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HomeMy WebLinkAboutGTUSection1-Inventory AIRPORT MASTER PLAN UPDATE SECTION ONE GEORGETOWN MUNICIPAL AIRPORT INVENTORY GEORGETOWN, TEXAS This section contains background information and an inventory of existing facilities and services at Georgetown Municipal Airport (GTU). 1.1 BACKGROUND Georgetown Municipal Airport is located approximately three miles north of the Central Business District (CBD) of City of Georgetown, and 25 miles north of the City of Austin. The airport is situated at an elevation of 790 feet above mean sea level, and it occupies approximately 640 acres of land west to Interstate Highway I-35. Exhibit 1.1 shows the vicinity map for GTU. Williamson County, which is where the City of Georgetown is located, and adjacent Travis County, which includes the City of Austin, are two of the most affluent and rapidly growing counties in the State of Texas. A detailed discussion of socio-economic characteristics of these two counties is included in Section Two, Activity Forecasts. In 2003, these two counties employed 6.40% of total employment in the State. Williamson County experienced about five times higher employment growth than the State average from 1997 to 2003; Travis County alone employed 5.52%. In 2003, a total of 1,147 aircraft and a total of 2,642 pilots were located in these two counties, according to FAA records. In 1999, Robert Mueller Municipal Airport and Austin Executive Airpark were closed. Robert Muller Municipal Airport was providing Oklahoma/Austin with scheduled commercial passenger services as well as general aviation facilities, with approximately 283 based general aviation aircraft prior to its closure in 1999. Austin Executive Airpark was a privately owned general aviation airport with approximately 90 based aircraft prior to its closure. Robert Mueller Municipal Airport was replaced as the principal airport serving Austin by Bergstrom Air Force Base, which had been under extensive renovation for several years, and opened in 1999 as Austin-Bergstrom International Airport. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.1 Exhibit 1.1 Vicinity of Georgetown Municipal Airport ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.2 Scheduled airline and commercial aviation services were improved substantially by the move to Austin-Bergstrom International Airport, but the general aviation community in the Austin area did not fare as well. In the first year of operation, Austin-Bergstrom International Airport only accommodated approximately 110 based general aviation aircraft. The impact of closure of two airports in Austin area and opening of Austin-Bergstrom International Airport was reflected at GTU by sharp growth in based aircraft increasing from 131 based aircraft in 1998 to 268 in 2000. In the fall of 2004 there were still over 100 aircraft owners on the hangar and tie-down space waiting list at GTU. The lack of adequate general aviation facilities in the Austin area as well as in the Central Texas area was acknowledged by the Texas Legislative in passage of House Bill 2522. This House Bill empowered Texas Department of Transportation (TxDOT) to establish and maintain a new general aviation airport in the Central Texas area, resulting primarily from the loss of general aviation facilities when Robert Mueller Municipal Airport closed. As a consequence of this legislation, the Central Texas Airport study was initiated and the first phase of study - Feasibility Study - was completed in July 2003. The Feasibility Study recognized the existence of a strong demand for a new general aviation airport in the Central Texas region and concluded that "...most of the demand for aviation services will be proximate to the I-35 corridor in Travis and Williamson counties." The previous GTU Airport Master Plan was completed in 1998, just before the closure of Robert Mueller and Austin Executive airports and opening of Austin-Bergstrom International Airport. The current general aviation environment in the Central Texas region is dramatically changed from the year 1998. The future aeronautical situation in the region will vary, depending on whether and where a new airport is established. This Master Plan Update reflects recent changes and present short-term, intermediate-term, and long-term airport improvements based upon the existing Central Texas airport system, but considers as well the potential changes that would occur with addition of a new Central Texas airport. A FAR Part 150 Noise Compatibility Study for GTU was