HomeMy WebLinkAboutGTUSection2-ActivityForecasts09-20-04 AIRPORT MASTER PLAN UPDATE
SECTION TWO GEORGETOWN MUNICIPAL AIRPORT
ACTIVITY FORECASTS GEORGETOWN, TEXAS
This section addresses the maximum anticipated levels of aviation activity at Georgetown Municipal
Airport (GTU) for the next 20 years. Included in this section are forecasts of based aircraft, aircraft
operations, fleet mix, and other essential data for determining airport facility requirements. The time
frame for the activity forecasts is a 20-year period, beginning from the year 2004 and ending in 2024.
Georgetown Municipal Airport is defined in the National Plan of Integrated Airport System (NPIAS) of
the Federal Aviation Administration (FAA) as a reliever airport.
2.1 AIRPORT SERVICE AREA DEFINITION
Exhibit 2.1 illustrates the area that was identified by GRW Willis, Inc. as the generalized limits of
attraction to users of GTU. This delineation is essential because it must be assumed that the airport
has a limited service area from which to attract users, and aviation activity at the airport has a close
relationship with economic and demographic characteristics of the service area.
The primary airport service area is defined as the area within an approximately 30-minute driving
distance from the airport and in which at least 50% of the potential general aviation users would be
attracted to the airport. As shown in Exhibit 2.1, the primary service area of GTU includes most of
Williamson and Travis Counties, and parts of Bell and Burnet Counties.
The secondary airport service area is defined as the area within an approximately 45-minute driving
distance from the airport and within which significantly less than 50% of the potential general
aviation users would utilize the airport. The interaction between GTU and other airports in the
region that have similar facilities is the other determinant factor in defining the secondary airport
service area. As depicted in Exhibit 2.1, the secondary service area of GTU includes the entire
Williamson and Travis Counties, most of Bell and Burnet Counties, and small portions of Hays,
Bastrop, Lee and Milam Counties.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.1
Exhibit 2.1
PRIMARY AND SECONDARY AIRPORT SERVICE AREA
2.2 AIRCRAFT OWNER AND PILOT SURVEY
A survey questionnaire of aircraft owner and pilots was conducted in airport primary service area that
is defined above to assist in the assessment of the potential improvement of GTU. The names and
addresses of these local aircraft owners and pilots were obtained from FAA records through a
contractor, AIRPAC.
A total of 806 questionnaires were sent out to the aircraft owners and pilots. 181 completed
responses were received, representing a response rate of 22.46%. It should be noted that 32 surveys,
corresponding to 3.97% of the surveys that were mailed, had been returned as a result of incorrect
address. A summary of pilot survey results in attached in Appendix “A”.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.2
The survey data indicates out of 181 completed response, 93 aircraft owners/pilots or approximately
51% use GTU for personal purpose only, 70 aircraft owners/pilots or 39% use GTU for both personal
and business purposes, 16 aircraft owners/pilots or approximately 9% do not use GTU at all, the
remaining 1% use GTU for business only.
131 pilots or approximately 72% of total respondents, indicated that they would base an aircraft at
GTU, 46 aircraft owners/pilots or 26% would not base an aircraft at GTU, and the remaining 2%
were not sure or did not provide an answer.
Aircraft owners/pilots were asked to indicate what facilities, activities or capabilities they consider
essential to the airport to provide. A total of 178 responses were received for this question. The
results are summarized in Table 2.1.
Table 2.1
Summary of Survey Results
(Facilities, Activities or Capabilities Essential to the Airport to Provide)
Facilities, Activities or Capabilities Total Response % of Total Response
Aircraft Self Fueling 164 92.13%
Tiedowns/Hangars 161 90.45%
Aircraft Maintenance 151 84.83%
General Aviation Terminal 143 80.34%
Flight Instruction, Aircraft Rental, Aircraft
Charter and Other Flight Related Activities 132 74.16%
Precision Instrument Approach 121 67.98%
Avionics Repair/Radio Shop 110 61.80%
Aircraft Fueling - FBO Fueling 81 45.51%
Restaurant 79 44.38%
Car Rental 72 40.45%
Tourism/Entertainment 26 14.61%
Conference Center 21 11.80%
Source: GRW Willis, Inc., April 2004
As shown in Table 2.1, aircraft self-fueling draw most attention from aircraft owners/pilots, followed
by aircraft tiedowns and hangar spaces, aircraft maintenance, general aviation terminal, and Flight
instruction. Generally, an airport leaves 10 to 20% of tiedowns or hangar spaces open for transient
aircraft and for future development. In the case of GTU, as January 2004 tiedowns and hangar
spaces are 100% rented. This indicates 1) more tiedowns and hangar spaces are needed at GTU; 2)
substantial potential transient operations may have been kept away from the GTU; 3) the impact of
closures of Robert Mueller Municipal Airport and Austin Executive Airpark on GTU and other airports
in surrounding areas, will remain (and may get worse) until a significant change occurs in the central
Texas airport system, such as addition of a new central Texas airport.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.3
The survey asked aircraft owners/pilots to rate the impact of a new general aviation airport in central
Texas region on their use of GTU. 66 aircraft owners/pilots or approximately 38%, out of 171
responses to this question indicated that it would not impact them at all, 57 aircraft owners/pilots or
approximately 33% rated the impact as slight, 35 aircraft owners/pilots or 21% rated the impact as
moderate. Only 13 aircraft owners/pilots or about 8% indicated that it would have an extreme
impact on their use of GTU.
In terms of the maximum distance that aircraft owners/pilot are willing to travel to an airport, the
survey indicates, as summarized in Table 2.2, that approximately 64% of 167 responses to this
question are willing to drive 30-miles or less to an airport, while only about 7% are willing to drive 50
miles or more to an airport.
Table 2.2
Summary of Survey Result
(Maximum Distance to an Airport)
Distance (Mile) Total Response % of Total Response
Less Than 5 Miles 5 2.99%
5 - 9 Miles 1 0.60%
10 - 19 Miles 29 17.37%
20 - 29 Miles 71 42.51%
30 - 39 Miles 41 24.55%
40 - 49 Miles 9 5.39%
50 - 59 Miles 7 4.19%
Not Less Than 60 Miles 4 2.40%
Total 167 100.0%
Source: GRW Willis, Inc., April 2004
Aircraft owners/pilots were also asked to identify the general aviation airport that they are currently
using and the frequency of use. 170 responses were received. Respondents who indicated that they
are using GTU at present represents about 60% of total respondents to this question; 57% out of
those indicated that he/she is operating at GTU at least once a week.
