Strategic Development Plan


Physical Address
San Antonio International Airport
9800 Airport Blvd.
San Antonio, TX 78216

Mailing Address
Aviation Department
9800 Airport Blvd.   Terminal A, Mezzanine
San Antonio, TX 78216

Administrative Office Hours
Monday – Friday
7:45 AM – 4:30 PM

Airport 24 Hour
Communications Line

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  • Jesus H. Saenz, Jr., IAPContact Jesus H. Saenz, Jr., IAP
    Director of Airports
  • Thomas BartlettContact Thomas Bartlett
    Aviation Deputy Director
  • Mukesh (Mookie) PatelContact Mukesh (Mookie) Patel
    Chief Administration Officer
  • Ryan E. RochaContact Ryan E. Rocha
    Chief of Operations
  • Loyce D. ClarkContact Loyce D. Clark
    Chief Asset & Planning Officer

Strategic Development Plan



More than 10 million passengers — an average of 25,000 per day — fly in and out of the San Antonio International Airport each year. In the next 20 years, that number could double to 18 million passengers per year.

To accommodate this growth and continue to generate prosperity, the Airport must keep up with the air travel needs of the community and region. So, the San Antonio Airport System launched a Strategic Development Plan process to focus on the next 20 years, and to examine the suitability of the site for growth and expansion in the next 50 years.

The data-driven Strategic Development Plan will produce options regarding land use, facilities, and services required for the airport system to accommodate the growth of the San Antonio region. The “will it fit?” in the current location question will be answered in late 2018; the entire study is expected to conclude in 2020.

San Antonio Airport System Strategic Development Plan encourages the community to be involved in the process through informal popup meetings, public meetings, participation in existing community meetings, social media, web page, newsletters, surveys, and stakeholder groups.

For more information, contact us at or call 210.207.7242, opt. 9.



As events are scheduled, you may find information here. Please email to be added to our mailing list for notifications of upcoming events to your email inbox.







Purpose: To educate the community on the progress of the Strategic Development Plan, gather input from interested stakeholders, and urge people to sign up for our mailing list to receive project updates and be made aware of future outreach events.






Purpose: These informal meet-ups will be held at local coffee shops in neighborhoods around the airport. They are designed to inform the community about the Strategic Development Plan and get input from airport neighbors and friends.


Purpose: These informal meet-ups will be held at local coffee shops in neighborhoods around the airport. They are designed to inform the community about the Strategic Development Plan and get input from airport neighbors and friends.





March, April and May Coffee Klatches not held due to COVID-19 Stay at Home orders and restrictions of public gatherings.

Thursday, February 27, 2020
4 - 6 pm
La Madeline Cafe & Bakery
722 NW Loop 410, Ste. 210
1 28
Thursday, January 30, 2020
5:30 - 6:30 pm
Revolución Coffee + Juice
7959 Broadway Street Ste. 500
1 26
Wednesday, December 11, 2019
6 - 7 pm
Medina River Coffee
11825 West Avenue Ste., 101
9 12
Wednesday, November 13, 2019
2:30 pm - 3:30 pm
What's Brewing
138 West Rhapsody Drive

Sketch Planning Session

Purpose: To get all ideas about airport development on the table by asking airport staff, consulting team, members, Airport Advisory Commission members, and Strategic Development Plan Technical Advisory Committee members to provide input by sketching initial high-level concepts for expanding the airfield to prepare for growth at San Antonio International Airport.


Tuesday, September 17, 2019
9:45 am - 12:00 pm
SAT Planning & Development Conference Room
Technical Advisory Committee and Airport Advisory Commission
Thursday, August 22, 2019
1:00 - 3:00 pm
Phil Hardberger Park
Urban Ecology Center
Technical Advisory Committee and Airport Advisory Commission

SDP Presentation

SDP Overview Sheet

Thursday, August 22, 2019
8:00 - 10:00 am
Terminal A Mezzanine Conference Room
San Antonio Airport System Managers Group

Public Open Houses

Purpose: To inform the community of the consultants' recommendation that the future airport will fit at our current location without the need to acquire land for the construction of a brand new airport. A survey was distributed that asked more specifically about the community members’ travel habits.

