Dallas Executive Airport Master Plan Chapter 4.3 DF 1

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Airport Property Line
Runway Safety Area (RSA)
Object Free Area (OFA)
LEGEND
TORA: Take-Of Runway Available
TODA: Take-Of Distance Available
ASDA: Accelerate-Stop Distance Available
LDA: Landing Distance Available
KEY
Exhibit 4G:
RSA DECLARED DISTANCES - OPTION 1a
DECLARED DISTANCE OPTION 1a
DISPLACE RUNWAY 31 THRESHOLD BY 97
Considers RSA Limiting Factor
No runway extensions
Note: Runway displacement provides 600
RSA prior to landing Runway 31
RUNWAY
13 31
TORA 6,451 6,451
TODA 6,451 6,451
ASDA 5,958 6,451
LDA 5,958 6,354
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Dal l as Exec ut i ve Ai r por t City of Dallas

Dzrrzs Exrcurrvr Arnvonr
Airport Master Plan - Draft Final
City of Dallas Dal l as Ex ec ut i ve Ai r por t
4-11 Chapter 4 - Development Alternatives /
Option 1a also proposes changes to
Runway 31 declared distances. The RSA
required prior to landing is only 600 feet
versus the required 1,000 feet beyond
the far end of the runway. Runway 31
currently provides 507 feet of RSA prior
to the landing threshold and the full
1,000 feet of RSA beyond the far end
of the runway. Thus, Option 1a only
considers reducing the LDA distance
via a displaced threshold. As depicted
on Exhibit 4G, the landing threshold
would be displaced by 97 feet so as
to provide 600 feet of RSA prior to
landing (507 feet of existing RSA plus
97 feet of displaced threshold). Thus,
the declared distances for Runway
31 would remain 6,451 feet for TORA,
TODA, and ASDA. The LDA would be
reduced by 97 feet for a total of 6,354
feet. It should be noted that displacing
the threshold could trigger the need
to relocate the ILS glideslope antenna.
Costs for relocating the glideslope
antenna can vary widely with a low
of $500,000 to more than $1.0 million
as each site can vary widely. Any
displacement options to follow will
have to include the potential need to
relocate the glideslope antenna.
As outlined above, this option would
not mitigate for the incompatibilities
in the RPZs. The Runway 13 RPZ
would still extend of airport property
and cover four commercial uses. The
Runway 31 RPZ would shift 97 feet to
the northwest and would still extend
beyond airport property to include
fve commercial and ten residential
properties.
It should also be noted that any
displacement to Runway 31 could
prohibit the use of the lead-in light
system. The existing lead-in light
system is somewhat simplistic and
may not be capable of being placed
in-pavement. Without the lead-in
light system, the visibility minimums
for the instrument landing system (ILS)
instrument approach procedure to
Runway 31 would likely be raised from
-mile to not lower than one mile. It is
believed that the approach minimums
should be maintained at -mile as the
airport is commonly frequented by
business jet aircraft and is an FAA reliever
airport. As such, any displacement
scenario presented herein will also
consider the installation of a medium
intensity approach lighting system
(MALS). Depending on the amount of
Runway 31 displacement, some of the
MALS lights will need to be placed in-
pavement which increases the cost of
the system. An estimate of $1.0 million
has been included to install MALS units
with in-pavement lights.
RSA Declared Distance Option 1b
The second RSA declared distance
option utilizes the very same
methodology as in Option 1a;
however, it considers the potential for
the FAA to also require that the full
OFA be provided. Due to the angular
property line through the OFA and
