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<br />Planning for activity in the terminal <br />area can be divided into three areas. <br />The high activity area is the area <br />providing aviation services on the <br />airport. The aircraft parking apron <br />provides for outside storage of aircraft <br />and circulation of aircraft. The airport <br />terminal building and large <br />conven tional hangars housing corpora te <br />aviation departments or storing a large <br />number of aircraft would be considered <br />a high activity use. A conventional <br />hangar structure in the high activity <br />area should be a minimum of 10,000 <br />square feet. The best location for high <br />activity areas is along the flight line <br />near midfield for ease of access to all <br />areas of the airfield. <br /> <br />The medium activity use defines the <br />next level of airport use and primarily <br />includes smaller corporate aircraft that <br />may desire their own conventional <br />hangar storage on the airport. A <br />conventional hangar structure in the <br />medium activity use area should be at <br />least 50 by 50 feet or a minimum of <br />2,500 square feet. The best location for <br />medium activity use is off the <br />immediate flight line but readily <br />accessible. Parking and utilities such as <br />water and sewer should also be <br />provided in this area. <br /> <br />Low activity use defines the area for <br />storage of smaller single and twin <br />engine aircraft. Low activity users are <br />personal or small business aircraft <br />owners who prefer individual space in <br />shade or T-hangars for aircraft storage. <br />Low activity area should be located in <br />less conspicuous areas. This use <br />category will require electricity but <br />generally does not require water or <br />sewer utilities. <br /> <br />4-12 <br /> <br />In addition to the functional <br />compatibility of the terminal area, the <br />proposed development concept should <br />provide a first class appearance to San <br />Marcos Municipal Airport. Consider- <br />ation to aesthetics should be given to <br />the entryway as well as public areas <br />when arranging the various activity <br />areas. <br /> <br />Ideally, terminal area facilities at <br />general aviation airports should follow <br />a linear configuration parallel to the <br />primary runway. The linear <br />configuration allows for greater depth <br />maximizing space available for aircraft <br />parking apron while providing ease of <br />access to terminal facilities from the <br />airfield. The terminal area has been <br />developed parallel to both runways <br />were applicable. <br /> <br />AIRPORT TRAFFIC <br />CONTROL TOWER <br /> <br />The previous chapter indicated that <br />long term operational levels will still <br />fall short of providing full justification <br />for grant in aid from the FAA to build <br />an ATCT. The benefit-cost ratio needed <br />for full funding from the FAA is one <br />(1.0). Current operational estimates <br />yields a benefit-cost ratio of 0.65. Long <br />term operations would yield a benefit- <br />cost ratio of 0.99. TxDOT, however, has <br />a program to provide 50 percent <br />matching funds for the construction of <br />control towers. <br /> <br />FAA has initiated a program for <br />partially funding the operational cost <br />based on the benefit-cost ratio. For <br />ratios under 1.0, FAA could provide <br />funding in the amount ofthe difference <br />