completed in November 2003 and approved by the City of Georgetown in 2004. The FAR Part 150 study was based on the activity data for2000, which followed closures of the two Austin airports and opening of Austin-Bergstrom International Airport. Since then, the total number of based aircraft at GTU has declined from the peak of 268 in ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.3 2000 to 256 in 2003. Additionally, the potential consequences to GTU of the addition of a new Central Texas airport was not considered the FAR Part 150 study. The establishment of an Air Traffic Control Tower (ATCT) at GTU will influence the operational profile for the airport, affect the runway utilization, and modify to some extent the way pilots use the airport. Purpose of Master Plan The principle purpose of this master plan update study is to provide planning and development strategies for the development of Georgetown Municipal Airport within the next 20 years, from 2004 to 2024, based upon changed conditions after 1999. This study strives to achieve the optimum balance between the general aviation needs and facility/service development, within acceptable economic, operational, environmental and safety parameters, and, at the same time, provide technically sound and publicly acceptable concepts from which City of Georgetown can create policy for the implementation of future airport plans. In order to develop the fundamental study framework to achieve the stated objectives, many issues relating to aviation facility and service demand, community development, environmental concerns, and economic impacts are addressed. Based upon the consultant's understanding of needs and goals of City of Georgetown and the requirements of the various Federal, State, and local agencies involved in the development of airport facilities, five specific objectives are to be achieved: • Project the future aviation activities and facility demands. • Identify the basic improvements to meet the basic short, intermediate, and long term aviation needs of the City and the airport service area. • Create airport development plan and estimate preliminary development costs, with clear delineation of public and private funds. • Investigate potential aircraft noise mitigation measures. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.4 • Estimates airport operations and maintenance costs, identify potential airport business opportunities, prepare a preliminary assessment of the financial feasibility of airport development, and assess the potential economic impact of the airport to the area. • Prepare Airport Master Plan document and Airport Layout Drawings in accordance with FAA design standards, and to meet the City of Georgetown expectations and TxDOT requirements. 1.2 AIRPORT HISTORY AND ROLE 1.2.1 Airport History GTU was originally constructed in 1943 as U.S. Navy Auxiliary field. The airport was also used by the U.S. Navy ROTC as a training facility. Since then, the airport has gone through numerous improvements, including: • In Fiscal Year (FY) 1969, runways and taxiways were resurfaced. • In FY 1978, a Non-Directional Beacon (NDB) was installed. • In FY 1980, taxiways, access roads to hangars, a parking apron, and security fencing were installed. • In FY 1982, a Medium-Intensity Runway Lighting (MIRL) was installed on Runway 18- 36. • In FY 1983, Runway 18-36 and associated taxiways was seal-coated and remarked. • In FY 1987, the terminal apron area was expanded by 15,000 square yards and clear zone land was acquired. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.5 • In FY 1988, Runway 18-36 was reconstructed, and Taxiways "A" and "C" were overlaid. • In FY 1990, 3.24 acres of land in Runway 29 Runway Protection Zone (RPZ) was acquired and cleared obstructions. • In FY 1991, Runway 18-36 was extended to the south by 900 feet and marked. The MIRL was extended to the extended Runway 36 end. The Parallel Taxiway, Taxiway "C", was correspondingly extended to the extended Runway 36 end, and taxiway reflectors were installed. As a result of this extension, Lakeway Drive was relocated to the south. Airport game resistant fencing was also installed. • In FY 1995, centered 75-foot wide pavement of Runway 11-29 was reconstructed (75 feet wide by 4,100 feet long). A MIRL was installed. Runway End Identifier Lights (REIL) was installed for Runway 18 along with other visual aid improvements. • In FY 1995, a roadway, water line, and electric utilities were constructed for new hangar sites. • In FY 1999, several T-hangars, box hangars, and associated taxiways were constructed. Runway 18-36 was rehabilitated. Two holding aprons were added to both ends of Runway 11-29. • In FY 2000, a large Fixed Base Operator (FBO) hangars and two-way taxiway were constructed. • In FY 2003, the terminal was expanded and remodeled. Additionally, the following airport improvements have been approved by the City of Georgetown in 2004 and are expected to be implemented during the next two years. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.6 • The 8-foot game resistance fence and airport roadways will be rehabilitated. • Runway 11-29 will be rehabilitated and re-striped. • An Air Traffic Control Tower will be established. 1.2.2 Airport Role At the time this study was produced (fall 2004) GTU had 256 based aircraft and was experiencing approximately 127,700 annual aircraft operations in the year 2003. Its proximity to the Austin Metropolitan Area has reinforced its position as a very important airport in the Texas airport system, especially since the closure of two major Austin airports in 1999. Additionally, the easy ground access via Interstate Highway 35 and the large variety of facilities/services available at GTU give it significant advantages over other surrounding airports, and makes it a popular destination for many pilots and businesses. GTU is included in the FAA National Plan of Integrated Airport System (NPIAS, 2001-2005) as a reliever airport, and in Texas Airport System Plan Update 2002 (TASP) as a transport reliever airport. Its main function as a reliever airport is to provide alternative facilities for general aviation use to relieve congestion at Austin-Bergstrom International Airport. The role of GTU is not anticipated to change during the 20-year planning period. It is and will continue to be a facility primarily serving general aviation public, along with a noticeable numbers of corporate and business aviation users. Development, programming and analysis for the airport shall include a concept for balanced development, with amenities and functional attributes that are necessary to users of the airport. The development program should clearly delineate public and private financial sources. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.7 Further, from a review of previous studies and a review of the airport system serving the Central Texas area, the following statements establish the threshold from which this study began: • The City of Georgetown, the State of Texas, and the FAA consider GTU to be an extremely important facility within the Central Texas airport system and it has been identified as such in national, state and local plans. • GTU is in a geographical and economic setting that has a high potential demand for aviation facilities, particularly for general aviation service, and corporate and business use. • The recent closure of two airports in Austin area makes GTU more needed in the Central Texas airport system, even if the Central Texas Airport is built. The City holds that it is currently overburdened with general aviation demand. It endorses and strongly supports the construction of a new general aviation airport north of Austin but not within the city limits of Georgetown or its ETJ. • It is the policy of the City of Georgetown at the time this plan was adopted not to use public funds for projects that promote the growth of aviation traffic and noise at Georgetown Municipal Airport. The City may undertake projects necessary for the safe operation of the airport. 1.3 AIRPORT FACILITIES Airport facilities are divided into two categories: airfield facilities and landside facilities. Airfield facilities generally refer to runways, taxiways, airfield lights, and navigational facilities. Landside facilities include aircraft parking apron, a general aviation terminal, T-hangars, box hangars, fuel farms, and other supporting function facilities. Exhibit 1.2 illustrates the existing physical layout of the airport, and identifies all of the relevant landside facilities. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.8 Exhibit 1.2 Airport Layout ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.9 1.3.1 Runways GTU has two intersecting asphalt-paved runways, Runways 18-36 and 11-29. Runway 18-36 is a primary runway, 5,000 feet long by 100-feet wide. Runway 11-29 is a crosswind runway with 4,100 feet long by 75 feet wide usable pavement. Runway 18-36 has pavement strength of 30,000 lbs single wheel loads, while the pavement strength of Runway 11-29 is officially published as 12,500 lbs single wheel loads. The detailed discussion of Runway 11- 29 pavement strength is included in Section Three, Future Facility Requirements. Both runways have non-precision markings, including runway designation, runway threshold, centerline, aiming point, and edge markings. Table 1.1 summarizes the existing runway conditions. Runways 18 and 11 are utilizing standard left-hand traffic, while Runways 36 and 29 utilize right-hand traffic. Table 1.1 Existing Airfield Facilities Runway 18-36 Runway 11-29 Runway Length 5,000' 4,100' Runway Width 100' 75' Pavement Material Asphalt Asphalt Pavement Strength 30,000 lbs SWL (1)12,500 lbs SWL (2) Runway Marking Non-Precision Non-Precision Runway Lighting MIRL MIRL Runway 18 Runway 36 Runway 11 Runway 29 Navigational Aids REIL, PLASI REIL, PAPI Instrument Approach Procedure NDB, GPS GPS GPS GPS Traffic Pattern Left Right Left Right Notes: (1). SWL = Single Wheel Load. (2). Runway 11-29 is published officially as a 12,500 lbs SWL runway. The pavement strength discussion is included in Section Three. Sources: Airport Master Records (5010 Form), AirNav, FAA Aviation System Standards Exhibit 1.3 shows runway wind coverage based upon historical weather observations at Robert Mueller Municipal Airport, which is the closest available long-term historical data source. The wind coverage is determined by calculating the percentage of time the runway could be used by an aircraft for takeoff or landing with a maximum allowable crosswind, which is regulated by the FAA based on the Airport Reference Code (ARC). The crosswind should not exceed 16 knots and 13 knots for an ARC C-II runway and B-II runway, ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.10 respectively. As shown in Exhibit 1.3, Runway 18-36, which is aligned at 184.4 degrees (true AZIMUTH), covers 99.69% of time for a crosswind of 16 knots. Runway 11-29, which is aligned at 121-301 degrees (true AZIMUTH), covers 94.79% of time for a 13 knots crosswind. The combined wind coverage of both runways is 99.99%. The FAA recommended wind coverage for an airport is at 95% based on the total number of weather observations. Therefore, the existing runway layout at GTU is adequate in terms of wind coverage. 1.3.2 Taxiways/Taxilanes The taxiway/taxilane system at GTU consists of Taxiways "A", "B", "C", "D", and "E", and taxilanes providing accesses to hangar areas. Taxiway "A" runs from the Runway 18 end to the south, and after crossing the terminal apron as an apron edge taxilane, turns towards southeast to the Runway 29 end. Taxiway "B" begins from the terminal apron edge in the front of the terminal building, runs to the west crossing Runway 18-36, then turns northwest parallel to Runway 11-29, and finally connects with Runway 11 end. Taxiway "C" starts from the south side of terminal apron edge, runs to the south crossing Runway 11-29, and finally connects with Runway 36 end. Taxiway "D", located approximately 1,700 feet from the Runway 11 end, connects Runway 11-29 via 45- degree angle with Taxiway "B". Taxiway "E", located approximately 900 feet north to the Runway 36 end, connects Runway 18-36 via 90-degree angle with Taxiway "C". All taxiways are over 50 feet wide and are installed with retroreflective taxiway centerline markers. A series of taxilanes, connecting with Taxiways "A" or "C", provides aircraft taxiing route to aircraft hangar areas. The following are recent taxilane developments at GTU. A 50-foot wide taxilane connecting with Taxiway "A", providing aircraft access to the City-owned T- hangar area located at the northeast of the airport. A two-way taxilane is situated at the Runway 29 end, providing aircraft taxiing accesses to several tenants including Georgetown Aviation, a full-service FBO, by connecting to Taxiway "A". ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.11 Exhibit 1.3 Runway Wind Coverage ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.12 1.3.3 Airfield Lighting System Both Runways 18-36 and 11-29 are equipped with a Medium Intensity Runway Lighting (MIRL) system. The MIRL of Runway 18-36 is controlled by a photocell, which activates the lights at dusk at the preset low-intensity level and turns them off at dawn. This MIRL can also be activated and its intensity can be adjusted by a pilot the GTU Unicom radio frequency of 123.0 MHz. The MIRL on Runway 11-29 can be activated only by a radio control and only during period when the MIRL of Runway 18-36 is on. The same radio control is also used to adjust the intensity of MIRL on Runway 11-29. A lighted wind cone and segmented circle is located north to the intersection of both runways and south to Taxiway "B". A lighted rotating beacon, emitting white and green light, is located east to the airport terminal building. 