Phoenix-Mesa Gateway - Frequently Asked Questions

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Frequently Asked Questions

Thank you for your interest in Phoenix-Mesa Gateway Airport. After reading through the FAQs, if you would like more information about the Airport, please e-mail your questions to Patrick Oakley, Community Relations Coordinator at poakley@phxmesagateway.org.

Topics

History & Planning
Current Operations
Future Operations
Noise
Environmental
Other (Submitted by citizens)

History & Planning

How long has the Airport been around?
Phoenix-Mesa Gateway Airport is part of the former Williams Air Force Base (AFB). The AFB was used for training pilots and instructors, training about 25 percent of all Air Force pilots in the last ten years it was open. The Department of Defense broke ground on July 16, 1941 and operated the Base for over 50 years before closing in September 1993. Just six months later, in March 1994, the Airport reopened for public use as Williams Gateway Airport. Click here to read more about the history.

Who decided to use the Airport for commercial service?
In 1991, the Air Force announced that the Base would be closing. The State and local community were very concerned about the 3,800 jobs and $300 million economic impact that they would lose. Upon the announcement of the closure, the Governor of Arizona quickly appointed the Williams AFB Economic Reuse Planning Advisory Committee. The committee was made up of representatives from all neighboring towns and cities, Maricopa County, State of Arizona, business leaders, and citizens. Through a public process, the committee developed the Williams Economic Reuse Plan, which outlined how the Base would be redeveloped. It was presented to and approved by the Governor of Arizona and the U.S. Air Force in 1992. That plan called for creating an educational consortium, now called the Gateway Campus, and a commercial reliever airport, now known as Phoenix-Mesa Gateway Airport.

Was the general public included in the planning process?
The general public has been included in all major planning processes by including citizens on the planning committees and by participating in public workshops. Specifically, the public has been involved with the 1992 Williams AFB Economic Reuse Plan, 1993 Airport Master Plan, 1996 Williams Regional Planning Study, 1997 Williams Area Transportation Plan, 1999 Airport Master Plan Update, and the 1999 Federal Aviation Regulation (FAR) Part 150 Noise Compatibility Study. The public is also represented through their elected officials and is invited to attend monthly Airport Authority Board meetings.

Was the local community informed of the development plans?
The Airport's development plans have been widely publicized since the closure announcement in 1991. Since that time, Airport plans have been discussed in many public meetings, city council meetings, and newspaper articles. The Airport has a library containing volumes of news articles and multiple news videos, representing many hours of broadcast news coverage. A video about the Airport was produced in 1995 and broadcasted on public access channels in the Valley as well as shown at more than 100 civic group meetings. The Airport has also been shown on many maps of the area over the past 50 years as an Air Force Base and since 1994 as Williams Gateway Airport and now Phoenix-Mesa Gateway Airport. In April 2000, additional State legislation was passed (Traffic Pattern Airspace Map) requiring the disclosure of the Airport to homebuyers in the area to help ensure the community is informed. Currently, Airport staff offers public presentations on the Airport's master plan to civic and social groups throughout the East Valley.

Were environmental impacts considered?
As part of the Air Force Base closure, the Air Force completed an Environmental Impact Statement (EIS), which met the requirements for establishing Gateway as a new commercial service airport. The EIS addressed environmental issues including pollution, noise, wildlife impacts, and archaeological resources.

Compliance with the National Environmental Policy Act (NEPA) is required for projects using federal funds. NEPA is typically complied with through the preparation of an Environmental Assessment (EA). Another EIS is only necessary when the impacts of a project (using defined thresholds) are significant even after mitigation.

Even though closing the Air Force Base and reusing the facility as a commercial airport reduced the noise impact, the Airport Authority conducted an F.A.R. Part 150 Noise Compatibility Study to further explore noise mitigation and abatement opportunities.

Current Operations

Who uses the Airport today?
Gateway has a wide variety of tenants and a diverse group of Airport users. While the majority of our traffic is general aviation flight training, military aircraft, large aircraft flight-testing, and cargo operations are common. Our tenants include The Boeing Company (structural repair facility, T38 modification program, and flight test programs), Native American Air Ambulance, Ratts Air Service (aircraft painting), Jetstrip (aircraft paint stripping), Airline Transport Professionals (flight training), Fighter Combat International (recreational and training flights), Chandler-Gilbert Community College (aircraft maintenance training), University of North Dakota (flight training), Mesa Pilot Development (flight training), L3 Communications, and U.S. Positioning.

