the airport's boundaries. The
Runway 11 RPZ is contained within an aviation easement.
Both runways are protected by Object Free Areas (OFA). The OFA are required to be free of
objects except those required for aviation purposes or the ground maneuvering of aircraft. The
Runway 18 -36 is 500 ft wide centered on the runway centerline and extends 300 ft beyond each runway
end. The Runway 11 -29 OFA is 250 ft in width and extends 240 ft beyond each runway end There is a
minor intrusion into the OFA of 18 -36 at the north end of the runway.
3.4.3 Other Features
Aviation Division standards cover various other airfield features. Table 3 -3 provides a
comparison of the facilities at GIv1A with the Aviation Division's published standards for Transport
Airports. A review of Table 3 -3 shows that the airside facilities at GMA meet or exceed TxDOT's
standards in most categories. However, runway length is slightly less than recommended, the instrument
approach minimums are slightly above those recommended and the taxiways are not lighted. Based on
this evaluation no major deficiencies exist in GMA's airside facilities. The minor deficiency in runway
length is not considered to be significant. Additionally, it is believed that the instrument approach
minimums may improve with the advent of Global Positioning System (GPS) approaches. Finally, the
lack of taxiway lighting is alleviated through the use of retroreflective markers.
17326/960507 3-8
3.5 New Facilities Required To Meet Aviation Demands And T.YDOT Standards
3.5.1 Airside Facilities
3.5.1.1 Runways
No new runway, runway extensions or runway widening is recommended for GMA. The
existing runway system is adequate both in terms of length, strength and capacity to serve the needs of
GMA over the 20 year planning horizon associated with this study. Further, the Georgetown City
Council, as part of it's Century Plan, has established a policy limiting the length of GMA's primary
runway to 5,000 ft.
Runway 11 -29 serves as a secondary crosswind runway at GMA. It is limited to serving small
aircraft. This runway was reconstructed by a project which was completed in 1996. Accordingly, no
short-term improvements are required for this runway. However, routine pavement maintenance
procedures will require rehabilitation, probably in the form of seal coating, during the interim, 6 to 10
year, planning period.
TABLE 3 -2
GEORGETOWN MUNICIPAL AIRPORT
RUNWAY LENGTH A1NALYSIS
Small airplanes with approach speeds of less than 30 knots
Small airplanes with approach speeds of less than 50 knots
Small airplanes with less than 10 passenger seats
75 percent of these small airplanes
95 percent of these small airplanes
100 percent of these small airplanes 4,020 feet
Small airplanes with 10 or more passenger seats
Large airplanes of 60,000 pounds or less
75 percent of these large airplanes at 60 percent useful load
75 percent of these large airplanes at 90 percent useful load
100 percent of these large airplanes at 60 percent useful load
100 percent of these large airplanes at 90 percent useful load
Airplanes of more than 60,000 pounds ........ Approximately
320 feet
860 feet
2,840 feet
3,370 feet
4,510 feet
5,230 feet
7,590 feet
6,330 feet
9,750 feet
5,280 feet
REFERENCE: Chapter'-) of AC 150/5325 -3A, Runway Len .-th Requirements for Airport Desion, no Changes included.