1.3.4 Airport Navigational Aids Runways 18 and 36 are equipped with Runway End Identifier Lights (REIL) systems, which provide positive identification of the runway approach end. The REIL on Runway 18 end can be controlled by radio. Runway 18 is served by a one-box Pulsating Visual Approach Slope Indicator (PLASI), which has a 3.5-degree aiming angle and is located approximately 518 feet down Runway 18, on the left side of the runway. Runway 36 is served by a four-box Precision Approach Path Indicator (PAPI), which provides a standard 3.0-degree glide angle and is located approximately 600 feet down Runway 36 the left hand side of the runway. The PAPI can also be controlled by a radio. A NDB system is located close to Runway 18 approach end to the west. It transmits a signal at a frequency of 332 MHz with the identification as "GUO". ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.13 Traffic advisories can be obtained through a Common Traffic Advisory Frequency (CTAF) of 123.0 MHz, which is also the radio frequency for Aeronautical Advisory Stations (UNICOM). This frequency is monitored by airport personnel during normal business hours. Clearance delivery for Instrument Flight Rules (IFR) flights is obtained from Austin Departure Control through a Remote Transmitter/Receiver (RTRO) on the airport with a radio frequency of 121.1 MHz. Aircraft approach and departure instructions are also provided by Austin Approach and Departure Control on frequency 119.0 MHz. GTU is currently supporting five non-precision approaches, including one non-precision approach through NDB to Runway 18 and four Global Positioning System (GPS) approaches to four runway ends. 1.3.5 Weather Observation Station An Automated Weather Observing System (AWOS) is located north of the terminal apron. It provides pilots with minute-to-minute local weather updates, including the airport altimeter setting. The information can be obtained on frequency of 135.425 MHz or by calling 512- 869-3430. 1.3.6 Aircraft Parking Apron The public aircraft parking apron is located in the front of the terminal building. It covers approximately 30,000 square yards. Additional, aircraft parking aprons are also provided at the FBOs and other tenant facilities. 1.3.7 Terminal Building The terminal building is located at the east edge of the terminal apron, and is the center for airport management and administration. It provides a public lounge/conference room with cable TV and the Direct User Access Terminal System (DUATS), a pilot's flight planning room with a weather radar terminal and telephone, vending machines, and restrooms. The terminal building is open from 7:00 am until dusk, seven days a week. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.14 A paved automobile parking lot is located at the landside of the terminal building. Terminal Drive, a public roadway located in the front of the terminal, provides a direct access from the airport entrance at Airport Road to the terminal. 1.3.8 Aircraft Tie-Downs A total of 45 aircraft tie-down spaces are provided at GTU. 33 tie-downs are for based aircraft and are 100% rented at the present. Out of the 33 based aircraft tie-downs, five are located on grass adjacent to the taxiway. Parking on the grass is not desirable for aircraft for a variety of reasons, but these tie-downs are located within the Object Free Areas (OFA) of Runway 18-36 and Taxiway "A", thus not permissible FAA design standards. The remaining 12 tie-downs are all open for itinerant aircraft and placed at the paved terminal apron area. 1.3.9 Hangars The City of Georgetown owns two conventional box hangars, eight rows of T-hangar buildings, and two hexagon-shaped hangars, for a total of 113 hangar spaces. Currently, they are 100% rented. Besides the City-owned hangars, there are 24 tenant/FBO facilities at the airport, providing aircraft storage, engine and avionics maintenance, pilot training, aircraft rental, aircraft sale, and other aviation related services. 1.3.10 Fuel Facilities The City installed a 10,000-gallon underground steel tank for AvGas storage in 1980s, and a 12,000-gallon double-wall steel, fiberglass lined underground tank for Jet A fuel storage in 1991. The tanks have cathodic protection and monitoring wells. Two AvGas self-fueling dispenser stations are located on the terminal apron in the front of the terminal. Lines to the self-fuel dispenser stations were replaced with double-walled fiberglass pipes in 1987. One Jet A fuel dispenser station is located to the south of the terminal building. No private fuel storage tanks are allowed in the airport. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.15 The City purchases AvGas and Jet A fuel from fuel vendors, and all tenants/FBOs purchase fuel from the City at the whole sale price. Pilots can purchase AvGas from FBOs or from City self-fueling dispensing stations. Pilots that require Jet A must purchase fuel from the FBOs. Two FBOs, Georgetown Aviation and Georgetown Jet Center sell fuel using fuel trucks. 1.3.11 Airport Perimeter Fencing Deer and other non-domestic animals are seen on and around the airport frequently. Their encroachment on the airport, especially on the runways and taxiways, is a serious safety concern to aircraft. The airport is also surrounded by a residential neighborhood and has major roadways on all sides. To protect the safety of aircraft operations and provide security environment, an eight-foot game fence was installed in 1991 along Airport Road and around the airfield. Three remote-controlled gates are installed along the fence. The airport main entrance gate is placed at the intersection of Airport Road and Terminal Drive. The second gate is located north to the main entrance at the intersection of Airport Road and Aviation Drive; the third is placed south to the main entrance at the intersection of Airport Road and Wright Brothers. Drive. All gates are controlled by a timer with a setting for opening at 7:00 am and closing at 7:00 pm. Automobile detection sensors are also buried underground at the both sides of the gates. During the times that the gates are closed, vehicles approaching a gate the airport will trigger the metal detector and the gate will be opened. 1.3.12 Airport Roadways Interstate Highway I-35 is the major highway access for GTU. Visitors coming north on I-35 use Exit 264, turn left at Austin Avenue, cross over the bridge to Lakeway Drive, and turn right onto Airport Drive. The airport main gate is located along Airport Road. Visitors coming south on I-35 use Exit 264, turn right onto Lakeway Drive, and then turn right onto Airport Road. Visitors enter the airport through the main entrance gate and follow Terminal Drive, which connects to the terminal automobile parking lot. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.16 Additionally, a series of on-airport and one off-airport roadways provide roadway accesses to tenants/FBOs facilities. 1.3.13 Stormwater Pollution Prevention Control Facility GTU is located on the Edwards Aquifer Discharger Zone and is required by the Environmental Protection Agency (EPA) and Texas Commission on Environmental Quality (TCEQ) to treat storm water runoff before it is discharged. Two storm water pollution prevention control facilities exist at GTU. One facility, called water quality pond, was installed in 1998 adjacent and north to Terminal Drive. The water quality pond was designed to capture and filter the first one-half inch of storm water runoff form the north T-hangar areas of approximately 16.2 acres. The treated storm water runoff is then discharged into the culverts underneath Terminal Drive. The second stormwater pollution prevention control facility is located at the southeast corner of the airport property, and calling the extended detention pond. The facility captures stormwater runoff from upstream and retains it for a period of time. It functions as a sedimentation and filtration structure, as well as a detention pond. Additionally, a 360-gallon above ground waste oil collection tank is located north of Hangar A. It is a safe disposal station for used oils and lubricants generated from various maintenance activities at the airport. 1.4 AIRPORT SERVICES The City of Georgetown is responsible for airport administration, management, and maintenance of GTU. The airport is managed by a full-time airport manager who supervises three airport employees. A seven-member Airport Advisory Board monitors the airport operations and makes recommendations to the City Council. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.17 The City also provides fuel services, aircraft parking and storage service, as well as maintaining the terminal. The airport tenants/FBOs provides variety of aviation related services to airport users. Table 1.2 summarizes the services that are provided by the City of Georgetown and private businesses at the airport. Table 1.2 Airport Services Airport Business Name Services Provided The City of Georgetown AvGas Self-Fueling, Aircraft Tie-downs, Aircraft Hangars and Storage, Terminal Building, Courtesy Cars Adventure Aviation Flight Training, Aircraft Rental, Aircraft Simulator, CATS Testing Center, Pilot Shop A.I.M Aviation Service, Inc. Engine and Airframe Maintenance, Flight Instruction, Pilot Service, Aviation Consulting Aircraft Systems & Manufacturing Engineering, Avionics Integration Cannan Aviation Used Aircraft Sales Cannon Aviation Group Helicopter Sales Castleberry Instruments Aircraft Instruments, Manufacturing and Repair Central Texas Avionics, Inc. Avionics Repair and Installation/Modification, Turboprop, Jet, and Piston Aircraft Repair Century Turbines Turboprop Aircraft Inspections, TPE 331 Engine Repair, PT6A Engine Repair, Turboprop Aircraft Purchase/Sales Gantt Aviation, Inc. Aircraft Sales Georgetown Aviation Facilities Full-Service FBO, Jet A Fuel/AvGas Sales, Rental Cars, Catering, Aircraft Parking, Aircraft Hangars, Aircraft Charters/Management/Leasing, Pilot/Passenger Lounges, Courtesy Cars Georgetown Jet Center Jet A Fuel, Aircraft Parking, Aircraft Hangar, Passenger Terminal and Lounge, Aircraft Maintenance, Aircraft Cleaning/Washing/Detailing, Catering, Rental Car, Courtesy Transportation, Courtesy Cars Ican Aviation Flight Instruction and Airspace Storage I.F.R Flight Training School Flight Training School, Elite Flight Simulator Leather Specialties Aircraft Interiors Pilot's Choice Aviation Flight School (Part 61 & FAA Approved Part 141), Retail Store/Pilot Supplies S.R. Aviation Aircraft Repair and Maintenance Trinity Aviation Corporate Jet and Helicopter Sales Wright Aviation Cessna Pilot Center, Pilot Training, Elite Flight Simulator, LaserGrade Computer Testing Center, Aircraft Sales and Rental, Pilot Supplies Sources: The City of Georgetown, Georgetown Municipal Airport Management, Airnav 1.5 AIRSPACE ISSUE The airspace overlaying GTU is currently designated by the FAA as Class E, which has a controlled airspace floor of 700 feet above the surface1. 1 See FAA Airman Information Manual, Chapter 3. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.18 The surrounding general aviation airports, which include Kittie Hill, Taylor, Lago Vista TX-Rusty Allen, Lakeway, Burnet Craddock, Lampasas, Killeen and Temple, are controlled by Class E airspace. Austin-Bergstrom International Airport is controlled by Class C airspace. There are several Military Operations Areas (MOAs) around the GTU area. The MOA is the airspace reserved for military use. 30 miles to the northwest of GTU is the Gray MOA, adjacent and north to the Gray MOA is the Hood MOA. These two MOAs with the airspace from 2,000 feet to 18,000 feet (FL 180) are reserved for the military and are in effect Monday through Friday, 7:00 am to 7:00 pm. Approximately 80 miles to the south of GTU are Randolph 1A and 1B MOAs, and Kingsville 4 and 5 MOAs. Approximately 100 miles to the southwest of GTU are Randolph 2B and 2A MOAs. Additionally, approximately 27 miles north of GTU, there are four restricted areas designated as R- 6302A, R-6302B, R-6302C and R-6302D. Restrictions in these areas are intermittent, but their presence does affect the manner in which aircraft arriving from the north enter the traffic flow into the Austin-Georgetown area. Several alert areas, located approximately 70 miles southwest and 110 miles south of GTU, are designated as A-638, A-635, A-632D, and A-632E. The alert is concentrated student jet training activities. 1.6 FLY FRIENDLY PROGRAM GTU is surrounded by well-established residential neighborhood. To minimize the noise impact of aircraft operations and maintain continued community support, the City of Georgetown has developed a voluntary noise control and safety program, called "Fly Friendly Program". The program was developed with the participation of the airport tenants, pilots, neighborhood representatives, the Aircraft Owners and Pilot's Association, TxDOT, the Airport Advisory Board and the City of Georgetown. The program recommends several noise abatement and safety procedures, and delineates noise sensitive areas with two-mile radius around the airport. It is printed as a single flyer paper and is available to everyone that may be interested. A copy of the flyer is shown on Exhibit 1.4. The program is voluntary, but its effectiveness is believed to be very positive in the context of overall airport operational impact to the neighborhoods nearby. ________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 1.19