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<br />new expanded RPZ. On the north end <br />of Runway 12-30, 268 acres north of <br />State Highway 21 (Airport Highway) <br />will also be acquired by the airport. <br />While only 57 of the total acres are <br />covered by the RPZ, acquiring the <br />entire parcel of land will aid in <br />protecting airport airspace and position <br />the airport for future growth. The <br />extension of Runway 12-30 to the <br />southeast will require the acquisition of <br />an easement. Approximately 13 acres <br />of property on the southeast end of <br />airport property fall within shifted RPZ <br />for the runway. <br /> <br />All four runways are currently served <br />by a collection of partial parallel, <br />entrance/exit, and connecting taxiways. <br />The recommended plan calls for <br />completion of full-length parallel <br />taxiways for Runways 12-30 and 17-35. <br />In addition, both of these runways will <br />receive several new exit taxiways. <br />Runway 8-26 currently has adequate <br />taxiways. <br /> <br />Runway 4-22 is planned to be closed <br />and converted for use as a taxiway. <br />This new taxiway will be used for access <br />to the new General Aviation area on the <br />northwest side of the field to be <br />developed in the intermediate planning <br />horizon. It will also provide access to <br />the new North GA area to be developed <br />in the long range planning horizon. <br /> <br />The closure of Runway 4-22 could be <br />forced by two factors. The primary <br />reason is the prohibitive cost of <br />continuing to maintain a fourth <br />runway. The runway currently has <br />poor wind coverage. Secondly, areas for <br />future development may become <br />limited, and by closing this runway a <br /> <br />large parcel of land will be made <br />available for development of hangars, <br />taxiways, and new business <br />opportunities. This especially holds <br />true if Austin continues to remain <br />without a reliever airport. <br /> <br />Analysis in previous chapters indicated <br />that plans should be made to upgrade <br />the instrument approach capabilities of <br />the airport. Currently Runway 12 is <br />equipped with an instrument landing <br />system (ILS) providing Cat I minimums <br />(one half mile visibility and 200-foot <br />cloud ceilings). This approach will be <br />adequate for the future. <br /> <br />Plans call for a GPS CAT I approach to <br />provide Runway 35 with a precision <br />approach in the future. In order to <br />achieve CAT I minimums to Runway 35 <br />a medium intensity approach light <br />system with runway end alignment <br />lights (MALSR) similar to the one in <br />service on Runway 12 would need to be <br />installed. <br /> <br />Airfield lighting recommendations <br />include installing lighted airfield <br />direction signs, hold signs, and distance <br />to go signs on the airfield. In addition, <br />medium intensity taxiway lights <br />(MITL) are recommended along all new <br />taxiway construction. Lighted signs <br />providing directional information to <br />pilots should also be installed as <br />appropriate. <br /> <br />LANDSIDE <br /> <br />The recommended concept calls for <br />extensive landside development on the <br />north side of the airport. The <br />recommended plan shows the <br /> <br />5-5 <br />