Date & Time Location Council District Attendance Meeting Materials
Thursday, October 25, 2018 | 5 pm to 7:30 pm Jewish Community Center 9 89

SDP Presentation

Forecast Station

Airfield Station

Terminal Station

Stakeholder Engagement Station

Wednesday, October 24, 2018 | 5 pm to 7:30 pm Stinson Municipal Airport 3 5
Tuesday, October 23, 2018 | 5 pm to 7:30 pm El Progreso Hall- Avenida Guadalupe 5 8
Monday, October 22, 2018 | 5 pm to 7:30 pm District 2 Senior Center 2 14

Pop-Up Meetings

Purpose: To educate the community on the progress of the Strategic Development Plan, gather input from interested stakeholders, and urge people to sign up for our mailing list to receive project updates and be made aware of future outreach events.

Thursday, March 12, 2020

The DoSeum
2800 Broadway St. 

2 -
Wednesday, March 11, 2020

Cody Branch Library
11441 Vance Jackson Rd.

8 -
Wednesday, March 11, 2020

Walker Ranch Park
12603 West Ave.

9 -
Tuesday, March 10, 2020
Mays Family YMCA at Potranco
8765 Texas 151 Access Rd.

6 -
Thursday, November 7, 2019
6:00 pm - 9:00 pm
People's Nite Market
1314 Guadalupe St.

5 11
Tuesday, November 5, 2019
10:00 am - 12:00 pm
Alicia Trevino Lopez Senior Center
8353 Culebra Rd. 
6 65
Saturday, November 2, 2019
4:00 pm - 8:00 pm
Mission Marquee Plaza
3100 Roosevelt Ave.

3 32
Tuesday, October 29, 2019
10:00 am - 1:00 pm
Palo Alto College - Student Center 
1400 West Villaret Blvd.
4 18
Saturday, October 26, 2019
6:00 pm - 8:00 pm
Halloween Event - Lincoln Park
2915 East Commerce
2 8
Saturday, October 19, 2019
10:00 am - 1:00 pm
Leon Creek Greenway System - Valero Park Trailhead
5902 North Loop 1604 West
8 21
Friday, October 18, 2019
6:30 pm - 9:00 pm
Comalander Stadium - Blossom Athletic Center
12002 Jones Maltsberger Rd.
9 4
Tuesday, October 15, 2019
6:30 pm - 9:00 pm
Deco Pizzeria Karaoke Night
1815 Fredericksburg Rd.
7 6
Monday, October 14, 2019
11:00 am - 1:00 pm
Northeast Senior Center
4135 Thousand Oaks
10 62
Sunday, October 13, 2019
10:00 am - 2:00 pm
Quarry Farmer's Market
255 E Basse Rd.
1 65
Saturday, October 6, 2018 Aeros & Autos Event at Stinson Municipal Airport 3 11
Thursday, September 6, 2018
10 am to 2 pm
San Antonio International Airport CONRAC Lobby 9 29
Saturday, September 1, 2018
9 am to 11 am
Pearsall Park (in conjunction with SA Speak Up event) 4 25
Tuesday, August 28, 2018
5:30 pm - 8 pm
Young Professionals Mixer at Cherrity Bar 2 -
Saturday, August 25, 2018
1 pm to 3 pm
Lincoln Park Splash Pad 2 3
Saturday, August 25, 2018
9 am to 11 am
Woodlawn Lake Park 7 42
Thursday, August 23, 2018
5 pm to 7:30 pm
Phil Hardberger Park
Dist. 8 - Blanco Entrance 
Saturday, August 18, 2018
10 am to 2 pm
Mission Marquee Artisans & Farmers Market 3 58
Friday, August 17, 2018
11:30 am to 1:30 pm
Houston Street "Lunch Break" Event 1 42
Thursday, August 16, 2018
5:30 pm to 8 pm
Morgan's Wonderland 10 15
Wednesday, August 15, 2018
1:00 pm to 5:00 pm
San Antonio International Airport Terminal A/B Baggage Level 9 46
Online Surveys 2460
As of 11/11/2019 TOTAL 3049

Visioning Sessions

Purpose: To gather input from our stakeholder groups including the three formed for this Strategic Development Plan (Stakeholder Working Group, Technical Advisory Committee, and Transportation and Planning Partners Working Group), the Airport Advisory Commission and the Mayor's Airport System Development Committee.