17326/960507 3 -9
TABLE 3 -3
TxDOT AVIATION DIVISION STANDARDS FOR TRANSPORT AIRPORTS
COMPARED TO AIRFIELD FACILITIES AT GEORGETOWN MUNICIPAL AIRPORT
AVIATION DIVISION STANDARD
Runway Length to Accommodate 75% of the Fleet at
60% Useful Load - 5,280 ft
Runway Width - 100 ft
Pavement Strength - 30,000 lbs Single Wheel Load
Minimum Taxiway - Full Parallel
Minimum Apron Size per AC 150/5300 -13 -360 SY
per Transient Aircraft; for GMA 22,500 SY
Minimum Approach - 600 ft - 1 1/2 mile, Non -
Precision Straight In for Category C and D Aircraft
Minimum Lighting — Medium Intensity Runway and
Taxiway Lights (MIRL, MITL) with Guidance Signs
Minimum Visual Approach Aids - Lighted Windcone,
Rotating Beacon, Segmented Circle, PAPI - 4 and
REILs on Primary Runway
GMA FACILITY
R/W 18 -36 Length - 5,000 ft
Runway 18 -36 Width - 100 ft
R/W 18 -36 Pavement Strength - 30,000 lbs Single
Wheel Load
R/W 18 -36 Taxiway - Full Parallel
GMA's primary Terminal Area Apron - 34,500 SY
Straight In to R/W 18 from Austin VOR, 615 ft - 13/4
mile for Category C aircraft
R/W 18 -36 and 11 -29 have MIRL, T/Ws have
Retroreflective Markers, Guidance Signs are In Place
GMA has Lighted Windcone, Rotating Beacon,
Segmented Circle, PAPI - 4 on R/W 36, PLASI on
WW 18 and REILs on both ends of the Primary
Runway. Secondary R/W not required for 95% wind
coverage.
Runway 18 -36 is the primary runway at GMA. It was reconstructed in 1988. While no major
improvements are required for this runway, rehabilitation is called for in the short -term since the last
significant improvement was the 1988 reconstruction. Asphalt runways, particularly those subject to the
Texas climate, generally require rehabilitation.
3.5.1.2 Taxiways
The basic taxiway system at GMA is adequate from a capacity standpoint. Taxiway A and C
were overlaid in 1988 when the reconstruction of Runway 18 -36 was accomplished. Taxiways B and D
were reconstructed at the same time as Runway 11 -29. Accordingly, further pavement improvements for
these taxiways will be accomplished at the same time as the improvements to the associated runways.
Certain taxiway improvements are required to permit access to proposed new apron areas. The
new apron improvements will be discussed in 3.5.1.3, below. These proposed taxiways are described as
follows:
A taxiway approximately 400 ft in length and 35 ft in width is proposed to extend from
Taxiway A to the proposed North T- Hangar area. Based on the layout of the existing
facilities it is recommended that this taxiway be located between the Gantt Aviation and
Texas Aviation lease limits, please see Exhibit 3 -1.
17326/960507 3-10
A taxiway approximately 600 ft in length and 50 ft in width is proposed to extend from
Taxiway A to the proposed South Corporate Area. This taxiway is recommended to be
located at the extreme south eastern end of Taxiway A, please see Exhibit 3 -2.
A taxiway approximately 3,600 ft in length with a width of 35 ft is proposed to serve the
West Corporate Area. Approximately 2,250 ft will be required in an initial phase to open the
area up for development. The remaining 1,350 ft is projected for construction in a later phase
as supported by the demand for aircraft storage facilities, please see Exhibit 3 -3.
Both the taxiway from Taxiway A to the North T- Hangar area and the taxiway from Taxiway A
to the South Corporate area are proposed for near -term construction since they are designed to support
severely needed hangar facilities.
3.5.1.3 Aprons
Three new apron facilities are proposed for development. These are:
The South Corporate Area apron is projected to have an overall area of approximately 18,000
SY. This apron is designed to serve a group of free standing hangars of varying sizes. These
hangars will provide storage facilities for a range of aircraft but are designed primarily for
larger piston twin, turbojets and jet aircraft.
The Main Terminal Area apron is to be located north of the Terminal Building in the area
now occupied by the City owned Hangar A and a city owned T- hangar building. This apron
will consist of approximately 7,000 SY of pavement and a short connector taxiway.
The proposed West Corporate Area apron represents an expansion of GMA to it's currently
underdeveloped western side. This improvement will require significant site work and
substantial infrastructure improvements. It is anticipated that the development of this apron
will occur in stages with the first 26,500 SY segment being constructed in the mid -term, 6 to
10 year planning period as the balance being constructed in the long-term, 10 to 20 year
period.