The Airport's most common users include all Phoenix/Mesa metropolitan area flight schools, U.S. Marshals, 161st Arizona Air National Guard (KC-135s), Davis Monthan AFB (C-130s and F-16s), USAF Air Training Command (T37s and T38s), America West Airlines (flight training) and a variety of cargo companies and corporate jets.

I thought the Air Force Base was closed. Why does the military still fly there?
Even though the Air Force left in 1993, it is common to see military aircraft using the Airport. As a public use Airport, Gateway is open to all types of aircraft, including the military. As a former base, Gateway is well known to many military pilots who know that our runways, taxiways, and navigational aids are sufficient for their use. In addition, there are many military units in Arizona that need places to practice and Gateway is a convenient place to do so. Last, many military facilities are very busy, so it may be difficult to conduct all the needed training at those facilities. As a result, Gateway handles some of the overflow.

How do you measure activity?
Airport activity is measured in "operations". One "operation" is a take-off or a landing. A "touch and go", where the pilot lands and then takes-off again (commonly done during flight training), is two "operations". In 2006, the control tower at Gateway counted over 280,719 operations and placed as the 39th busiest Tower in the United States (out of 492 ranked Towers).

What are the benefits of having a local commercial airport?
Airports provide the link to a wide variety of aviation services that add great value to our daily lives. This includes emergency air ambulance services, medical transportation (transplants), community protection (police), recreational activities, overnight package and mail delivery, quick and convenient transportation for individuals, families, and businesses, and access to the nation's airspace transportation system.

Airports also provide jobs. As jobs grow, the demand for housing grows as well. This creates a ripple effect that stimulates all aspects of the local economy. Gateway already has an economic impact of $300 million annually. Having an airport nearby will provide East Valley residents with convenient access to passenger and cargo flights in the future as well as business and recreational flying opportunities. A secondary airport such as Gateway provides the opportunity for flights with no or few delays.

Future Operations

How big will the Airport grow? Is this going to be another Phoenix Sky Harbor?
Phoenix-Mesa Gateway Airport sits on just over 3,000 acres. With the exception of some land acquisition planned to ensure protection of the runway clear zones, the 1999 Airport Master Plan Update does not include additional land acquisition. So from a land perspective, the Airport is not forecasting any significant growth at this time.

From an operational and development perspective, the Airport will have significant growth. Passenger service began in 2003 with over 2,000 people flying on charter aircraft to destinations such as Laughlin, Lake Tahoe, and Reno. In 2020, the Airport's master plan forecasts annual landings and take-offs to exceed 338,000 operations and two million enplanements (an enplanement is a person boarding an aircraft). For comparison, Phoenix Sky Harbor conducted 545,768 operations in 2002 and handled over 17.6 million enplanements. As WGA's commercial operations increase, the development of a new passenger terminal on the east side of the Airport (along Ellsworth Rd.) will become necessary. Also, a connection to the future Santan freeway is planned for 2006.

It is clear that Phoenix Sky Harbor will remain the primary air carrier airport for the Phoenix-Mesa metropolitan area, and Gateway will supplement that by handling about 8 percent of the forecasted commercial operations serving the Valley.

Will there be major airlines serving Phoenix-Mesa Gateway in the future?
Most likely, major airlines will be providing scheduled passenger service at Gateway. The Phoenix-Mesa metropolitan area is one of the fastest growing regions in the Country. A recent study conducted by Maricopa Association of Governments (MAG) forecasts over 500,000 residents living east of Gateway by 2020. Areas with similar populations have two or more commercial airports with both airports being served by major airlines. While the Airport cannot predict which airlines that will be, Gateway can expect that a few carriers will serve both airports and that Gateway will also be attractive to regional airlines and charter companies.