Date & Time Location
Friday, June 22, 2018 | 8:00 am to 10:00 am San Antonio Airport System Manager's Visioning Session
Tuesday, June 19, 2018 | 10:00 am to 12:00 pm Transportation and Planning Partners Working Group Visioning Session
Tuesday, June 19, 2018 | 3:30 pm to 5:30 pm Airport Advisory Commission Visioning Session
Monday, June 18, 2018 | 1:00 pm to 3:00 pm Technical Advisory Committee Visioning Session
Monday, June 18, 2018 | 1:00 pm to 3:00 pm Stakeholder Working Group Visioning Session
Monday, June 18, 2018 | 8:00 am to 10:00 am Airport System Development Committee Visioning Session

March 2020

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Yes - it has a negative impact on flights and passengers at SAT. Some airlines, like Southwest Airlines, depend on that aircraft more than others, and we have seen some flights temporarily removed from the schedule. The number of passengers flying would be greater had the Boeing 737 Max planes remained in service. However, we believe that the impact is temporary, and these aircraft are expected to return to service later in 2020 or early 2021.

As of March 20, 2020, we have seen a significant drop in passenger volumes, but it is too early to tell what the full effect will be. We do know, however, that it is normal for aviation demand and the economy to see sudden dips, as well as periods of above-average growth. When viewed over decades, aviation has grown steadily and predictably.

There is no reason to believe that near-term swings in passenger numbers will invalidate our 20-year planning forecast. For more information, we invite you to read the Strategic Development Plan chapter entitled Aviation Demand Forecast, which contains historical information back to 1968. The forecast serves the purposes of our ongoing long-term planning efforts; we will not seek to construct any projects until justified by actual demand. Lastly, we will also update the long-term plans for SAT every five to nine years, which will include a new forecast.

Noise will be considered in several ways before anything is built or closed:  

  1. The Strategic Development Plan team will develop a comparison of the 20-year noise footprints between different renditions of the preliminary preferred airfield alternative. 
  2. We will soon start the process of updating the Noise Exposure Map (NEM), which will update the existing noise contour and produce a future (5-year) contour. These maps are the basis of the FAA’s noise mitigation program, which in the past funded our acoustical treatment program. The technical team will use the new FAA AEDT (Aviation Environmental Design Tool) noise modeling software, which is more accurate than prior models. Two sets of four public meetings will be held to engage community members in the process. 
  3. Before starting construction projects, airports must produce supporting documentation and obtain environmental approvals under the National Environmental Protection Act (NEPA), such as an Environmental Assessment or Environmental Impact Statement. Changes in noise contours caused by the projects for which we will seek approval will be identified. Areas newly affected by a proposed project will likely be eligible for FAA-funded noise mitigation (which could include acquisition, acoustical treatment, and easements). It is important to note that we will implement most projects in increments, each of which will require approval before construction. For example, we do not expect to need a full runway extension to 10,700 feet until approximately 20 years from now. In the nearer term, we are more likely to require a shorter extension, such as a 500- or 1,000-foot extension to the existing 8,500-foot runway. Once we construct and mitigate for an approved shorter runway extension, any subsequent further extensions would require a new environmental approval under NEPA requirements, including noise assessment. 
  4. We will update our Noise Exposure Map again in about five years.

Currently, there are manageable airspace conflicts with both Randolph Air Force Base (AFB) and Lackland AFB/Kelly Airfield when using Runway 4-22. Therefore, the FAA Air Traffic Control Tower at SAT is in continuous communication with the Air Traffic Control Towers at Randolph AFB and Lackland AFB/Kelly Airfield to manage the existing air traffic interdependence. Increased future dependence on Runway 4-22 (caused by more operations on Runway 4-22 or by building a parallel runway to it) would be unacceptable because it would increase the interference with aircraft operations at multiple Joint Base San Antonio (JBSA) locations.

The San Antonio Airport System is fully committed to supporting the missions of all JBSA operations. Representatives of JBSA serve on the Strategic Development Plan Technical Advisory Committee, Transportation and Planning Partners Working Group, and the Stakeholder Working Group.

There are three advisory committees, including the Technical Advisory Committee, which is comprised of people representing organizations that are involved in aviation, such as the FAA, airlines, Joint Base San Antonio, and airport tenants; the Transportation Planning Partners Working Group, which has members from organizations responsible for transportation and urban planning in the region, such as VIA and TxDOT; and the Stakeholder Working Group, which consists of members representing neighborhood alliances and others with a vested interest in the airport, such as business and tourism organizations.

Three meetings have been held so far with each committee; two occurred during Phase 1 of the Strategic Development Plan in 2018, and one has taken place so far in Phase 2, with another to occur this Summer. Additionally, the Technical Advisory Committee participated in the development of airfield alternatives in late 2019 (together with the Council-appointed Airport Advisory Commission), for a total of four Technical Advisory Committee meetings so far.

This is a long-term plan for future generations. After an extensive seven-month-long technical alternatives evaluation process, 91 initial airfield options were reduced to the two remaining feasible alternatives that have been shared. Each final alternative includes a US 281 bridge.

