Frequently Asked Questions

Yes. Because the thresholds for Runways 17 and 35 are being shifted and the new runway will be at a higher elevation, the FAA is requiring the development of entirely new approaches. The Airport plans to implement identical GPS (RNAV) approaches for both RWY 17 & 35. However, after evaluating the substantial cost of relocating the existing Instrument Landing System (ILS) and surveying numerous airport users, the decision was made to decommission the ILS as part of this project. The new RNAV approaches will continue to provide pilots with reliable access to the Airport during inclement weather. 

This project will be funded through a combination of sources, including airport revenues and state and federal grants. Funding will come from the FAA’s Airport Improvement Program (AIP), the Bipartisan Infrastructure Law (BIL), Texas House Bill 1 (HB 1), Congressional Community Project Funding, and Non-Primary Entitlement (NPE) funds. The airport sponsor’s share will be covered by airport-generated revenue. No local tax dollars will be used for this project.

• New runway pavement designed for current critical aircraft (Gulfstream G650, Global Express).

• Grooved pavement for improved drainage and aircraft braking action.
• FAA-compliant Runway Safety Area (RSA) provides improved safety for aircraft in the event of a runway excursion.
• Additional Landing Distance Available (LDA) for Runway 35.
• Future rehabilitation repairs can be conducted at night, reducing operational impacts.
• New 4-light LED PAPIs for both Runway 17 & 35.
• LED runway lights.

The Airport will implement production requirements for the contractor, which will require day and night crews throughout the 30-day period. To incentivize timely completion, the contract will include substantial bonuses tied to material production and phase milestones. An on-site asphalt batch plant will be required, along with redundant equipment to ensure consistent material delivery and mitigate delays from mechanical failures. Additionally, the Airport will preemptively complete 1,000 feet of work on the south end of the runway during Phase 2 to identify potential issues and reduce the overall workload during the full closure.
 
 In 2024, the Airport conducted a test strip to gather real-world data on the pavement reclamation process prior to demolishing the old Taxiway 'M.' The results exceeded expectations, confirming that Phase 3 can be completed in just 30 days. In addition, groundwater monitoring wells were installed to ensure construction activities would not adversely affect the water table—proactively addressing potential environmental concerns and helping to avoid unexpected delays in the schedule.

Yes, asphalt is a highly suitable and often preferred pavement option for airports in Texas. When designed according to FAA specifications, asphalt runways offers significant advantages—particularly for single-runway airports—due to its ability to be repaired quickly during nighttime hours, minimizing operational disruptions. Many airports, even large commercial airports, are transitioning to asphalt for critical runway surfaces because of the faster return to service compared to concrete. The asphalt mix proposed for this project is specifically engineered to perform reliably in Texas’s high-heat conditions.

If your aircraft is unable to access the runway during the closure period, you may be eligible for rent or land lease abatement. The Airport will get with eligible tenants closer to the closure period to discuss further. 

No, the FAA and TxDOT Aviation rejected the Airport’s request to utilize Taxiway ‘A’ as an alternate landing surface during the 30-day closure. Taxiway 'A' is 50’ wide and does not meet the FAA's design standards for runway use, even for Airplane Design Group I (ADG I) aircraft—such as Cessna 172s or Piper Archers—which require a minimum runway width of 60 feet, as per Advisory Circular 150/5300-13B, Airport Design.

Yes. Airport leadership and engineering consultants carefully evaluated numerous alternatives—including constructing the future west-side taxiway at 100 feet wide to serve as a temporary runway, and overlaying the existing concrete with asphalt. However, none of the options offered a realistic or permanent solution that could be reasonably funded in the near term. Other proposals were either prohibitively expensive, required excessive time to implement a lasting fix, or involved costly temporary repairs that failed to adequately address the aging pavement. This decision was made with careful consideration, as the Airport will face a significant loss in revenue during the 30-day period. However, Airport leadership determined that this approach serves the best long-term interests of the Airport and its stakeholders.

Airport staff conduct daily inspections and perform necessary repairs to keep the runway safe for aircraft operations. However, with increasing traffic and more frequent use by larger aircraft, the pavement continues to deteriorate. A comprehensive pavement evaluation completed in 2021—which included bores, cores, LiDAR imaging, Ground Penetrating Radar (GPR), and Non-Destructive Testing—confirmed the need for a long-term, permanent repair. Initiating rehabilitation early is critical to avoid unplanned emergency repairs and ensure continued safe operations. From evaluation through planning, design, funding, and construction, the full rehabilitation process will span approximately nine years. Waiting until the pavement has failed to begin planning a major project is not a solution the Airport wants to consider. 

The current runway pavement, constructed in 1985, is now 40 years old and nearing the end of its useful life. Additionally, the existing pavement was never designed to support the larger corporate jet traffic we currently see today. A pavement condition survey conducted in 2018, followed by a detailed evaluation in 2021, confirmed the need for significant rehabilitation. In response, a comprehensive plan was developed to deliver a permanent, cost-effective solution by 2027.

No. The project will be funded by the Sugar Land Regional Airport and State and Federal aviation grants. The Airport is a self-supporting business that does not utilize local tax dollars.

No. We will only be rehabilitating the existing concrete pavement on the sole Runway at the Airport. We will not be creating a second Runway.

No, this project will not impact any city residents. Any impacts, such as runway closures, will be confined to the Airport property and will only affect aviation customers.

The Airport only has one runway. We often refer to the airport’s sole runway as “Runway 17- 35,” but this does not mean there are two runways. Pilots must land and take off into the wind, and the numbers represent the compass headings of the runway ends. Runway 17 indicates a heading of 170 degrees, with the last digit dropped for simplicity, while Runway 35 indicates a heading of 350 degrees. Despite the dual designation, SGR has only one physical runway. Runway 17 is used when landing from the north and flying south, and Runway 35 is used when landing from the south and flying north. Due to prevailing southern winds, Runway 17 is primarily used throughout most of the year. During the winter months, when winds shift from the north, Runway 35 is used more frequently.

No. The Airport will not be lengthening Runway 17-35. In fact, the Airport will be reducing approximately 50’ of the south end of the Runway to comply with FAA Runway Safety Area (RSA) design standards due to the proximity to the railroad tracks.

The Airport spans 610 contiguous acres, bordered by Cullinan Park on the west and north, Highway 6 on the east, and Highway 90 on the south. Due to these boundaries, the Airport cannot expand its current footprint. However, plans are in place to enhance and expand aeronautical facilities within the existing 610 acres.

The Airport does not have any plans at this time of becoming a commercial airport.

The project is currently in the engineering design phase. The construction phase of this project is anticipated to begin in early 2027 and will take the majority of the calendar year to complete.

No, this project will not impact any city residents. Any impacts, such as runway closures, will be confined to the Airport property and will only affect aviation customers.

Unfortunately, no. As a federally obligated airport, Sugar Land Regional Airport must comply with FAA Grant Assurances, including Grant Assurance 25 – Airport Revenue. These requirements strictly limit how airport-generated revenue can be used. Under FAA policy, airport revenue may only be used for airport capital improvements and operating expenses. It cannot be used to subsidize or provide direct financial assistance to individual airport tenants or private businesses. This position was confirmed in consultation with TxDOT Aviation and is further outlined in Chapter 15 of FAA Order 5190.6C (Airport Compliance Manual), including Section 15.9 on permitted uses of airport revenue.

The Engineer’s probable cost estimate for construction is $29,715,834. The cost of engineering design was $1,429,248.52 for a total project cost of over $31M. The Airport won’t know the total cost of construction until the project is bid, which is anticipated to be in July 2026.