Additionally, many valuable comments and concerns were provided by aircraft owners/pilots along
with the above data. The top five most frequent comments are summarized below:
• An Air Traffic Control Tower (ATCT) needs to be established at GTU, primarily due to safety
concerns. The respondents indicated that the high level operations conducted by variety of
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.4
aircraft mixing with extensive student training make GTU unsafe and increases the potential
for mid-air collision. (During the process of this study, the City of Georgetown has decided to
establish an ATCT at GTU.)
• GTU is essential to the economic viability of the City and needs to be well maintained and
managed.
• A precision instrument approach at GTU would be useful.
• Hangar rentals at GTU have been too high and there is a need for more and less costly
T-hangars, hangars, and covered tiedown spaces.
• A need for a courtesy car for pilots. (GTU provides two courtesy cars but apparently their
availability is not well known.)
2.3 SOCIO-ECONOMIC TRENDS
Socio-economic characteristics of the airport service area impact the level of aviation activities and
the type of aircraft operated at an airport. The socio-economic characteristics that were investigated
in this study include population, employment, and per capita income. Eight counties, including
Bastrop, Bell, Burnet, Hays, Lee, Milam, Travis and Williamson Counties, are identified above to be
within the airport service area. The socio-economic characteristics of these eight counties were
compared with the average level in the State of Texas and are discussed as below.
2.3.1 Population
Population is an importation indicator of economical strength in a region. The wealthier a
region is, the more people would be attracted to the region and live there. Generally, growth
in population will generate more demand on general aviation. The more demand will result
in the more general aviation aircraft be purchased and based at an airport, and the more
aircraft operations be conducted at the airport. Population has long been recognized as a
leading factor in many aviation planning studies for future aviation activity projections.
Table 2.3 shows the historical population data for these eight Counties, as well as for the
State of Texas as a whole. As shown in Table 2.3, five counties out of these eight counties
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.5
had experienced higher than the statewide average population growth from the year 1994 to
2003, especially Williamson County, with a growth rate more than three times higher. The
total population of these eight counties increased 31.26% during the last 10-year period,
higher than the statewide average growth of 17.59% at the same time period. It should be
noted that out of 254 counties in the State of Texas, 7.49% of the 2003 population lives in
these eight counties, 5.20% of the population live in Travis and Williamson Counties alone.
Table 2.3
Historical Population (1994 - 2003)
County Name 1994 2003
% of Change
(1994-2003)
Bastrop 43,433 62,616 44.17%
Bell 221,127 251,068 13.54%
Burnet 25,226 36,322 43.99%
Hays 74,779 107,994 44.42%
Lee 13,944 16,209 16.24%
Milam 23,423 24,569 4.89%
Travis 671,759 859,210 27.90%
Williamson 171,387 276,245 61.18%
Total of Eight Counties 1,245,078 1,634,233 31.26%
State of Texas 18,564,062 21,828,569 17.59%
Source: Texas Data Center (0.5 Migration Scenario), February 2004
The higher-than-state-average population growth trend in these eight counties was projected
by Texas Data Center and Texas Water Development Board to continue through the study
period of 2004 to 2024. Table 2.4 summarizes the population in each county and the total
population for Texas as projected by Texas Data Center.
Table 2.4
Population Projection (2004 - 2024)
County Name 2004 2009 2014 2019 2024
Bastrop 64,329 73,436 83,669 95,157 107,674
Bell 255,365 275,489 294,228 312,280 330,147
Burnet 37,061 41,067 45,431 50,101 54,829
Hays 111,712 131,314 152,639 174,355 196,630
Lee 16,413 17,554 18,792 20,104 21,297
Milam 24,674 25,320 26,013 26,688 27,217
Travis 874,737 948,793 1,020,541 1,091,361 1,162,240
Williamson 285,234 331,666 381,857 437,667 500,043
Total of Eight Counties 1,669,525 1,844,639 2,023,170 2,207,713 2,400,077
State of Texas 22,158,126 23,835,460 25,580,736 27,375,692 29,199,030
Source: Texas Data Center (0.5 Migration Scenario), February 2004
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.6
2.3.2 Employment
Employment is another factor that is essential in analyzing economic characteristics of an
area. Growth in employment generally reflects economic development patterns in an area.
In general, in an economically healthy area, trends in employment are consistent with the
trends in population growth.
Table 2.5 lists employment in the eight counties and for the State of Texas for the years 1997
and 2003. As shown in Table 2.5, total employment area in these eight counties increased
16.23% from the year 1997 to 2003, higher than the statewide average employment growth
of 11.04%. The percentage of total state employment that is within these eight counties grew
from 7.77% in 1997 to 8.13% in 2003, despite an economic downturn. Although Travis
County alone employs 5.52% of total state employments in 2003, the percentage of the total
state employment for Travis County is virtually unchanged from 1997 to 2003 due to
economic decline in high-tech sector, which is the largest employment sector in that region.
The Williamson County, on the other hand, experienced an annual employment growth of
6.66% during the last seven-year period, employed 0.62% and 0.88% of total state
employment, in the years 1997 and 2003, respectively.
Table 2.5
Historical Employment (1) (1997 - 2003)
County Name 1997 2003
% of Change
(1997-2003)
Bastrop 8,856 11,145 25.85%
Bell 80,388 88,397 9.96%
Burnet 8,088 10,555 30.50%
Hays 29,310 37,245 27.07%
Lee 5,059 5,034 -0.49%
Milam 6,285 6,463 28.32%
Travis 451,440 505,418 11.96%
Williamson 51,039 80,127 56.99%
Total of Eight Counties 640,465 744,384 16.23%
State of Texas 8,610,266 9,154,046 11.04%
Note: (1). All employment data are average employment of first quarter in a year.
Source: Texas Workforce Commission, February 2004
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.7
2.3.3 Per Capita Income
Per capita income is an economic measurement reflecting average wealth and average
buying power in an area. It drives the level of demand for goods and services.
Table 2.6 summarizes the historical per capita income for the eight counties and the State of
Texas as a whole from the year 1990 to 2001. As shown in Table 2.6, one county out of
eight study counties, Travis County, had higher than state average per capita income
throughout the entire time period. Williamson County experienced higher than state average
per capita income from the year 1996 to 2000, then had a sharp decrease in 2001, which
appears to be the result of loss of jobs from high-tech industries in Austin and the surrounding
area. The remaining six counties all had lower than state average per capita income during
the time period of 1990 to 2001.
Table 2.6
Historical Per Capita Income (1) (1990-2001)
County Name 1990 2000 2001
% of Change
(1990-2001)
Bastrop $13,597 $20,934 $20,939 54.00%
Bell $15,689 $24,612 $25,396 61.87%
Burnet $15,966 $22,244 $23,533 47.39%
Hays $13,879 $22,970 $23,351 68.25%
Lee $13,627 $19,501 $19,321 41.78%
Milam $13,499 $21,536 $21,322 57.95%
Travis $19,550 $35,094 $35,267 80.39%
Williamson $16,219 $29,822 $26,940 66.10%
Average of Eight
Cti $15,253 $24,589 $24,059 60.68%
State of Texas $17,446 $28,035 $28,472 63.20%
Note: (1). Per capita income is in current dollars, and not adjusted by inflation.