A bridge over US 281 may be required in approximately 2038 to allow for an extended runway up to 10,700 feet long. There is no current requirement for a longer runway. A runway extension will likely be required in the future, when demand for additional flights to farther destinations materializes, such as Central Europe, South America, and Asia. A bridge over US 281 would not be needed until the full runway length of 10,700 feet is required. We are now planning for this eventuality, so that future generations have that option in 2038 or beyond. We are not proposing to build this extension in the near term.

Several US airports (including Atlanta Hartsfield Jackson, Minneapolis-St. Paul, and Fort Lauderdale-Hollywood International airports) have such runway bridges. These bridges were found to be financially feasible and necessary to accommodate growth and flights to farther destinations (such as economically significant international flights). Regarding the cost of a potential bridge over US 281, detailed cost estimates are being developed and will be presented during the next round of advisory group and public meetings to be held in Summer 2020.

Crosswind Runway 4-22 will in the long term be downsized or closed, once it exceeds its useful pavement life. The FAA will not fund its future reconstruction as an air carrier runway, because Runway 4-22 is no longer needed as a crosswind runway per FAA wind coverage requirements. This is a national FAA policy that affects many US airports. We first shared this information with the public in Phase 1 of the Strategic Development plan in 2018 with the advisory committees, with community members at four open houses, at meetings with the City Council Transportation Committee, and with the City Council at a B Session. 

The proposed closure or shortening of Runway 4-22 is not anticipated to occur until sometime after 2038. This runway also provides SAT with a backup air carrier runway until a parallel runway is built, and we will keep Runway 4-22 open and in use as long as possible.

While the use of Runway 4 has grown over the last several years, the SDP technical alternatives evaluation found that there are several limitations to further increasing its use, including: 

  1. airspace conflicts with Randolph AFB arrivals and departures; 
  2. the intersection with Runway 13R-31L which has been deemed a safety “hot spot” by the FAA; 
  3. and to a lesser extent, Lackland AFB/Kelly Airfield interference with Runway 4 arrivals. 

In other words, making Runway 4-22 SAT’s main runway would increase the current airspace conflicts. It would make the SAT operation mostly dependent on the Joint Base San Antonio aircraft operations at Randolph AFB and Lackland AFB/Kelly Airfield. This is not acceptable, given SAT’s role as a growing air carrier airport and important contributor to the regional economy.

Also, because Runway 4-22 will ultimately go away as an air carrier runway (some time after a parallel runway is built, between 2038 and 2048), investing in extending it versus extending one of the 13-31 runways would not be a sound infrastructure investment. As such, it is likely to be ineligible for FAA funding. It should also be noted that there is not sufficient space off the ends of Runway 4-22 for a full extension to the ultimately needed 10,700 feet. To the south, limitations include the space needed for a runway safety area (overrun) and airspace clearance over the elevated portion of Loop 410. Limitations to the north include the Salado Creek and Mud Creek floodplain and wetland areas, as well as the Salado Creek Greenway. So-called special purpose environmental laws mandate that impacts to these areas are only allowable if no alternative exists that avoids such impacts. In our case, the final SDP alternatives avoid special purpose environmental impacts.

Lastly, once a closely-spaced parallel runway will have been built, SAT’s airfield will be an efficient two-runway parallel traffic flow in the 13-31 direction. Like other US parallel-runway airfields with good wind coverage, Runway 4-22 could not be used much anymore at that time, because its traffic would cross with two parallel traffic flows on the 13-31 runways.

For these reasons, the seven-month long technical alternatives evaluation process eliminated alternatives that would extend Runway 4-22, build a parallel to it, or build other air carrier runways in the general northeast-southwest orientation.

No. Airfield projects are mostly funded from the Airport Improvement Program (AIP) fund administered by the FAA. As with highway improvements that are funded through fuel taxes and other vehicle-related fees, AIP funds come from passenger ticket taxes and aircraft fuel taxes, meaning that airfield projects are funded by users of the aviation system. They are NOT funded by local, county or state taxes paid by residents. Additional funding for airport improvements comes from other airline- or passenger-based fees, such as the passenger facility charge, fuel flowage fees, aircraft landing fees, airport rents, and airport revenue bonds. However, the City may choose to fund portions of the development cost.