RSA, the southeastern corner of the
OFA is impacted at 475 feet from the
runway threshold versus 507 feet for
the RSA. As a result, instead of the 493-
foot limitations placed on the declared
distances proposed in Option 1a, this
alternative would need to factor a 525-
foot limitation.
Under Option 1b, the TODA and TORA
for both runway ends would remain
the current pavement length of
6,451 feet. As depicted on Exhibit
4H, the 525-foot limitation would
require a reduction of the Runway
13 ASDA and LDA to 5,926 feet. This
option also requires a greater runway
displacement on Runway 31 of 125
feet to allow for the full 600 feet of OFA
prior to the landing threshold (only
475 feet of OFA is currently available).
As a result, the Runway 31 LDA would
be reduced to 6,326 feet. All other
declared distances on Runway 31
would remain at 6,451 feet.
The Runway 13 RPZ would remain in
its present condition under this option.
The Runway 31 RPZ would be shifted to
the northwest by 125 feet and would
still extend beyond airport property
and cover four commercial and ten
residential properties.
RSA Declared Distance Option 2a
The next RSA declared distance option
considers the potential negative
impacts of reducing runway distance
as put forth in Options 1a and 1b.
The reduction in operational length
declared available for Runway 13 is
critical as the airport experiences
winds from the south more than
70 percent of the year. As a result,
Runway 13 is utilized far more than
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May - 2011
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LEGEND
KEY
DECLARED DISTANCE OPTION 1b
Consider OFA Limiting Factor
No runway extensions
OFA prior to landing Runway 31
RUNWAY
13 31
TORA 6,451 6,451
TODA 6,451 6,451
ASDA 5,926 6,451
LDA 5,926 6,326
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Exhibit 4H:
RSA DECLARED DISTANCES - OPTION 1b
4-12 / Chapter 4 - Development Alternatives
is Runway 31. Thus, reducing the
ASDA for Runway 13 below 6,000 feet
would pose signifcant operational
and economic impacts on airport
users and businesses described in
RSA Alternative C Decrease Runway
Length. Thus, RSA Option 2a proposes
similar limitations on the southeast
end of the runway but includes
pavement extensions at the northwest
end of the runway.
In RSA Option 2a, the northwest
end of the runway is proposed to
be extended by 535 feet. This is the
maximum extension to the northwest
that would allow for the full RSA and
OFA north of the extended runway
pavement. As depicted on Exhibit 4J,
the proposed extension would place
the northeastern corner of the OFA
at the airport property line. Similar to
RSA Declared Distance Option 1a, the
landing threshold for Runway 31 would
need to be displaced by at least 97
feet to meet the 600-foot RSA prior to
threshold requirements.
The associated declared distance
calculations for this option are presented
on Exhibit 4J. Of note, the 535-foot
extension would allow Runway 13 to
provide nearly 6,500 feet of ASDA and
LDA which is a much better alternative
than Options 1a and 1b. Moreover,
northerly departures and landings
would have increased length available
with 6,986 feet of ASDA and 6,889 feet
of LDA available. The TORA and TODA
would be 6,986 feet for both runways as
long as the FAA allows for the RPZs to
extend over incompatible uses.
As shown on the exhibit, the 535-foot
northerly extension would also shift
the Runway 13 RPZ 535 feet to the
north. The newly shifted RPZ would
extend 13 acres beyond current airport
property and would encompass 13