Source: Texas Workforce Commission, February 2004
2.4 GENERAL AVIATION AIRCRAFT ACTIVITY FORECASTS
In 2001, the Texas Legislature passed House Bill 2522, which requires Texas Department of
Transportation (TxDOT) to establish and maintain a general aviation airport in Central Texas. TxDOT
has concluded that a sufficient demand exists in this region to support a new airport; however, it
appears that the project may not be completed due to lack of local sponsorship and opposition to
the project by several communities.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.8
Aviation activity at GTU would be affected if a new general aviation airport were established. The
forecasts in this study consider this a possibility, and compare it with a scenario that no new airport
will be established in the region.
Another issue that has been raised recently is the need for an air traffic control tower (ATCT) at GTU
due to safety concerns. The impact of ATCT on GTU has been included in this forecast and
compared with a scenario that no ATCT will be established. During the development of this study,
the City of Georgetown has decided to construct an ATCT.
Besides the socio-economic characteristic of the region, the possible impact of a new general aviation
airport and air traffic control tower, the following factors will also influence future aircraft activity at
GTU:
• Number and type of based aircraft
• Pilot training activity
• Facilities and services available at the airport
• Future airport facilities improvements, including navigation aids, maintenance/storage
hangars, fuel facilities and other essential amenities.
• Facilities and services available at competing area airports.
• Business and economic activity in the area served by the airport.
• Size and character of the business community using the airport for transportation purposes
and for shipment of goods.
Additionally, the economic climate for commercial and industrial development in the area will be
influential on the characteristics of the aircraft using the airport. The favorable commercial and
industrial development in the Georgetown-Austin area will lead to changes in aircraft fleet mix – a
growing percentage of aircraft used for business purpose, particularly those used as corporate aircraft,
and an increase of high-performance aircraft.
Aircraft activity forecasts contained in this section form the basis upon which facility requirements are
determined. They are also one of the primary inputs for analyzing the aircraft noise exposures.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.9
The role of GTU in the entire Texas aviation system is assumed unchanged during the 20-year
planning period. It assumed to remain as a reliever airport, and a general aviation facility serving the
airport service area. The following forecasts were generally based upon historical growth rates,
population and economic data, and information available in applicable federal and state forecasts for
population in airport service area. The period of these projections is 20 years, from 2004 to 2024,
while 2003 is the base year due to data availability. Two scenarios have been established in this
forecast, including:
• With New Central Texas Airport and With Air Traffic Control Tower (W/NCTA & W/ATCT)
• Without New Central Texas Airport and With Air Traffic Control Tower (W/O NCTA &
W/ATCT)
It should be noted that if actual traffic deviates significantly from the aircraft activity projections
shown in this study, a reassessment of the airport development plan and of anticipated expansions of
airport facilities would be in order. Levels of noise exposure and the area of geographic coverage
may also be affected.
2.4.1 Registered Aircraft
The number of based aircraft and aircraft activities at a general aviation airport are a function
of registered aircraft in a region. The relationship between the registered aircraft and
population in a study area is well understood and easily quantified. This study used this
relationship to project the total registered aircraft in GTU's service area, including Bastrop,
Bell, Burnet, Hays, Milam, Lee, Travis, and Williamson Counties. Table 2.7 lists the historical
records of total registered aircraft and populations in these eight counties, as well as the
corresponding ratios of registered aircraft per 1,000 populations. As shown in Table 2.7, the
number of registered aircraft per 1,000 population from the year 1994 to 2003 in eight
counties ranges from 0.98 to 1.02, with an exception of 0.95 in 2002. The linear regression
analysis was also conducted between the historical population and registered aircraft data
shown in Table 2.7. The regression analysis showed a coefficient of 0.94, which represents a
good linear relationship between the population and registered aircraft in these eight
counties. The future registered aircraft were then estimated using the projected total
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.10
populations of eight counties and the ratio of the registered aircraft to 1,000 populations of
0.99. Table 2.8 summarizes the total projected registered aircraft in eight counties during the
20-year planning period. As shown in Table 2.8, the total registered aircraft in eight counties
was forecasted to increase from 1,666 in 2004 to 2,573 in 2024.
Table 2.7
Historical Total Registered Aircraft for Eight Counties (1994-2003)
Year Population Registered Aircraft Ratio of Registered Aircraft per 1000 Population
1994 1,245,078 1,258 1.01
1995 1,291,840 1,277 0.99
1996 1,339,129 1,311 0.98
1997 1,380,574 1,392 1.01
1998 1,428,911 1,418 0.99
1999 1,480,877 1,512 1.02
2000 1,529,585 1,530 1.00
2001 1,569,524 1,608 1.02
2002 1,609,463 1,530 0.95
2003 1,649,402 1,626 0.99
Sources: Texas Data Center, AIRPAC, Inc.
Table 2.8
Registered Aircraft Projections for Eight Counties (2003-2024)
Year
Eight Counties'
Population
Ratio of Registered Aircraft
Per 1000 Population
Eight Counties' total
Registered Aircraft
2003 (Existing) 1,649,402 0.99 1,626
2004 1,689,341 0.99 1,666
2009 1,889,037 0.99 1,863
2014 2,123,776 0.99 2,094
2019 2,207,713 0.99 2,334
2024 2,609,127 0.99 2,573
Annual Growth
2004-2009 2.26% 2.26%
2009-2014 2.37% 2.37%
2014-2019 2.19% 2.19%
2019-2024 1.96% 1.97%
Sources: Texas Data Center; AIRPAC, Inc.; GRW Willis, Inc.
2.4.2 Based Aircraft
Table 2.9 lists the historical record of based aircraft at GTU. The percentage of registered
aircraft in eight counties that were based at GTU was also calculated and summarized in
Table 2.9. As shown in Table 2.9, from the year 1994 to 1998, approximately 9 to 10% of
total registered aircraft of these eight counties were based at GTU. Due to closures of Robert
Mueller Municipal Airport and Austin Executive Airport in 1999, FAA Airport Master Records
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.11
(5010 Forms) indicate that 135 aircraft were added to GTU based aircraft fleet in 2000,
reaching a peak of 268 based aircraft. The number of based aircraft at GTU in 2000
represented 17.52% of the total registered aircraft in the eight counties. By the year 2003,
the number of based aircraft at GTU dropped to 256, which is 15.74% of the total eight
counties’ registered aircraft.
