Published on July 27, 2026
The core recommendations of the Addison Airport Master Plan include a 1,000-foot runway extension at the north end to help aircraft turn east sooner and minimize overflights of the Noise Sensitive Area (NSA); a 50-foot runway width expansion to achieve ADG III aircraft standards; and the relocation of the maintenance engine run up area to help reduce noise impacts on residents.
No. The Airport Master Plan has an aviation activity forecast, which is required as part of the scope of work, that shows a possible 50% increase in operations based on current local and national trends by 2044.
No. The Airport Master Plan indicates that based on forecasted aviation activity increasing by 50%, the size of the 65 DNL contour area (not noise) may increase by 38%.
The 65 DNL contour represents areas around an airport where the cumulative aircraft noise exposure over a 24-hour period reaches or exceeds 65 decibels, including additional weighting for nighttime noise, and is used as a regulatory benchmark for residential land use compatibility.
No. The purpose of the runway extension is to address aircraft noise by providing a 1,000-foot head start for southbound departures, allowing aircraft to turn east sooner and avoid the Noise Sensitive Area. An additional benefit is improved aircraft performance, which may allow aircraft to carry more fuel for longer trips
Additionally, Section 11.32 of the Charter Provision Section indicates that Council may not approve commercial airline service at Addison Airport.
The peak airport operations year was 1992 at 176,032. In comparison, the Fiscal Year 2025 ADS operations were approximately 124,000. This information can be found at: FAA OPSNET airport operations data.
Once the Airport Master Plan has been completed, it will be provided to the City Council for approval. The next step would be submission to the Texas Department of Transportation (TxDOT) and Federal Aviation Administration (FAA) for their review and approval.
Per TxDOT, the Airport Master Plan study cannot be paused after a Notice to Proceed (NTP) has been issued, as there is a period of performance that both the airport and TxDOT are contractually obligated to follow.
Under the current voluntary noise program, there are no enforcement options. Enforcement is only possible through a Part 161 study.
A Part 150 noise study is a comprehensive noise study examining aircraft-related noise and potential community impacts. It results only in a voluntary noise program. The timeline is generally 2–3-years, with an associated cost of one to three million dollars.
A Part 161 noise study analyzes the impacts of aircraft noise on a community and can recommend airspace and/or facility restrictions, such as curfews. These restrictions must ultimately be approved by the FAA. The timeline is typically 2-3-years, with a cost of two to five million dollars.
Both Part 150 and 161 noise studies are eligible for TxDOT grants. However, TxDOT has advised airport staff that federal funding for Addison Airport is currently earmarked for safety and operational-efficiency infrastructure. Funding for these noise studies may be considered for Fiscal Year 2033 or 2034.
For all federal grants applied for and received, the airport must follow a list of grant assurances. These assurances protect the federal investment in airports and help ensure safe and efficient operations.
No. The runway extension is to provide departing aircraft with a 1,000-foot head start so they can turn east sooner thus avoiding the Noise Sensitive Area.
The proposed runway widening would bring the airport into compliance with Aircraft Design Group III (ADG III) standards for runway width. The Airport already serves ADG III aircraft but currently does so without meeting FAA width requirements.
No. Since the aircraft types and operations would not change, the 1,000-foot extension would not cause more noise.
Staff explored this concept for the existing run-up areas, but it was not feasible due to the proximity to the runway. The Master Plan update recommends a west side run-up area to help mitigate this noise issue
No. A voluntary noise program cannot be enforced.
The Airport has begun a very comprehensive outreach program for Addison Airport tenants and transient aircraft operators. This outreach includes information related to the Good Neighbor initiative and the existence of the identified Noise Sensitive Area (NSA).
Staff have met with tenants and are providing weekly performance reports regarding NSA avoidance. The Airport has also begun contacting aircraft operators who fly through the NSA outside of the Air Traffic Control Tower hours of operation. We will continue to maintain an open dialogue with FAA partners (Air traffic control, ADO, FSDO, District 10 control) to identify solutions to address aircraft community noise impacts.