While air carriers periodically show interest in serving Europe from San Antonio, there currently is no such route from SAT. Certain aircraft can already reach western European cities from our existing runways, so a runway extension is not necessary today. However, based on our projected passenger and economic growth, we expect demand for European or farther destinations to happen within the Strategic Development Plan’s 20-year planning period. Should an airline commit to offering such service, the airport, as part of the City of San Antonio’s transportation infrastructure, needs to be able to accommodate it. This means that we must plan for it now. Common international aircraft, such as the Boeing 787, that fly to farther European, South American, or even Asian destinations, would require a runway extension. Up to a total length of 10,700 feet is anticipated to be needed in approximately 20 years, so that is the length we are planning to benefit future generations.

Construction of major projects resulting from the Strategic Development Plan will commence years from now. After the plan is adopted by the City of San Antonio and approved by the FAA, environmental and financial approvals will be needed before engineering design can start, followed by construction of the first projects. Toward the end of the plan, we will determine the sequence of incremental projects over time and the associated required approvals. For example, the first projects could be terminal expansion, taxiway improvements, a small runway extension, or initial roadway improvements. The need for a 10,700-foot runway is estimated to be 20 years away. In the interim, smaller projects will include new gates and new concessions in Terminals A and B.

Land acquisition is required not for the runway itself, but for the edges of one of the protective surfaces beyond the end of the extended runways (most of which the City already owns). Because improvements in the next 20 years will be made on an incremental basis (for example, taxiway improvements and incremental runway extensions), it will be up to 20 years before we would require additional land. In the meantime, if property near the ends of the main runway or around the airport perimeter becomes available for sale, we hope to be able to buy and hold it for future aeronautical use.

We looked at and answered that question in Phase 1 of the Strategic Development Plan (SDP). The airport can be made to fit in its current location for the next 50 years. A new airport is therefore not required, will not be eligible for FAA funding, could not obtain environmental approvals, and therefore could not be built. In Phase 1, a White Paper was developed on this topic.

This paper generally describes the process, associated timeline, order of magnitude cost, and what a typical new airport would most likely look like. The high-growth scenario of the San Antonio International Airport’s SDP 20-year forecast, which was reviewed and accepted by the FAA, was extrapolated to 2068 to define the needs that a new airport would have to accommodate. This forecast and the decision that no new airport is needed were also reviewed and accepted by the Mayor-appointed Airport System Development Committee, the three Strategic Development Plan advisory groups, the Airport Advisory Commission, and the San Antonio City Council.

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Yes, in two ways: (1) The airport is subject to various permits from past projects and that are required by the City, State and federal government; and (2) Prior to implementing any new projects, the airport carefully follows the National Environmental Policy Act (NEPA) process. NEPA is a law about procedure (process) and requires agencies to take a hard look at environmental impacts. The purpose of NEPA is public disclosure of impacts, and to ensure that federal decision-makers have sought public input and the input of public agencies with special environmental expertise, and that they understand the environmental consequences of their decisions. Adherence to the NEPA process is required for full unconditional approval and thus implementation of projects on an ALP (Airport Layout Plan). This means that projects from the Strategic Development Plan (SDP) will mostly require NEPA approvals prior to moving ahead.


Any new terminal facilities will be determined through the Strategic Development Plan (SDP). Terminal C was previously proposed at the time the economy and airline flights collapsed, and the project was abandoned in 2008. The SDP will look at all needed airport projects and will come up with a new path toward future facilities.

Phase 1 determined that the existing San Antonio International Airport can accommodate the region’s long-term aviation needs and could be made to fit at the current location. Phase 2 will plan to accommodate demand for a 20-year period and will produce a preferred airport development plan for the airfield, terminal, and airport access. Phase 2 will also preserve airspace and land use flexibility for the next 50 years.

A “noise contour” is the “map” of noise exposure around an airport. A contour is computed through a Federal Aviation Administration (FAA) model which calculates annual noise exposure. The FAA is phasing out older, noisier commercial aircraft, resulting in some stages of aircraft no longer being in the fleet. Aircraft noise is regulated through standards.

Noise will be considered in four ways during the SDP:

1. The update to the Noise Exposure Map (NEM) will depict updated and forecasted noise contours, collect and show data on the map regarding current and future associated land use compatibility, and include eight public open house-style workshops for stakeholders.

2. SDP Alternatives Evaluation will consider potential long-term noise impacts.

3. Noise impacts will be considered in NEPA (National Environmental Policy Act) project-related studies before a project can be implemented on a project by project basis.

4. Noise mitigation may become part of a project, if NEPA studies find that it would otherwise increase noise exposure on a project by project basis.

This could be the potential runway length if international long-haul air service requires it in the 20-year planning scenario.