Table 2.9
Historical Record of Based Aircraft (1994-2003)
Year Registered Aircraft Based Aircraft at GTU Market Share (1)
1994 1,258 112 8.90%
1995 1,277 123 (2)9.63%
1996 1,311 133 10.14%
1997 1,392 133 9.55%
1998 1,418 133 9.38%
1999 1,512 201 (2)13.29%
2000 1,530 268 17.52%
2001 1,608 264 (2)16.42%
2002 1,530 261 (2)17.06%
2003 1,626 256 15.74%
Notes: (1). Market Share = Based Aircraft at GTU/Registered Aircraft
(2). Interpolated numbers by GRW Willis, Inc.
Sources: AIRPAC, Inc., Airport Master Records (5010 Forms)
The projection for based aircraft was conducted for two scenarios. One is "W/NCTA"
scenario, which assumed that a new general aviation airport will be established and open to
public in central Texas area by the year 2009, and that by 2019 the central Texas aviation
market will be stable and mature; the other is "W/O NCTA", which assumed that no new
general aviation airport will open to public in central Texas region during the 20-year
planning period. It was also assumed that the establishment of the ATCT would not affect the
number of based aircraft. However, the air traffic control tower will likely influence the type
of based aircraft at GTU and is discussed later in this section. Table 2.10 summarizes the
projected based aircraft under "W/NCTA" and "W/O NCTA" scenarios within the planning
time frame. As shown in Table 2.10, under "W/NCTA" scenario, based aircraft at GTU were
projected to experience an annual growth of 1.70% from 262 in 2004 to 285 in 2009, then
decrease at an annual rate of 1.03% to 257 in 2019 with the opening of new central Texas
airport. The airport will then experience an increase at an annual rate of 1.95% after the
maturity of aviation market in 2019 to 283 in 2024.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.12
Under "W/O NCTA" scenario, the based aircraft market share of total registered aircraft in the
eight counties was assumed to remain the same as in 2003. The number of based aircraft is
projected to increase from 262 in 2004 to 405 in 2024.
Table 2.10
Projection of Based Aircraft (2003-2024)
W/NCTA W/O NCTA
Year
Registered
Aircraft
Based Aircraft
at GTU Market Share (1)
Based Aircraft
at GTU Market Share (1)
2003 (Existing) 1,626 256 15.74% 256 15.74%
2004 1,666 262 15.74% 262 15.74%
2009 1,863 285 15.31% 293 15.74%
2014 2,094 275 13.16% 330 15.74%
2019 2,334 257 11.00% 367 15.74%
2024 2,573 283 11.00% 405 15.74%
Annual Growth
2004-2009 2.26% 1.70% 2.26%
2009-2014 2.37% -0.71% 2.41%
2014-2019 2.19% -1.34% 2.15%
2019-2024 1.96% 1.95% 1.99%
Notes: (1). Market Share = Based Aircraft at GTU/Registered Aircraft
Sources: AIRPAC, Inc., Airport Master Records (5010 Forms)
The FAA Natural Plan of Integrated Airport Systems (NPIAS) for 2001-2005 forecasts that by
the year 2005, GTU would have 225 based aircraft. The Previous GTU Master Plan that was
completed in 1998 projected GTU to have 169 based aircraft by the year 2005 and 244
based aircraft by 2015. It is evident that the NPIAS forecast and the 1998 Master Plan
forecast are too low since by 2003 GTU has already based 256 aircraft, and significant
changes in aviation were expected in the central Texas region within the foreseeable future.
On the other hand, Federal Aviation Administration (FAA) Terminal Area Forecast (TAF) as of
March 2004 predicted that by the year 2003 306 aircraft would be based at GTU. The FAR
Part 150 Noise Compatibility Study Update completed in November 2003 forecasted 320
aircraft would be based at GTU by the year 2006. Although Georgetown Municipal Airport
has experience a high volume of aircraft operations and 100% hangar and tie-down
occupancy as of March 2004, both FAA TAF and Part 150 study forecasts appear to be over-
optimistic. Exhibit 2 compares these four forecasts along with the two forecasts conducted in
this study for both "W/NCTA" and "W/O NCTA" scenarios.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.13
Exhibit 2.2
Comparison of Based Aircraft Forecasts
Existing 256 Based Aircraft
0
100
200
300
400
500
600
700
1994199619982000200220042006200820102012201420162018202020222024
YEAR
BA
S
E
D
A
I
R
C
R
A
F
T
Forecast (W/ NCTA)
98 Master Plan
FAA TAF
2003 Part 150 Study
Forecast (W/O NCTA)
Sources: FAA TAF, 2004; Georgetown Municipal Airport Master Plan, Coffman Associates, 1998; FAR Part 150 Noise Compatibility Study
Update, Coffman Associates, November 2003; GRW Willis, Inc., March 2004
2.4.3 Based Aircraft Mix
The distribution of different type of aircraft in based aircraft fleet are projected for two scenarios
as follows:
• W/NCTA & W/ATCT
• W/O NCTA & W/ATCT
Table 2.11 summarizes the based aircraft fleet mix distribution under the "W/NCTA &
W/ATCT" and "W/O NCTA & W/ATCT" scenarios during the 20-year planning period.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.14
Table 2.11
Projection of Based Aircraft Fleet Mix Distribution (2003-2024)
Year SE (1)ME (1)Turboprop Jet Helicopter Total Based Aircraft (2)
2003 (Existing) 214 18 12 6 6 256
W/NCTA & W/ATCT
2004 220 18 12 6 6 262
2009 236 21 14 7 7 285
2014 228 20 14 7 6 275
2019 212 19 13 7 6 257
2024 232 21 15 8 7 283
W/O NCTA & W/ATCT
2004 220 18 12 6 6 262
2009 243 21 15 7 7 293
2014 272 24 17 9 8 330
2019 302 27 19 10 9 367
2024 332 30 22 12 9 405
Note: (1). SE = Single Engine Piston, ME = Multi-Engine Piston
Sources: Georgetown Municipal Airport Management; GRW Willis, Inc.
2.4.4 Aircraft Operations Forecasts
The annual aircraft operations were projected through the year 2024 by assuming the
constant number of operations per based aircraft as of the year 2003. As shown in Table
2.12, under "W/NCTA" scenario, the annual aircraft operations at GTU were anticipated to
grow from 130,693 operations in 2004 to 142,166 operations by the year 2009. Since then
until 2019 a decrease in annual operations was expected to occur, resulting from the opening
of a new central Texas airport and re-shaping of the aviation market in central Texas area. It
will reach 128,199 annual operations in 2019, by then the aviation market in Central Texas
area was projected to reach a stable stage and each airport in the region obtains and will
remain its market position to the end of planning year 2024. Correspondingly, by 2024 GTU
will operate at 141,168 operations annually.