3.5.2 Landside Facilities
3.5.2.1 Hangars
As discussed previously in Section 3.3.1, the need for additional hangar spaces at GMA is acute.
There is a current need for at least 20 spaces to be made available to individuals basing aircraft at GMA.
This need is projected to increase steadily as the airport's based aircraft population increases. In point of
fact, the based aircraft population is directly related to the availability of hangar spaces. This is
particularly true in the light of the closing of Austin's Robert Mueller Municipal Airport (RMMA) and
the uncertainties in the status of Austin Executive Airpark (Executive).
Based on projected growth in based aircraft over the next five years, at least fifteen new hangar
spaces will be required. Additionally, based on the extent of the current waiting list for hangars and the
previously mentioned changes in other airports in the area, there is strong reason to project that if hangars
were made available within the next several years they would attract aircraft owners looking to relocate
there aircraft.
17326/960507
With this strong demand in evidence, the capital improvement program for GMA should include
significant new hangar construction. It is anticipated that the required construction will be funded both
by private investors and the City of Georgetown. Recommended hangar construction projects are
discussed in the following paragraphs.
The hangar construction program recommended for GMA is centered on the three apron areas
described in Section 3.5.1.3 as well as the development of the North T- Hangar Area. The North T-
Hangar Area will provide space, roadway access and taxiway access for six 8 -unit T- hangar buildings.
Funding for the development of this area is anticipated to be by the TxDOT Aviation Division and the
City of Georgetown on a 90/10 basis, exclusive of actual hangar construction which is not eligible for
TxDOT funding.
Development of the South Corporate Area will provide space, apron access and taxiway access
for approximately 15 new free standing buildings of approximately 6,400 to 10,000 square feet in size. It
is currently anticipated that development of this area will be funded primarily by private sources,
however, the initial construction of the apron and access taxiway will be funded by TxDOT Block Grant
funds and the City of Georgetown on a 90/10 basis. Some sharing of infrastructure costs between the
City of Georgetown and one or more private developers is a possibility.
The West Corporate Area constitutes the largest undeveloped tract of the airport property. It's
development will provide apron space, taxiway access and infrastructure to support approximately 20
free standing hangars approximately 6,400 to 10,000 SF in size. It is currently anticipated that the
funding for this development will be provided by private sources; although participation in the
construction of the taxiways and apron by TxDOT and the City of Georgetown is anticipated.
The final area planned for hangar development is located adjacent to the existing Terminal
Building. This area, constituting approximately 3 acres, is smaller than the other two but it's central
location, roadway and taxiway access make it an excellent location for immediate corporate aviation
development. The area is large enough to support three free standing hangars each a minimum of 10,000
SF in size. The City has issued a Request for Proposals (RFP) for the private development of this area.
3.5.2.2 Terminal Building
Improvements to the existing Terminal Building are recommended. The existing Terminal
Building is approximately one -third smaller than recommended by TxDOT standards for a facility with as
many based aircraft as GMA. Additionally, the buildings age makes many of its features, for example the
restroom facilities, obsolescent. Specific features, such as a larger pilot briefing area, a conference room
and a larger manager's office, are also needed. It is also likely that the age of the building will result in
increasing maintenance costs.
It is anticipated that improvements to the Terminal Building will be funded with assistance of the
TxDOT Airport Terminal Building Program. This program requires matching participation by the
Sponsor and is limited to a total project cost of $400,000.
The maximum project cost for Terminal Building improvements is included in the funding
program described in this report. However, it is possible that the actual cost of needed improvements
might be substantially less than the program maximum.
17326/960507 ) 12
3.5.2.3 Roadways
Several segments of roadway are required to provide access to the South Corporate Area, the
North T -Hangar Area and the West Corporate Area. These roadway segments are described as follows:
• The roadway segment providing access to the South Corporate Area will intersect Terminal
Drive and continue southward along the east side of the area. It is projected that this roadway
segment will be 24 -ft width and slightly more than 1,700 ft in length.