During Phase 2 of the SDP, the forecast information assembled during Phase 1 will be reviewed and updated if necessary.

Phase 1 determined that the existing San Antonio International Airport could be made to fit at the current location. Phase 2 will plan how to accommodate demand for a 20-year period and will produce a preferred airport development plan for the airfield, terminal, and airport access.

“Master plan” represents a typical FAA-guided process for a 20-year timeframe. “Strategic Development Plan” refers to our two-phase process that plans for the region’s 20-year aviation needs at SAT, a general 50-year possibility to prevent conflicts that could limit future flexibility in the current location beyond 20 years, and the six-year short range Capital Improvements Plan that identifies capital projects, financing options, and timetable.

The Strategic Development Plan relates to the entire city, and not just the homes and buildings near the airport. San Antonio International Airport is owned by the City of San Antonio, and community members and their visitors from all over the city and region use it. The goal is to inform and engage everyone who wants to learn about and provide input to the SDP.

“SAAS” refers to “San Antonio Airport System”, which includes both the San Antonio International Airport (SAT) and Stinson Municipal Airport (SSF). “SAT” and “SSF” are the three-letter airport codes abbreviations that were originally created for the convenience of pilots, and now are seen on passengers’ boarding passes and baggage tags.

  1. Introduction*
  2. Stakeholder Engagement
  3. Inventory of Existing Conditions*
  4. Aviation Demand Forecasts
  5. Demand/Capacity and Facility Requirements

(*As chapters are finalized, they will be included here.)

For more information, please contact us at 210.207.7242, opt 9.

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Más de 10 millones de pasajeros, un promedio de 25,000 por día, entran y salen del Aeropuerto Internacional de San Antonio cada año. En los próximos 20 años, ese número podría duplicarse a 18 millones de pasajeros por año.

Para adaptarse a este crecimiento y continuar generando prosperidad, el aeropuerto debe mantenerse al día con las necesidades de viajes aéreos de la comunidad y la región. Por lo tanto, el Sistema del Aeropuerto de San Antonio lanzó un proceso de Plan de Desarrollo Estratégico para enfocarse en los próximos 20 años, y examinar la idoneidad del sitio para su crecimiento y expansión en los próximos 50 años.

El manejo de datos del Plan de Desarrollo Estratégico producirá opciones relacionadas con el uso de la tierra, las instalaciones y los servicios necesarios para que el sistema aeroportuario pueda adaptarse al crecimiento de la región de San Antonio. La pregunta sobre si en la ubicación actual cabe el Aeropuerto proyectado será respondida a fines de 2018; se espera que todo el estudio concluya en 2020.

El Plan de Desarrollo Estratégico del Sistema Aeroportuario de San Antonio alienta a la comunidad a involucrarse en el proceso a través de reuniones emergentes informales, reuniones públicas, participación en reuniones comunitarias existentes, redes sociales, páginas web, boletines informativos, encuestas y grupos de partes interesadas.

Para obtener más información, comuníquese con nosotros a o llame al 210.207.7242, opt 9.



Fecha y Hora Ubicacion CONCEJO
Martes, Marzo 10
Mays Family YMCA at Potranco
8765 Texas 151 Access Road
Miércoles, Marzo 11
Walker Ranch Park
12603 West Avenue
Miércoles, Marzo 11
Cody Branch Library
11441 Vance Jackson Road
Jueves, Marzo 12
The DoSeum
2800 Broadway Street
Sábado, Marzo 14
300 Celebration of Mission San Jose
3122 Roosevelt 