Table 2.12
Total Annual Aircraft Operations (2003-2024)
Year W/NCTA W/O NCTA
2003 (Existing) 127,700 127,700
2004 130,693 130,693
2009 142,166 146,157
2014 137,178 164,613
2019 128,199 183,070
2024 141,168 202,025
Sources: Airport Master Record 5010 Form; GRW Willis, Inc.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.15
Under "W/O NCTA" scenario, GTU was projected to experience an annual growth of 2.20%
in annual operations, reaching 202,025 operations by the year 2024.
It was estimated that GTU has a runway capacity of approximately 230,000 annual
operations. Therefore, under both "W/NCTA" and "W/O NCTA" scenarios the runway
capacity throughout the 20-year planning period is sufficient. Under 'W/NCTA" scenario, by
2024 the annual demand-capacity ratio will be only 0.61, therefore no significant delay on
runways was expected. Under "W/O NCTA" scenario, by 2024 the annual demand-capacity
ratio will reach 0.88, low level of delay on runway will occur. Considering the level of
occupancy rate in hangars and tiedowns at present and approximately 59% increase in
operations by 2024 under "W/O NCTA" scenario, if without any significant improvement to
hangars/tiedown spaces and aircraft parking aprons during this 20-year planning periods, a
significant delay or controlling bottleneck will happen at hangars/tiedown spaces and apron
areas, rather than on runways.
2.4.5 Fleet Mix Forecasts
The forecasts of fleet mix are essential to determine future facility requirements, particularly
for aircraft parking, maintenance, and storage facilities. Fleet mix is also essential for aircraft
noise analysis. The forecasts of fleet mix in operations are summarized in Table 2.13 for the
two scenarios during the 20-year planning period.
Table 2.13
Projection of Fleet Mix (2003-2024)
Year SE (1)ME (1)Turboprop Jet Helicopter
Total Based
Aircraft (2)
2003 (Existing) 87.50% 6.00% 3.00% 2.00% 1.50% 100.00%
W/NCTA & W/ATCT
2004 87.50% 6.00% 3.00% 2.00% 1.50% 100.00%
2009 87.00% 6.25% 3.25% 2.00% 1.50% 100.00%
2014 86.75% 6.25% 3.25% 2.25% 1.50% 100.00%
2019 86.75% 6.25% 3.25% 2.25% 1.50% 100.00%
2024 86.25% 6.25% 3.50% 2.50% 1.50% 100.00%
W/O NCTA & W/ATCT
2004 87.50% 6.00% 3.00% 2.00% 1.50% 100.00%
2009 87.00% 6.25% 3.25% 2.00% 1.50% 100.00%
2014 86.75% 6.25% 3.25% 2.25% 1.50% 100.00%
2019 86.75% 6.25% 3.25% 2.25% 1.50% 100.00%
2024 86.25% 6.25% 3.50% 2.50% 1.50% 100.00%
Note: (1). SE = Single Engine Piston, ME = Multi-Engine Piston
Sources: Georgetown Municipal Airport Management; GRW Willis, Inc.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.16
2.4.6 Local and Itinerant Aircraft Operations Forecasts
Local operations are those aircraft operating within a five-mile radius of the airport, whereas
itinerant activity consists primarily of aircraft transiting the airport while traveling to or from
another airport. As indicated in Airport Master Record 5010 Form, the existing Local traffic
at GTU in the year 2003 constitutes approximately 66% of total aircraft activities, while
itinerant traffic constitutes approximately 33%, and the remaining 1% is air taxi and military
activities. The air taxi and military operations at GTU were not expected to have any
changes in terms of the numbers of operations during the 20-year planning period. The
forecast for local and itinerant operations assumed that the ratio of local to itinerant
operations remains constant as of the year 2003 for the entire planning period. Table 2.14
summarizes the annual operations separated by operation types for "W/NCTA" and "W/O
NCTA" scenarios during the 20-year planning period.
Table 2.14
Local/Itinerant Annual Operation Forecasts (2003-2024)
Year Local Itinerant Air Taxi Military
Total
Operations
2003 (Existing) 83,660 42,667 873 500 127,700
W/NCTA
2004 86,551 42,769 873 500 130,693
2009 94,149 46,644 873 500 142,166
2014 90,846 44,959 873 500 137,178
2019 84,900 41,926 873 500 128,199
2024 93,489 46,306 873 500 141,168
W/O NCTA
2004 86,551 42,769 873 500 130,693
2009 96,792 47,992 873 500 146,157
2014 109,015 54,225 873 500 164,613
2019 121,238 60,459 873 500 183,070
2024 133,791 66,861 873 500 202,025
Sources: Airport Master Record 5010 Form; GRW Willis, Inc.
The majority of local operations occur during daylight hours and during good weather, with a
small percentage during nighttime. Exhibit 2.3 illustrates the estimated hourly breakdown for
local operations during a typical visual flight rules (VFR) day at a typical general aviation
airport. Significant local activity will begin at approximately 7:00 a.m., continuing until about
9:00 p.m. in the evening. The largest number of operations will take place between 10:00
a.m. and 6:00 p.m.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.17
Exhibit 2.4 illustrates the estimated hourly percentages for itinerant activity at a typical
general aviation airport. The daily peak occurs in late afternoon (around 5:00 p.m.), with
traffic being relatively constant during the other afternoon hours. After 5:00 p.m. traffic
generally falls off rapidly. Generally, activities attributed to itinerant traffic will coincide with
the beginning and end of the business day.
Based on interviews with GTU Management, the busiest days in a week are Friday, Saturday
and Sunday, since a large portion of training operations and recreation activities is performed
during weekend days.
Exhibit 2.3
Local Traffic - Percent Operations by Hour
0
1
2
3
4
5
6
7
8
9
10
1 3 5 7 9 11 13 15 17 19 21 23
24 HOUR CLOCK
PE
R
C
E
N
T
Source: GRW Willis, Inc.
The observations are considered standard to an Airport of this size, and are based on experience of consultant in previous studies.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.18
Exhibit 2.4
Itinerant Traffic - Percent Operations by Hour
0
2
4
6
8
10
123456789101112131415161718192021222324
24 HOUR CLOCK
PE
R
C
E
N
T
Source: GRW Willis, Inc.
The observations are considered standard to an Airport of this size, and are based on experience of consultant in previous studies.
2.4.7 Peak Hour Traffic
Peak hour is defined as the one-hour period in a day that the airport experiences the
maximum number of operations. The peak hour traffic is useful for the comparison of airport
capacity versus forecast levels of activity. Moreover, airport facility requirement analysis is
generally based on peaking demand.