Noise

Do you have any noise restrictions, like banning loud airplanes or curfews?
No. In 1990, Congress passed the Airport Noise and Capacity Act (ANCA) that outline the procedures that a community or airport must do to institute flight restrictions. Before instituting any flight restrictions, an airport must go through an extensive process and show that the "benefit" to the community outweighs the "cost" to the air transportation system. The FAA determines "benefits" by measuring how many people are living within the 65 DNL noise contour before and after implementing a noise restriction. Since there are no people living within Gateway's 65 DNL noise contour, no "benefit" could be demonstrated. The restrictions that people often refer to at other airports were in place prior to this legislation and are "grandfathered”, meaning they are exempt from ANCA requirements.

Click here to learn more about the Airport's Noise Study.

Are you doing anything to help minimize the noise?
Even though the Airport cannot mandate flight restrictions, Gateway has developed voluntary Fly Friendly procedures that pilots are encouraged to use. These procedures will not eliminate overflights, but they do aid in minimizing the noise exposure. The Airport actively encourages pilots and air traffic controllers to use these procedures whenever possible. Click here to view the Fly Friendly procedures.

Will airlines be able to use the Fly Friendly procedures?
There are eight components of the Fly Friendly procedures intended to reduce the impact of aircraft noise. Of these, four may apply to airline operations, including the preferential use of Runway 30; use of the best rate of climb; use of turbine engine noise reduction steps, National Business Aviation Association (NBAA) or equivalent; and when able, making an immediate right turn on departure from Runways 30.

The angle between the runways and this requested right turn out to the east requires turns in excess of 150-degrees and steep bank angles. While smaller jets and many military aircraft are often able to complete this requested departure turn close to the Airport, larger commercial aircraft may not be able to do so. Steep turns such as this may exceed FAA standards or airline policies. If so, the Airport will stress the use of other procedures, such as climbing as high as possible.

The Fly Friendly procedures are effective in minimizing noise exposure and overflights for local training (touch and go) operations.

I just moved to the area and was not told about the Airport. Who is responsible for disclosing the Airport to homebuyers?
Until 1999 for new homes and 2000 for resales, there was no specific legislative requirement for sellers to disclose the existence of an airport. The Airport Authority has taken several steps to ensure that you are notified of the Airport’s existence, including advertising Airport development plans, providing tours for real estate agents, installing directional signs on US Highway 60 and surrounding streets, including local planning jurisdictions in planning efforts, providing information about Gateway’s development plans upon request, hosting two air shows a year, from 1994 to 2002, and supporting state legislation that addresses public disclosure. If you have questions about a real estate agent's disclosure responsibility, please contact the Arizona Department of Real Estate.

State legislation (ARS 28-8486), effective July 2000, requires the disclosure of certain property in the vicinity of an airport. Relative to Phoenix-Mesa Gateway Airport, public disclosure is required in the area depicted in this map.

Is it louder now as a civilian Airport or when it was an Air Force Base?
It was louder as an Air Force Base. The Airport's noise contours are substantially smaller today compared to when the Airport was an Air Force Base. Even in 2020, the Airport expects this to still be the case. This is due to fewer operations and quieter aircraft. While Gateway often has loud military aircraft using the facility, it is only about 10 percent of what used to be flying here and 10 percent of the total traffic. The majority of the traffic (75 percent) is general aviation aircraft. The remaining 15 percent is a variety of commercial type aircraft including large air carriers.

Some have suggested that because there are more homes here now, there may be a larger impact. The reason the Airport is being developed for commercial service is also due to the population growth of the East Valley. The development of the Airport is no secret, and landowners have property rights that allow them to build homes near the Airport within the zoning laws established by the local jurisdiction. While the Airport has no authority over zoning, Gateway continues to work with local jurisdictions to promote compatible development around it.

What steps have been taken to insulate the schools in the local area?
Questions about noise attenuation for schools should be directed to the applicable school district. While the Airport strongly encourages compatible development around it, Gateway has no authority to regulate zoning or impose building standards. The Airport has been informed that schools built near the Airport area are noise attenuated and meet or exceed the sound and/or thermal standards due to the school district's insulation standards and use of quality building materials. Highland High School, the closest school to the Airport's 65 DNL noise contour line, was built in 1993 with noise attenuation measures to accommodate military training planes (the previous use of the Airport) as well as larger commercial planes.

What happens when I call in a noise complaint (480-929-7902)?
The Airport provides a recorded noise line to allow residents to express their concerns about overflights and noise. All calls are entered into a database and correlated with a particular aircraft event whenever possible. The calls allow the Airport to monitor compliance with our Fly Friendly procedures and Federal Aviation Regulations. A summary of the calls is provided to Gateway’s Board of Directors each month as well as to those operators who generate the most number of complaints.