commercial units and eight residential
units. Obviously, this RPZ shift would
signifcantly increase the incompatible
uses in the Runway 13 RPZ. The
Runway 31 RPZ would be the same as
that proposed in RSA Option 1a.
Another important note for this option
is the proposed costs associated
with a northerly extension. The land
northwest of the runway pavement is
relatively fat as it has been improved
to meet current RSA standards. The
area northwest of Taxiway B, however,
is not. Approximately 200 feet north
of the Taxiway B pavement extended
centerline, the topography drops 10
feet. The terrain drops sharply to the
east from this point in support of a
drainage channel. Costs associated
with extending the runway pavement
would be relatively typical; however,
costs associated with extending parallel
Taxiway B would be much greater
than typical. The runway pavement
extension has been estimated to
cost $2.4 million. Extending Taxiway
B to the proposed runway end was
estimated to cost another $1.5 million.
A fnal factor to consider would be
the need to relocate the localizer
antenna outside of the RSA which
could cost approximately $500,000.
The installation of a MALS is estimated
at $1.0 million. Thus, the total cost
of extending the runway 535 feet to
the north, including the extension of
Taxiway B, is estimated at $5.4 million.
RSA Declared Distance Option 2b
Option 2b is the same as Option 2a
with the exception of the Runway 31
displaced threshold. As considered in
Option 1b, the FAA could require the
full OFA to be provided at the south
end of the runway. Thus, this option
proposes a 125-foot displacement of
the Runway 31 threshold instead of 97-
foot displacement proposed in Option
2a. The resultant declared distances
and a depiction of the improvements
are presented on Exhibit 4K. The costs
of extending the runway and the RPZ
shift for this option are the same as the
preceding Option 2a.
RSA Declared Distance Option 3
The third declared distance option
considers the maximum runway
length which can be provided in a
conventional manner while using
declared distances. This option
proposes a 685-foot northwesterly
extension which would shift the
northern RSA to the current property
line. This option would only be
feasible if the FAA would agree to
allow the OFA to be non-standard. If
the northern OFA is allowed to be non-
standard, then it would follow that the
southern OFA could be as well. Thus,
Option 3 would only propose a 97-
foot displacement of Runway 31.
The benefts achieved by Option 3 are
obvious. The resultant ASDA and LDA
on Runway 13 would be 6,643 feet,
nearly 100 feet more than currently
exists. Moreover, the Runway 31 ASDA
and LDA would exceed 7,000 feet at
7,136 feet and 7,039 feet, respectively.
RSA Declared Distance Option 3 is
depicted on Exhibit 4L.
The negative aspects of this alternative
are also obvious. The costs associated
with extending the runway 685 feet
to the north have been estimated at
$2.917 million. The costs to extend
Taxiway B to the proposed runway
end are estimated at $1.72 million.
Installation of a MALS is estimated
at $1.0 million. Finally, the localizer
antenna would need to be relocated
at an estimated $500,000. Thus, the
total costs associated with extending
the runway and taxiway are estimated
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0 1000 2000
SCALE IN FEET
DATE OF AERIAL: May - 2011
NORTH
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RSA with Runway Extension
OFA with Runway Extension
Ultimate Airfeld Pavement
LEGEND
5
3
5
DECLARED DISTANCE OPTION 2a