Since peaking operational data is unavailable at GTU, the methodology recommended in
FAA Advisory Circular (AC) 150/5060-5 Airport Capacity and Delay, was used to project peak
hour activities. The anticipated levels of peak hour activities at GTU are summarized in
Tables 2.15 for both "W/NCTA" and "W/O NCTA" scenarios.
As shown in Table 2.15, peak hour operations increase from 44 operations in 2004 to 47
operations by the year 2024 under "W/NCTA" scenario, and 67 operations by 2024 under
"W/O NCTA" scenario. Under "W/NCTA" scenario, GTU is able to provide an adequate
runway capacity under both instrument flight rules (IFR) and VFR conditions, and no
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.19
significant delay was expected on the runway system during peaking hours throughout the
planning period. Under "W/O NCTA" scenario, GTU is able to provide an adequate runway
capacity during VFR conditions and no significant delay was expected on the runway system
during peak hours throughout the planning period. As a practical matter, peak hour demand
under IFR conditions is usually much lower than that under VFR conditions. The average
peak hour operations shown in Table 2.15 reflect the average peak demand in a day without
considering weather conditions. Therefore, it is safe to say that, under IFR conditions at
GTU, the peak hour demand will be well below the runway hourly capacity of 59 operations
under "W/O NCTA" scenario, thus no significant delay was expected to occur at the runway
system under IFR conditions throughout the 20-year planning period.
Table 2.15
Peak Hour Traffic Forecasts (2003-2024)
Year
Annual
operations
Peak Month
Operations (1)
Average Daily Operations
of Peak Month (1)
Average Peak Hour
Operations (2)
Runway
Hourly
Capacity (2)
2003 (Existing) 127,700 12,770 426 43 59-98
W/NCTA
2004 130,693 13,069 436 44 59-98
2009 142,166 14,217 474 47 59-98
2014 137,178 13,718 457 46 59-98
2019 128,199 12,820 427 43 59-98
2024 141,168 14,117 471 47 59-98
W/O NCTA
2004 130,693 13,069 436 44 59-98
2009 146,157 14,616 487 49 59-98
2014 164,613 16,461 549 55 59-98
2019 183,070 18,307 610 61 59-98
2024 202,025 20,203 673 67 59-98
Notes: (1). Peak month operations were assumed to be 10% of annual operations, average daily operations of peak month were
estimated by dividing peak month operations by 30 days, average peak hour operations were assumed to be 10% of average daily
operations of peak month.
(2). Airport Capacity under visual flight rules (VFR) = 98 operations/hr, airport capacity under instrument flight rules (IFR) =59
operations/hr.
Sources: FAA AC 150/5060-5 Airport Capacity and Delay; GRW Willis, Inc.
2.4.8 Business Aircraft Operations
In general, the majority of itinerant operations at a general aviation airport are business-
related. Business operations are particularly important in terms of revenue generation, since
most business flights will result in local expenditures for goods and services, i.e., fuel,
accommodations, auto rental, food and beverages, etc.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.20
Based on previous studies of similar airports, it is estimated that approximately 60% of
itinerant operations at GTU are business related, as shown in Table 2.16. It is recognized
that a substantial number of local operations can also be considered as business related;
however, the revenue generation potential of those operations is significantly less than for
itinerant operations. As shown in Table 2.16, business-related operations will increase from
25,661 in 2004 to 27,784 and 40,117 by 2024, under "W/NCTA" and "W/O NCTA"
scenarios, respectively.
Table 2.16
Annual Business Operations (2003-2024)
Year Itinerant Operations Estimated Business-Related Operations
2003 (Existing) 42,667 25,600
W/NCTA
2004 42,769 25,661
2009 46,644 27,986
2014 44,959 26,975
2019 41,926 25,155
2024 46,306 27,784
W/O NCTA
2004 42,769 25,661
2009 47,992 28,795
2014 54,225 32,535
2019 60,459 36,275
2024 66,861 40,117
Source: GRW Willis, Inc.
2.4.9 Instrument Approaches
Current information is insufficient to determine the number of actual instrument approaches
conducted at GTU due to the airport being uncontrolled, and records of actual instrument
approaches at uncontrolled airports are not maintained by the FAA or any other agencies.
Currently, GTU is supporting nonprecision instrument approaches with minimum 1-statute
mile approach visibility to all four runway ends using global positioning system (GPS), plus
one more instrument approach to Runway 18 using nondirectional beacon (NDB). It is
anticipated that these approaches will be adequate for the airport during the 20-year
planning period.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.21
Lowering approach visibility minimum at the airport will provide more flexibility and
reliability to pilots during the inclement weather; however, to do so requires upgrading to
meet airport design standards. For example, Runway 18-36 at present supports a 1-statute
mile approach visibility minimum nonprecision approach for airport reference code (ARC) C-
II. The existing Runway protection zone (RPZ) required by the FAA (AC 150/5300-13
Change 8) starts 200 feet beyond the runway end, extends 1,700 feet along the extended
runway centerline, with a width of 500 feet at the starting point and a width of 1,010 feet at
the far end of the RPZ. If approach visibility minimum is lowered to 3/4 statute mile, a larger
RPZ will be required. Compared with the RPZ required for 1 statute mile visibility, the RPZ
for 3/4 statute mile visibility requires an increase of inner width from 500 feet to 1,000 feet
and an increase of a width at the far end of the RPZ from 1,010 feet to 1,510 feet. The area
covered by the 3/4 statute mile visibility RPZ is approximately 67% larger than the area
required by the 1 statute mile visibility RPZ. Besides the enlargement in the RPZ, the Federal
Aviation Regulation (FAR) Part 77 primary surface and approach surface are required to be
widen for 3/4 statute mile visibility approach. It should be noted that at present there are
several residences are within the RPZs for Runways 18 and 36 ends. From discussions with
the GTU management, it was learned that the City of Georgetown has no intent to lower the
approach visibility minimum to any of runway ends at GTU during the 20-year planning
period.
2.4.10 Terminal Area Activity
An airport should have appropriate pilot and visitor facilities, which can be used as primary
business places for airport administration/management and other aviation related operations.
As the airport grows, the demand for these kinds of facilities will increase correspondingly.