Preguntas frecuentes

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Un plan maestro de aeropuerto es un documento que establece el desarrollo potencial a largo plazo de un aeropuerto. El objetivo de un plan maestro es proporcionar recomendaciones de desarrollo bien razonadas durante un período de tiempo de planificación a largo plazo, generalmente 20 años. El plan maestro describe los pasos para satisfacer las necesidades futuras anticipadas de un aeropuerto, al tiempo que da cuenta de la comunidad circundante, el entorno local y los factores socioeconómicos. Todos los aeropuertos tienen un plan maestro. Estos planes se desarrollan siguiendo las pautas de la FAA (Administración Federal de Aviación). Los aeropuertos generalmente emprenden nuevos planes maestros cada 5 a 10 años, o siempre que un plan actual se vuelva obsoleto. Los proyectos propuestos en un plan maestro aún deben someterse a aprobaciones ambientales y financieras antes de que puedan implementarse.
Este Plan de Desarrollo Estratégico es diferente de los planes maestros guiados por la FAA en que mira hacia adelante 50 años en lugar de 20 años. La razón de esto es para ayudar a responder la pregunta de si las necesidades de aviación a largo plazo de la región se pueden satisfacer en el sitio actual, o si se necesitará un nuevo sitio de aeropuerto.
Primero, pronosticamos las necesidades de la región y la actividad aeronáutica relacionada durante 20 años. Utilizando los datos que recopilamos para un pronóstico de 20 años aprobado por la FAA, desarrollamos un escenario de alto crecimiento y lo extendimos 50 años para asegurarnos de que no estuviéramos subestimando las necesidades futuras. ¿A continuación, un análisis “Cabrá?" Se centró en definir cuáles eran las necesidades de espacio para el aeródromo (por ejemplo, las necesidades futuras de pistas y pistas de rodaje) y la terminal (por ejemplo, el número futuro de puertas y la huella del edificio). Se identificaron varias opciones diferentes que podrían satisfacer estas necesidades futuras en el sitio existente. El acceso al aeropuerto y las necesidades de otros inquilinos y las funciones de apoyo del aeropuerto son menos intensivas en cuanto a las propiedades y más flexibles en su ubicación y se estudiarán en detalle durante la siguiente fase del Plan de Desarrollo Estratégico.

La información técnica se presentó al Comité de Desarrollo del Sistema Aeroportuario (ASDC), que es el grupo de trabajo del aeropuerto designado por el alcalde Ron Nirenberg, así como a los comités de partes interesadas y miembros de la comunidad. Luego de considerar su aporte, el 31 de octubre de 2018, la ASDC recomendó al Alcalde y al Concejo Municipal que la respuesta a la pregunta “¿Cabrá ?" Es "Sí" y que el resto del Plan Estratégico se centre en la mejor manera de expandirse. la ubicación actual.
La Fase 1 (finalizada en 2018) se centró en el "panorama general" y sirvió para recopilar datos suficientes para responder al “¿Cabrá?" En la pregunta de la ubicación actual.

La Fase 2 (que se espera concluya en 2020) se centrará en los detalles de las opciones de expansión en el sitio existente relacionado con el aeródromo, la terminal y el acceso desde carreteras y transporte multimodal. Se realizarán varias rondas de participación de la comunidad y los miembros del comité antes de que se finalice cualquier plan preferido.
Visite la página web del Plan de Desarrollo Estratégico en:, envíe un correo electrónico a, o llame al 210-207-7242 entre las 7:45 a.m. y las 4:30 p.m. Lunes Viernes.
Las aerolíneas solo deciden qué mercados atienden con vuelos directos y qué aeronaves. Al igual que en muchos aeropuertos, SAT tiene un departamento de desarrollo de servicios aéreos que realiza investigaciones y brinda información a las aerolíneas relacionadas con los principales destinos que la comunidad local puede respaldar. El objetivo de nuestro departamento de desarrollo de servicios aéreos es alentar a más vuelos de líneas aéreas y destinos en SAT para servir mejor a nuestra región.
Desde que Estados Unidos desreguló su industria de la aviación comercial a fines de la década de 1970, las aerolíneas tienen control total sobre sus tarifas aéreas. Por lo general, las tarifas aéreas reflejan la estrategia de mercado de las aerolíneas en lugar del costo del servicio.
La ciudad de San Antonio es propietaria del SAT y del Aeropuerto Municipal de Stinson. Kelly Field no es parte de la ciudad, pero es propiedad de Port San Antonio). Sin embargo, el Departamento de Aviación no es un departamento típico de la Ciudad y está estructurado como un fondo empresarial, lo que significa que los ingresos generados en el aeropuerto respaldan completamente su costo de operación. Esto es típico de los aeropuertos municipales y les permite operar más como un negocio, pero aun así estar sujeto a las reglas del municipio. El aeropuerto apoya financieramente su propia operación y no se utilizan otros fondos de la Ciudad o de los contribuyentes
Hay varias fuentes potenciales de fondos disponibles para proyectos aeroportuarios:

  • Los fondos de la subvención de la FAA, que se derivan de los impuestos a los boletos de avión, se pueden usar para ciertos proyectos (elegibles) y son predominantemente mejoras de seguridad y de aeródromos. Los proyectos que generan ingresos no son elegibles para los fondos de la FAA.
  • Los cargos de las instalaciones para pasajeros (PFC, por sus siglas en inglés), que son tarifas cobradas a los usuarios en boletos de avión, pueden usarse para ciertos proyectos cuando la FAA no tiene fondos disponibles o no son elegibles para recibir fondos discrecionales de la FAA. Al igual que los fondos de subvenciones de la FAA, los PFC también tienen prohibido su uso en proyectos que generan ingresos o en aquellos que son arrendados exclusivamente por un inquilino específico del aeropuerto.
  • Bonos u otras deudas, como los Bonos de Ingresos Generales del Aeropuerto u otras deudas a corto plazo financiadas únicamente por los ingresos del aeropuerto.
  • Tasas a los inquilinos del aeropuerto.
  • Reservas de efectivo del aeropuerto.
  • Participación del sector privado.
  • Fondos aprobados por los votantes, como bonos de obligación general para instalaciones especiales o un impuesto a las ventas especial para respaldar una emisión de deuda.
En su mayor parte, la FAA lo hace. Los procedimientos de vuelo de aeronaves publicados por la FAA determinan las rutas que vuelan los aviones cerca de los aeropuertos y consideran varios factores, siendo la seguridad el número uno. Los controladores de tráfico aéreo de la FAA ayudan a los pilotos en la navegación hacia y desde los aeropuertos. Los pilotos tienen cierto margen de maniobra (con permiso del control de tráfico aéreo) para desviarse de ciertas rutas de vuelo estándar.
Los "interesados" son miembros de la comunidad local y regional que tienen un interés personal en el Aeropuerto Internacional de San Antonio. Esto abarca desde las aerolíneas, los inquilinos, la FAA, las empresas, los miembros de la comunidad que viven cerca del aeropuerto o que están interesados en el aeropuerto.
El impacto económico del aeropuerto en la región es significativo:
  • Los impactos directos incluyen aproximadamente 27,000 empleos y $2,800 millones de producción económica (ganancias y beneficios de valor agregado).
  • Además de los beneficios directos, los beneficios para toda la región incluyen:
    • Aproximadamente 15,300 empleos
    • Aproximadamente $2,500 millones de producción económica adicional
Aviones jumbo-aviones de pasajeros muy grandes- ya aterrizan en el Aeropuerto Internacional de San Antonio todos los días: DHL / Kalitta Air opera un B767-300 de cuerpo ancho, y FedEx opera un MD-11 a diario. Además, el inquilino VTSAA ocasionalmente ofrece jumbo jets en SAT, incluido el B-787 Dreamliner.
Sí, queda algo de espacio y el aeropuerto comercializa constantemente a las aerolíneas para agregar rutas y / o vuelos adicionales. El aeropuerto no rechazará una línea aérea interesada. Con el crecimiento récord que SAT ha experimentado durante más de dos años, se agregarán algunas nuevas puertas en los próximos cinco años aproximadamente, por lo que el Plan de Desarrollo Estratégico ya está en marcha.
Más de 6,000 personas trabajan en el aeropuerto, incluyendo cerca de 500 que trabajan para el Departamento de Aviación de San Antonio (que es responsable del aeropuerto). Los empleados del aeropuerto pagan por sus vuelos, como todos los demás. Sin embargo, algunos empleados de líneas aéreas tienen derecho a un cierto número de tarifas gratuitas o con descuento como parte de su paquete de beneficios para empleados.
Red de transportes de la empresa. Se refiere a viajes compartidos o compañías de transporte como Uber y Lyft. Algunos aeropuertos utilizan esta abreviatura en su señalización para las áreas designadas de recogida de viaje compartido.
Hay una avalancha diaria de salidas anticipadas de la aerolínea: aproximadamente 25 aviones salen entre las 5:00 a.m. y las 7:00 a.m. De manera similar, en las noches entre las 9:30 p.m. y a medianoche, estos aviones regresan aquí para estacionarse durante la noche para estar listos para las salidas de la mañana. Para el resto del día, hay una mezcla de llegadas y salidas. Hay 130 vuelos comerciales diarios a 54 destinos. SAT también tiene operaciones de carga aérea, aviones corporativos, aviación general y visitas de actividad militar.
Cada aeropuerto en el mundo tiene un código de tres letras. Estos códigos son generalmente utilizados por el control de tráfico aéreo y por las aerolíneas en la preparación de sus planes de vuelo. El código del Aeropuerto Internacional de San Antonio es "SAT" y probablemente proviene de "San Antonio Texas".
  1. Introduction
  2. Stakeholder Engagement
  3. Inventory of Existing Conditions
  4. Aviation Demand Forecasts
  5. Demand/Capacity and Facility Requirements

(As chapters are finalized, they will be included here.)

Para obtener más información, comuníquese con nosotros al 210.207.7242, oprime opción 9.

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