• The access roadway to the North T- Hangar Area is planned to include a new airport entrance.
This roadway will be located east of the proposed hangar development and extend northward
and then westward around the development to tie into the existing roadway system. A width
of 24 ft and a length of approximately 1,400 ft is projected.
Access to the West Corporate Area development can be accomplished by a connection to
Lakeway Drive along the southern airport boundary. However, to take full advantage of this
area's development it is recommended that a connection be made to a residential street along
the airport's western boundary. This roadway is anticipated to be 24 ft wide and a total
length of slightly more than 2,500 ft. The connection to Lakeway Drive consists of some
1,000 ft and the connection to the residential street to the west consists of just over 1,500 ft.
In addition to these new roadways, roadway rehabilitation projects are recommended for
Terminal Drive and the roadway system serving the North Corporate Area. Neither of these existing
systems is currently in really poor shape but are estimated to require extensive maintenance in the latter
part of the first stage planning period or in the second five year planning period.
3.5.2.4 Utilities
GMA currently has no central wastewater service. Those buildings with sanitary facilities are
served by individual septic systems. The availability of a recently constructed major outfallline across
the northern and eastern sides of the airport property make the provision of central wastewater service a
viable option. Accordingly, the facilities improvement program includes a recommendation to provide
such services to the Main Terminal Area and to other areas on the airport as funding becomes available.
All of the existing airport has water service. The last addition to the water system extended a line
to serve the western portion of what is now being referred to as the South Corporate Area. Water system
extensions will be required to serve the remainder of the South Corporate Area and the West Corporate
Area. Certain water system capacity improvements are anticipated to be required for the Main Terminal
Area.
3.5.2.5 Environmental Improvements
Two environmental improvements are recommended. Both deal with water quality issues. The
first of these is an aircraft wash rack which will allow the collection and safe disposal of water
contaminated by aircraft washing operations. Such disposal is currently required by stormwater quality
regulations which specifically exclude such wash water from its permitted discharges.
The second recommended feature is a sedimentation - filtration basin to receive stormwater runoff
from that portion of the terminal area north of Terminal Drive. The construction of this basin is required
by the Texas Natural Resources Conservation Commission (TNRCC) as a condition of their approval of
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the Terminal Area Storm Water Pollution Abatement Plan. A combined detention and water quality basin
serving similar needs for the terminal area south of Terminal Drive is currently under construction.
3.5.2.6 Fencing
Much of airport property is currently protected by wildlife resistant fencing. Expansion of the
airport facilities to the west side of the airfield will require an extension of this fencing.
In addition to the wildlife resistant fencing, improvements are required for the boundary fencing
on west side of the airport. This fencing, while in place in most areas, is in poor condition and will
require substantial repairs.
3.6 Instrument Approaches
One of the primary needs at GMA is for improved instrument approaches with lower approach
minimums. It appears that the best chance for achieving such an improvement is the emerging GPS
technology. There is a GPS overlay currently in place for GMA. It is anticipated that a standalone
approach will be approved following the FAA's approval of the Airport Layout Plan (ALP) currently
being prepared as a part of the Master Planning effort. This ALP will be prepared to the accuracy
standards stipulated by Change 5 to AC 5300 -13, Airport Planning. The preparation and approval of an
ALP to these standards is a requirement for a standalone GPS approach.
It should be noted, however, that lower minimums may require the clearing of obstructions and
the provision of an approach lighting system. Both of which are likely to be expensive and difficult to
achieve given GMA property boundaries and the land uses surrounding the airport.
3.7 Airport Zoning
While not strictly a facility issue, the subject of airport zoning impacts facility development at
GMA. The current zoning is residential (RS -1) dating from the City's incorporation of the airport
property. This zoning makes development on the airport subject to the associated City of Georgetown
development regulations. A preferred approach would be to rezone the airport property to a more
appropriate new Aviation/Industrial zoning category. This would allow the formulation of aviation
related development regulations and facilitate the continued development of currently unused airport
property.
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