The airport employs a substantial number of people in direct support of airport operations
and aviation activity, such as aircraft maintenance, services, flight training, etc. The number
of people drawn to the airport who do not directly use aviation services, i.e., sightseers and
other visitors or people picking up or dropping off passengers, etc., should also be
considered. In addition, there is a potential for other airport development in aviation related
or unrelated activities. The airport facilities should accommodate these activities and the
related needs as well.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.22
According to TxDOT sponsored study, The Economic Impact of General Aviation in Texas,
completed by Wilbur Smith Associates, Inc. in June 2003, GTU was supporting
approximately 140 full-time aviation related jobs and attracts more than 47,000 visitors each
year. A tenant interview was also conducted as a part of this study for estimation of the
economic influence of the airport. It was found that as of 2004, GTU employed 109 full-
time employees and 27 part-time employees. A constant ratio of one visitor/employee per
two operations was used to project the number of visitors (including pilots, passengers,
sightseers, and other visitors) and employees over the 20-year planning period for both
"W/NCTA" and "W/O NCTA" scenarios. As summarized in Table 2.17, the total number of
visitors/employees at GTU was projected to grow from 65,346 in 2004 to 70,584 and
101,013 by 2024, under "W/NCTA" and "W/O NCTA" scenarios, respectively.
Table 2.17
Annual Airport Visitor Projections (2003-2024)
Year Visitors & Employees (1)
2003 (Existing) 63,850
W/NCTA
2004 65,346
2009 71,083
2014 68,589
2019 64,099
2024 70,584
W/O NCTA
2004 65,346
2009 73,078
2014 82,307
2019 91,535
2024 101,013
Note: (1). Visitors include pilots, passengers, sightseers, and other visitors to the airport. It is assumed one person per two aircraft
operations.
Sources: GRW Willis, Inc.; The Economic Impact of General Aviation in Texas, Wilbur Smith Associates, Inc., June 2003
2.4.11 Automobile Parking Projections
During visits to GTU, it was observed that a large number of automobiles are parked on the
grass at various locations, so it is difficult to realistically access the adequacy of the existing
automobile parking at GTU.
Total automobile parking demand during a peak day was used to project future parking
requirements at GTU, and is shown in Table 2.18. The projections of automobile parking
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.23
were based on the assumption that each employee and visitor will leave his/her car at a
parking space for an entire day, and one parking space per person. An additional 10%
increase was added to visitor parking to account for overflow. As shown in Table 2.18, the
total automobile parking space demand was expected to increase from 226 spaces in 2004 to
243 spaces and 349 spaces by the year 2024, under "W/NCTA" scenario and "W/O NCTA"
scenario, respectively.
Table 2.18
Automobile Parking Projections (1) (2003-2024)
Year Visitor Parking Spaces (2)Airport Employee Parking Spaces Total Parking Spaces
2003 (Existing) 84 137 221
W/NCTA
2004 86 140 226
2009 93 152 245
2014 90 147 237
2019 84 138 222
2024 92 151 243
W/O NCTA
2004 86 140 226
2009 96 157 253
2014 108 176 284
2019 120 196 316
2024 132 217 349
Notes: (1). Assume all visitors and employee leave cars in the airport for an entire day, and one parking space per visitor and employee.
(2). Visitor parking spaces were increased by 10% to account for overflow.
Source: GRW Willis, Inc.
2.4.12 Vehicular Activity
Forecasts of vehicular activity at the airport may be required to assess environmental (air
quality) impacts of airport improvements that result in increases in automotive traffic, and
also to determine necessary improvements in access roadways, internal circulation roadways,
and parking facilities on the airport.
Vehicular traffic will be directly related to aircraft activity. However, there are other airport
developments that have potential for increasing the amount of vehicular activity occurring on
the airport, as well. These factors, in combination with increased urbanization around the
airport, may have significant influence on the level of traffic activity on roadways serving the
airport.
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.24
________________________________________________________________________________________________________ City of Georgetown Airport Master Plan Update 2.25
However, this study addresses only traffic that will be generated by aviation activity and
improvements located within the airport boundaries.
Table 2.19 shows estimates of vehicular activity resulting from aviation/industrial/commercial
activity at GTU throughout the planning period. As shown in Table 2.19, the annual average
daily traffic at GTU was expected to increase from 436 in 2004 to 471 and 673, under
"W/NCTA" and "W/O NCTA" scenarios, respectively.
Table 2.19
Vehicular Activity Projection (1) (2003-2024)
Year Annual Automobile Traffic (2)Annual Average Daily Traffic (3)
2003 (Existing) 127,700 426
W/NCTA
2004 130,692 436
2009 142,166 474
2014 137,178 457
2019 128,198 427
2024 141,168 471
W/O NCTA
2004 130,692 436
2009 146,156 487
2014 164,614 549
2019 183,070 610
2024 202,026 673
Notes: (1). Traffic was estimated at the airport entry.
(2). Annual traffic = annual visitor & employees x 2 trips/person
(3). Annual average daily traffic during peak month was calculated by multiplying annual traffic by 10% then divided by 30 days.
Source: GRW Willis, Inc.
2.4.13 Forecast Summary
Tables 2.20 and 2.21 summarize the projections for based aircraft, annual operations, annual
visitors and employees, automobile parking spaces, and vehicle activity during the 20-year
planning period for "W/NCTA" and "W/O NCTA" scenarios, respectively.
TA
B
L
E
2
.
2
0
FO
R
E
C
A
S
T
S
U
M
M
A
R
Y
-
W
/
N
C
T
A
20
0
3
-
2
0
2
4
Ye
a
r
SE
ME
Tu
r
b
o
p
r
o
p
Je
t
He
l
i
c
o
p
t
e
r
Total Based Aircraft
20
0
3
(
E
x
i
s
t
i
n
g
)
21
4
18
12
6
6
256
20
0
4
22
0
18
12
6
6
262
20
0
9
23
6
21
14
7
7
285
20
1
4
22
8
20
14
7
6
275
20
1
9
21
2
19
13
7
6
257
20
2
4
23
2
21
15
8
7
283
Fl
e
e
t
M
i
x
Ye
a
r
SE
ME
Tu
r
b
o
p
r
o
p
Je
t
He
l
i
c
o
p
t
e
r
Total Based Aircraft
20
0
3
(E
x
i
s
t
i
n
g
87
.
5
0
%
6.
0
0
%
3.
0
0
%
2.
0
0
%
1.
5
0
%
100.00%
20
0
4
87
.
5
0
%
6.
0
0
%
3.
0
0
%
2.
0
0
%
1.
5
0
%
100.00%
20
0
9
87
.
0
0
%
6.
2
5
%
3.
2
5
%
2.
0
0
%
1.
5
0
%
100.00%
20
1
4
86
.
7
5
%
6.
2
5
%
3.
2
5
%
2.
2
5
%
1.
5
0
%
100.00%
20
1
9
86
.
7
5
%
6.
2
5
%
3.
2
5
%
2.
2
5
%
1.
5
0
%
100.00%
20
2
4
86
.
2
5
%
6.
2
5
%
3.
5
0
%
2.
5
0
%
1.