Environmental

Don't aircraft pollute the air, causing harm to citizens?
Aircraft use petroleum fuel burning engines that, as a by-product, do release pollutants in the atmosphere just like every other combustion engine. However, all aircraft engines must leave the factory meeting EPA regulations for emissions. As far as the industry as a whole, commercial aircraft engines contribute only 1 percent to 3 percent of the total U.S. mobile source emissions. Vehicles, lawn mowers, leaf blowers, trains, ships, and miscellaneous other sources contribute the other 97 percent. In addition, effective December 31, 1999, airlines were required to upgrade their fleets with newer "Stage III" engines that reduce noise and emissions.

Another benefit of having a commercial airport nearby is the reduction of travel time for citizens driving to and from the airport, which results in reduced emissions if no alternative airport was available. Consider in 2020, if each arriving and departing passenger (two million enplanements is equal to four million passengers) saves an average of just five minutes of travel time driving to Phoenix-Mesa Gateway Airport rather than to Phoenix Sky Harbor. More than 333,333 hours of travel time (motor vehicle emission time) will be saved.

Do aircraft emissions cause cancer deaths and other health problems?
Effects on the cardiovascular system, mortality rates, birth weights, achievement scores, and psychiatric admissions have been examined in various research studies. The question of whether or not there are any detrimental health effects remains unsettled because of conflicting findings based on differing research methods and uneven study quality. While research is continuing, there is insufficient evidence to support these concerns (Newman and Beattie, 1985, pp.59-62).

What about aircraft fuel dumping?
This is a common but often unsubstantiated concern among landowners surrounding any airport that handles large aircraft. Certain jet aircraft (not all) have the ability to jettison fuel when an emergency condition exists. The purpose of the fuel jettison is to reduce the weight of the aircraft so that it can make a safe emergency landing. Aircraft operators do not jettison fuel to reduce the likelihood of a fire or for any other reason, except during an emergency, to reduce the landing weight of the aircraft to within its design limits. For this reason, it is a very rare occurrence.

When such an emergency exists, the pilots of certain aircraft can open a valve and dump fuel overboard in a fine mist. The jettison system vaporizes the fuel as it leaves the aircraft and rarely will the fuel reach the ground (it simply evaporates). Airlines that operate aircraft with this capability are required to develop procedures regarding the jettison of fuel and train all of their pilots regarding the instances when this would be an option. The Environmental Protection Agency and State Department of Environmental Quality regulate hazardous materials releases into the environment and certain reporting procedures apply.

Other (submitted by citizens)

Will the Airport affect my home value?
The value of your home is dependant upon many factors. Certainly your home's size, quality, location, and features are some of the largest considerations. Since the Airport was a former Air Force Base that operated for over 50 years, and the development of Phoenix-Mesa Gateway Airport has been publicly accepted as far back as 1992, WGA believes that land and home values already take into account the proximity of the Airport. Everything else being equal, it is likely that home values in this area will follow the trend for the region.

Is it true that the flight paths for Gateway conflict with those for Phoenix Sky Harbor?
Because Phoenix Sky Harbor is very busy, aircraft start lining up for landing several miles away. This impacts what airspace will be available for use by other airports. Since the FAA controls air traffic at both locations, they will manage the airspace to avoid conflict and ensure aircraft safety.

Why don't you have the airplanes take off and land in the other direction, or move the runways?
For safety, aircraft always attempt to take-off and land into the wind. When a runway is constructed, a wind study is conducted to determine the most appropriate runway orientation based upon the prevailing winds. Gateway’s runways are "12" and "30", meaning they are aligned according to the magnetic compass to 120 degrees (southeast) and 300 degrees (northwest) because that alignment provides the best wind coverage. When wind is not a factor, the Airport uses Runway 30 since that minimizes overflights for the community as a whole. Moving the runways is not feasible and would most likely simply move the traffic from one neighborhood to another, a policy the Airport, and the FAA, will not endorse.

Thank you for taking the time to learn more about the Airport. If you have further questions, please contact Patrick Oakley, Community Relations Coordinator at poakley@phxmesagateway.org.