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A History of Austin's Newest General Aviation Airport
Page 173
W. H
Chapter 10
ramp itself to the east by about 3 degrees.
Technically it would work, but something
didn't sound right.
I asked the engineering team to evalu-
ate what would happen if we had several
jets parked on a ramp with a 3-degree slope.
What we found was that without chocks in
place, a corporate jet would begin to roll and
it was only a matter of time before a multimil-
lion dollar jet rolled off the end of the ramp
or into another aircraft. If that happened I'd
have a lawsuit on my hands and likely pay out
more money in legal fees and damages than
it would have cost me to build the connecting
taxiway and ramp correctly in the first place.
Bottom line: A sloped ramp wouldn't work.
We needed to level the hill and that meant fil-
ing for a code variance.
The City of Austin permitting process was
a painful paper-pushing ordeal. I had several
exceptional people working with me to keep
airport construction moving forward, but
that didn't prevent the City from slowing our
progress. Vice President of Development
Andy Perry oversaw permitting and construc-
tion. In May 2009 he requested a permit to
level the 18-foot hill where our new ramp and
terminal would go.
2010. Elevation drawings of the FBO terminal building, attached Henriksen Jet Center hangar, and arrival canopy.
Drawing courtesy of Fromberg Associates, Ltd.