Considers Runway 31 RSA Limiting Factor
Considers Runway 13 OFA Limiting Factor
Extends Runway NW 535
RUNWAY
13 31
TORA 6,986 6,986
TODA 6,986 6,986
ASDA 6,493 6,986
LDA 6,493 6,889 6
,
9
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Exhibit 4J:
RSA DECLARED DISTANCES - OPTION 2a
9
7

6
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620
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Exhibit 4K:
RSA DECLARED DISTANCES - OPTION 2b
0 1000 2000
SCALE IN FEET
NORTH
LEGEND
DECLARED DISTANCE OPTION 2b
Extends Runway NW by 535
OFA prior to landing Runway 31
RUNWAY
13 31
TORA 6,986 6,986
TODA 6,986 6,986
ASDA 6,461 6,986
LDA 6,461 6,861
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6
8
5

LEGEND
DECLARED DISTANCE OPTION 3
Extends Runway NW 685
RUNWAY
13 31
TORA 7,136 7,136
TODA 7,136 7,136
ASDA 6,643 7,136
LDA 6,643 7,039
7
,
1
3
6

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0 1000 2000
SCALE IN FEET
NORTH
Exhibit 4L:
RSA DECLARED DISTANCES - OPTION 3
9
7

at approximately $6.14 million.
Maybe more signifcant would be
the increased incompatible uses in
the shifted RPZ. An estimated 12
commercial units would be in the
shifted RPZ which is higher than any
other alternative and eight more than
current. An estimated 15 residential
units would lie under the shifted RPZ
which is also higher than any other
option and signifcant as the current
Runway 13 RPZ does not contain any
residential units.
RSA Declared Distance Option
Summary
Prior FAA approval for implementation
of declared distances is always
required. A primary goal of the
declared distance options was to
provide maximum safety standards
and will also provide a runway length
capable of serving existing and future
business jet operators.
Through the existing declared
distances, design standards for
the RSA and OFA can be met. The
analysis, however, did not adjust the
declared distances so as to also meet
RPZ requirements as was done earlier
in the chapter. The current RPZ for
both ends of the runway extends
beyond airport property and covers
incompatible uses. The Runway 13
RPZ covers fve commercial properties,
while the Runway 31 RPZ also covers
fve commercial properties but also
12 residences. This determination
would consider the declared distance
Options 2a, 2b, and 3 to be prudent
and/or feasible as long as the FAA
allows for OFA and RPZ modifcation to
standards accordingly. As such, these
alternatives can be considered further
until and/or unless the FAA deems
them objectionable.
RSA ALTERNATIVE E: ENGINEERED
MATERIALS ARRESTING SYSTEM
(EMAS)
EMAS is an engineered compressible
concrete material that is situated
beyond the runway end for the
purpose of safely stopping an aircraft
overrun. EMAS is not considered as
a substitute for aircraft undershoots;
thus, 600 feet of RSA is still necessary
prior to the landing threshold.
EMAS has a similar function to the sandy,
high-speed exits provided on highways
in mountainous terrain in order to safely
stop a runaway tractor-trailer. The FAA
considers the installation of EMAS as an
acceptable substitute to providing the
full RSA. EMAS is designed to stop an
aircraft overrun by exerting predictable
deceleration forces on the landing
gear as the EMAS material crushes. It
is designed to minimize the potential
for structural damage to the aircraft,
since such damage could result in
injuries to passengers and/or afect the
predictability of deceleration forces.
Guidance for evaluating an EMAS
alternative and for determining the
maximum fnancially feasible cost
for RSA improvements is provided in
FAA Order 5200.9, Financial Feasibility
and Equivalency of Runway Safety Area
Improvements and Engineered Material
Arresting Systems.
A standard EMAS installation is capable
of safely stopping a design aircraft
that leaves the runway end traveling
at 70 knots or less. The RSA where the
EMAS is located should also provide
for potential short landings to runway
ends with vertical guidance. Vertical
guidance to Runway 31 is available
via the ILS glideslope antenna and the
visual approach slope indicator (VASI)
lights. Therefore, a standard EMAS bed
would be a portion of the 600-foot RSA
needed prior to landing.
The manufacturer and installer of EMAS
has provided an analysis of the system
required for Dallas Executive Airport
given the airports current critical
aircraft. Based on their analysis, the
EMAS system which would need to be
installed would consist of a 265-foot by
170-foot paved lead-in surface leading
into the 235-foot by 170-foot EMAS
bed. In order to allow for emergency
equipment, an area 500 feet long by
200 feet wide should be prepped
and stabilized as depicted on Exhibit
4M. The EMAS bed and installation is
estimated to cost $4.4 million (2012
cost basis). The lead-in pavement and
site preparation is estimated to cost
$815,000. A MALS is estimated at $1.0
million. Thus, total EMAS costs are
estimated at $6.22 million.
The benefts of providing EMAS would
be that it would serve as the full 1,000-
foot RSA for Runway 13 operations. As
such, all declared distances for Runway
13 under the EMAS option would be
the current runway length of 6,451 feet.
For Runway 31, all declared distances
4-14 / Chapter 4 - Development Alternatives
Exhibit 4M: EMAS OPTION
6
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SCALE IN FEET
DATE OF AERIAL:
May - 2011
NORTH
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LEGEND
2
