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<br />taxiways are necessary simply to <br />provide access between the aprons and <br />runways, whereas other taxiways <br />become necessary as activity increases <br />at an airport to provide safe and <br />efficient use of the airfield. <br /> <br />Presently, Runway 12-30 is the only <br />runway served with a full length <br />taxiway. The majority of Runway 8-26 <br />is served by the main apron taxiway <br />serving as a quasi-parallel taxiway. <br />Future taxiway planning should <br />consider the needs of primary runway <br />and at least one crosswind runway. <br />According to FAA and TxDOT <br />standards, both the primary and a <br />crosswind runway should be served <br />with a parallel taxiway to enhance <br />operational safety and efficiency. <br />Analysis to be conducted in the next <br />chapter will consider taxiway layouts <br />providing the airport with enhanced <br />safety and efficiency. <br /> <br />Taxiway width is determined by the <br />ADG of the most demanding aircraft to <br />use the taxiway. As mentioned <br />previously, the most demanding aircraft <br />presently using airport falls within <br />ADG II. According to FAA design <br />standards, the minimum taxiway width <br />for ADG II is 35 feet. Taxiways at HYI <br />range between 30 feet wide and 50 feet <br />wide. Taxiways Band C are only 30 <br />feet wide. These taxiways should be <br />widened to at least 35 feet, although 40 <br />feet would be preferred. <br /> <br />Design standards for the separation <br />distances between runways and parallel <br />taxiways are based primarily on the <br />ARC for that particular runway and the <br />type of instrument approach capability. <br />ARC CD-II design standards specify a <br />runway/taxiway separation distance of <br /> <br />3-10 <br /> <br />400 feet since the runway is served by a <br />precision ILS approach. Presently, <br />Taxiway C meets the minimum <br />runway/taxiway separation criterion. <br />Future parallel taxiways will need to be <br />planned at a minimum of 400-foot <br />runway to taxiway centerline <br />separation. <br /> <br />Holding aprons provide an area for <br />aircraft to prepare for departure off the <br />taxiway and allow aircraft to bypass <br />other aircraft which are ready for <br />departure. Only Runways 8 and 4 are <br />served with holding aprons. Facility <br />planning should include developing <br />additional holding aprons at each <br />runway end, especially the primary <br />runway, to improve efficiency during <br />departures for all aircraft using the <br />airport. <br /> <br />NAVIGATIONAL AIDS <br />AND INSTRUMENT <br />APPROACH PROCEDURES <br /> <br />A number of electronic navigational <br />aids are in place to assist pilots in <br />locating and landing at San Marcos <br />Municipal Airport. The Runway 12 <br />ILS, Randolph VOR, Centex, San <br />Antonio, and Stonewall VORTACs, <br />Loran-C and global positioning system <br />(GPS) navigational aids assist pilots <br />landing at the airport during poor <br />weather conditions when following <br />instrument approach procedures <br />established by the FAA. <br /> <br />The advent of global positioning system <br />(GPS) technology can ultimately provide <br />the airport with the capability of <br />establishing new instrument <br />approaches at minimal cost since there <br />is not a requirement for the installation <br />