5
0
%
100.00%
Ye
a
r
Lo
c
a
l
O
p
e
r
a
t
i
o
n
s
It
i
n
e
r
a
n
t
O
p
e
r
a
t
i
o
n
s
Ai
r
T
a
x
i
Mi
l
i
t
a
r
y
To
t
a
l
A
n
n
u
a
l
Op
e
r
a
t
i
o
n
s
20
0
3
(
E
x
i
s
t
i
n
g
)
83
,
6
6
0
42
,
6
6
7
87
3
50
0
12
7
,
7
0
0
20
0
4
86
,
5
5
1
42
,
7
6
9
87
3
50
0
13
0
,
6
9
3
20
0
9
94
,
1
4
9
46
,
6
4
4
87
3
50
0
14
2
,
1
6
6
20
1
4
90
,
8
4
6
44
,
9
5
9
87
3
50
0
13
7
,
1
7
8
20
1
9
84
,
9
0
0
41
,
9
2
6
87
3
50
0
12
8
,
1
9
9
20
2
4
93
,
4
8
9
46
,
3
0
6
87
3
50
0
14
1
,
1
6
8
Ye
a
r
Pe
a
k
H
o
u
r
Op
e
r
a
t
i
o
n
s
An
n
u
a
l
B
u
s
i
n
e
s
s
-
Re
l
a
t
e
d
O
p
e
r
a
t
i
o
n
s
An
n
u
a
l
V
i
s
i
t
o
r
s
&
Em
p
l
o
y
e
e
s
To
t
a
l
P
a
r
k
i
n
g
S
p
a
c
e
s
An
n
u
a
l
A
v
e
r
a
g
e
D
a
i
l
y
Tr
a
f
f
i
c
20
0
3
(
E
x
i
s
t
i
n
g
)
43
25
,
6
0
0
63
,
8
5
0
22
1
42
6
20
0
4
44
25
,
6
6
1
65
,
3
4
6
22
6
43
6
20
0
9
47
27
,
9
8
6
71
,
0
8
3
24
5
47
4
20
1
4
46
26
,
9
7
5
68
,
5
8
9
23
7
45
7
20
1
9
43
25
,
1
5
5
64
,
0
9
9
22
2
42
7
20
2
4
47
27
,
7
8
4
70
,
5
8
4
24
3
47
1
So
u
r
c
e
:
G
R
W
W
i
l
l
i
s
,
I
n
c
.
__
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_________________
Ci
t
y
o
f
G
e
o
r
g
e
t
o
w
n
Airport Master Plan Update
2.
2
6
TA
B
L
E
2
.
2
1
FO
R
E
C
A
S
T
S
U
M
M
A
R
Y
-
W
/
O
N
C
T
A
20
0
3
-
2
0
2
4
Ye
a
r
SE
ME
Tu
r
b
o
p
r
o
p
Je
t
He
l
i
c
o
p
t
e
r
Total Based Aircraft
20
0
3
(
E
x
i
s
t
i
n
g
)
21
4
18
12
6
6
256
20
0
4
22
0
18
12
6
6
262
20
0
9
24
3
21
15
7
7
293
20
1
4
27
2
24
17
9
8
330
20
1
9
30
2
27
19
10
9
367
20
2
4
33
2
30
22
12
9
405
Fl
e
e
t
M
i
x
Ye
a
r
SE
ME
Tu
r
b
o
p
r
o
p
Je
t
He
l
i
c
o
p
t
e
r
Total Based Aircraft
20
0
3
(E
x
i
s
t
i
n
g
87
.
5
0
%
6.
0
0
%
3.
0
0
%
2.
0
0
%
1.
5
0
%
100.00%
20
0
4
87
.
5
0
%
6.
0
0
%
3.
0
0
%
2.
0
0
%
1.
5
0
%
100.00%
20
0
9
87
.
0
0
%
6.
2
5
%
3.
2
5
%
2.
0
0
%
1.
5
0
%
100.00%
20
1
4
86
.
7
5
%
6.
2
5
%
3.
2
5
%
2.
2
5
%
1.
5
0
%
100.00%
20
1
9
86
.
7
5
%
6.
2
5
%
3.
2
5
%
2.
2
5
%
1.
5
0
%
100.00%
20
2
4
86
.
2
5
%
6.
2
5
%
3.
5
0
%
2.
5
0
%
1.
5
0
%
100.00%
Ye
a
r
Lo
c
a
l
O
p
e
r
a
t
i
o
n
s
It
i
n
e
r
a
n
t
O
p
e
r
a
t
i
o
n
s
Ai
r
T
a
x
i
Mi
l
i
t
a
r
y
To
t
a
l
A
n
n
u
a
l
Op
e
r
a
t
i
o
n
s
20
0
3
(
E
x
i
s
t
i
n
g
)
83
,
6
6
0
42
,
6
6
7
87
3
50
0
12
7
,
7
0
0
20
0
4
86
,
5
5
1
42
,
7
6
9
87
3
50
0
13
0
,
6
9
3
20
0
9
96
,
7
9
2
47
,
9
9
2
87
3
50
0
14
6
,
1
5
7
20
1
4
10
9
,
0
1
5
54
,
2
2
5
87
3
50
0
16
4
,
6
1
3
20
1
9
12
1
,
2
3
8
60
,
4
5
9
87
3
50
0
18
3
,
0
7
0
20
2
4
13
3
,
7
9
1
66
,
8
6
1
87
3
50
0
20
2
,
0
2
5
Ye
a
r
Pe
a
k
H
o
u
r
Op
e
r
a
t
i
o
n
s
An
n
u
a
l
B
u
s
i
n
e
s
s
-
Re
l
a
t
e
d
O
p
e
r
a
t
i
o
n
s
An
n
u
a
l
V
i
s
i
t
o
r
s
&
Em
p
l
o
y
e
e
s
To
t
a
l
P
a
r
k
i
n
g
S
p
a
c
e
s
An
n
u
a
l
A
v
e
r
a
g
e
D
a
i
l
y
Tr
a
f
f
i
c
20
0
3
(
E
x
i
s
t
i
n
g
)
43
25
,
6
0
0
63
,
8
5
0
22
1
42
6
20
0
4
44
25
,
6
6
1
65
,
3
4
6
22
6
43
6
20
0
9
49
28
,
7
9
5
73
,
0
7
8
25
3
48
7
20
1
4
55
32
,
5
3
5
82
,
3
0
7
28
4
54
9
20
1
9
61
36
,
2
7
5
91
,
5
3
5
31
6
61
0
20
2
4
67
40
,
1
1
7
10
1
,
0
1
3
34
9
67
3
So
u
r
c
e
:
G
R
W
W
i
l
l
i
s
,
I
n
c
.
__
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_
_________________
Ci
t
y
o
f
G
e
o
r
g
e
t
o
w
n
Airport Master Plan Update
2.
2
7