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SITE PREP
EMAS BED
LEAD-IN PAVEMENT
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620 620
Red Bird Lanee Lane n
Red Bird Lanee
R
a
Re
Laan ane
RUNWAY
13 31
TORA 6,451 6,451
TODA 6,451 6,451
ASDA 6,451 6,451
LDA 6,451 6,351
KEY:
with the exception of the LDA would
also be 6,451 feet. The LDA would be
reduced by 100 feet; however, as the
landing threshold would need to be
displaced in order to provide the full
600 feet of RSA prior to landing.
Adding EMAS to the south end of
Runway 13-31 is a viable and even
prudent option. This option would
allow the runway to provide equal
length as is provided currently. The
negative attribute of this alternative is
the cost. Basically, adding EMAS would
cost approximately $5.215 million
while only preserving existing runway
length. Obviously, this option is much
better than losing operational runway
length as proposed in several previous
alternative options. Considering the
signifcant investments, both public
and private, already made in the
airport, EMAS would support and
protect these investments. As such,
this alternative is considered viable
and prudent and may be explored
further in this study.
RSA ALTERNATIVE F:
COMBINATION METHOD
The combination method provides
for the fexibility to combine runway
relocation, shifting, realignment, EMAS,
and/or reduction in order to provide
the full RSA. Any combination method
will have to include declared distances
in order to meet RSA standards. The
combination method could also be
utilized to shift the RPZs to meet design
standards (as was depicted earlier on
Exhibit 4C).
So far in this RSA determination
analysis, the only consideration given
in each alternative was for the RSA only
without mitigation proposed for the
RPZ. This approach was taken so as
to independently study the RSA apart
from the RPZ issues. It is very possible,
however, that the FAA will require any
RSA solution to include a solution for
meeting the RPZ standard. In fact, the
mitigating factor in the FAA decision
would be the obligation of federal grant
funds necessary to improve the RSA.
The FAA many times will not require
a change in non-standard conditions
until such time as a grant request is
made. Thus, it is important that this
analysis provide some alternative
measures to meet both RSA and RPZ
standards that are acceptable to the
airport and the FAA if required.
Exhibit 4N presents two alternatives
which propose combinations of
previously outlined alternatives.
Both alternatives include a 685-foot
northerly extension so as to maximize
runway length in both directions. Each
alternative also includes a 400-foot
displacement of the Runway 13 landing
threshold and a 500-foot displacement
of the Runway 31 landing threshold.
As proposed, the displacements would
shift the approach RPZs to both runways
and the departure RPZ for Runway 31
away from incompatible land uses. In
fact, the approach RPZ for Runway 13
and departure RPZ for Runway 31 would
be fully contained on existing airport
property as they are essentially the same
surface (same size and same location).
The approach RPZ for Runway 31 would
still extend beyond existing airport
property; however, the area outside
current property would be over roads
and/or areas without any structures.
From this point, the alternatives difer in
their approach.
RSA Combination Method
Alternative 1
Alternative 1 would utilize those
improvements outlined above but
would then apply declared distances to
mitigate RSA defciencies. For Runway
13, the 685-foot extension would allow
for the runway to provide a TODA of
7,136 feet which would equate to
the entire length of new pavement.
The TORA would be slightly shorter
at 6,766 feet which would account
for a reduction of 370 feet due to the
shifted departure RPZ as depicted. The
ASDA for Runway 13 would be 6,643
feet which would be computed by
adding 685 feet (proposed extension)
to the existing 6,451 feet of runway
length, and then subtracting 493 feet
which is the RSA defciency beyond
the far end of the runway. The LDA for
Runway 13 would be the least of all
declared distances at 5,558 feet. The
LDA would be calculated by reducing
the current runway length, 6,451 feet
by 400 feet for the displacement, and
another 493 feet for RSA defciency at
the far end of the runway. It should
be noted that this alternative would
not provide for the full OFA beyond
the far end of the runway. If the full
OFA is required by the FAA, the ASDA
and LDA would need to be reduced
by another 32 feet.
For Runway 31, the TORA would
be 6,051 feet to account for the
departure RPZ which would require
the calculation to end at the proposed
location of the Runway 13 displaced
threshold (6,451 feet minus 400 feet).
The TODA would include the entire
length of pavement at 7,136 feet.
The ASDA would also include the
entire length of pavement, or 7,136
feet as the full 1,000 feet of RSA could
be provided beyond the proposed
extension. The LDA for Runway 31
under this alternative would be 6,636
feet to account for the full length of
runway pavement minus the proposed
500-foot displaced threshold (7,136
minus 500 feet). Similar to the Runway
13 declared distances, the Runway 31
declared distances for ASDA and LDA

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6

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DECLARED DISTANCE OPTION 2a

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