The south run-up area must remain for pre-flight run-ups. The Airport Master Plan update recommends relocating maintenance run-ups to the west side of the airfield.
The Airport Master Plan recommends relocating the maintenance engine run-up area to the west side to reduce the impact on Addison residents living on the east and north sides of the airport.
The ADS Operations number, 972-533-6286, is available for run-up inquiries and any other non-emergency airport-related questions.
No. The purpose of the Airport Master Plan is to address future ground-based facility needs over a 20-year period. Air traffic levels are determined by the FAA.
Commercial aircraft are used for business purposes (charter, flight schools, medivac, cargo, etc.) and not for private use. Commercial services would include service by an airline; i.e. Southwest Airlines, that operate under a part 139 certificate.
Addison Airport does not hold a part 139 certificate and the Airport Master Plan does not recommend seeking one. Part 139 airports typically have the following facilities: terminal building, large aircraft ramps, TSA-regulated security, and robust passenger parking facilities.
Scheduled charters operate under Part 380. Commercial airline service operates under Part 139.
Addison Airport currently serves ADG III aircraft, the largest of which include the Boeing 737 and Airbus A320. Larger ADG IV aircraft, such as a Boeing 757, 767, Airbus A300, and A310, cannot be safely and efficiently accommodated due to the current airport infrastructure.
No. A Master Plan recommendation outlines a future potential development plan to address facility needs in the next 20 years. An approved project is funded and ready for design and/or construction.
No. Recommendations require Council approval, followed by identification of funding through FAA grants and airport resources.
Yes. All airport projects require FAA environmental review and approval, to include environmental impact review.
No. The FAA’s Airport Master Plan process does not include air-quality or health- impact assessments, as it is focused on ground-based facilities.
The Master Plan must comply with all National Environmental Policy Act (NEPA) and other applicable federal, state, and local environmental laws, as well as FAA environmental review requirements, which do not include a health assessment.
If the Town wished to pursue a health study, we could inquire with TxDOT/FAA regarding eligibility to conduct a Potential Health and Economic Impacts of Overflight Noise study authorized under the FAA Reauthorization Act of 2018 (Section 189). The scope of these studies includes examining noise effects on hypertension, sleep, and cardiovascular disease, as well as perception and business impacts.
No. Establishing a health baseline is not an FAA requirement for Airport Master Plans
No. The Plan only includes recommendations; no projects have been approved. The City Council would have to review and approve any new projects.
No. We will continue to approve the use of concrete for future projects. Existing asphalt surfaces will be managed or maintained as needed.
Yes. The FAA supports efforts that preserve aircraft storage and hangar space, enhance general aviation growth, complement on-airport development plans, have the potential for revenue generation, improve finance self-sufficiency, align with compatible land use, and provide long-term security of access and hangar space. Private land with airfield access is known as “through-the-fence” land.
The Airport Master Plan process includes participation by a project steering committee (PSC), a project executive committee (PEC), and City Council. The PSC includes 14 resident members who have contributed residential feedback as part of the process. The PEC members include Town of Addison department Directors and City Manager Office representation. This group has ensured that other Town plans and programs are considered as part of the Airport Master Plan process.
Additionally, there have been 4 Airport Master Plan community meetings that have been held.
On a one-to-one basis, jets generate more revenue. However, revenue generation does not impact the service provided to either aircraft type.
Addison Airspace includes a five-nautical-mile radius up to 2,500 feet. Above this lies Class B airspace for Dallas Love Field and Dallas Fort-Worth International Airport. The ADS tower only manages aircraft within Addison Airport’s defined airspace.
We have learned from initiatives at these airports, and based on discussions with FAA and stakeholders, our programs are considered industry best practices.
Yes. Lease agreements include this language, but compliance cannot be enforced without a Part 161 study resulting in an FAA-approved mandatory noise abatement program.