Arlington Municipal Airport Development Plan Arlington Airport Development Plan | Page 114

As depicted on Exhibit 3E, there is one area on the airfield that does not conform to existing and/or
ultimate RSA standards. A portion of the perimeter access road, perimeter fencing, and a public road-
way penetrate the southwestern-most portion of the RSA; however, the perimeter access road is re-
stricted to authorized airport personnel and is not open to the public. The portion of the RSA extend-
ing onto Southeast Green Oaks Boulevard is outside airport property, thus beyond airport control and
mitigation.
While the standard for RSA width is 500 feet for RDC C-II and C-III, AC 150/5300-13A, Change 1, Airport
Design, allows for the application of a narrower RSA width of 400 feet for RDC C-II. As such, a 400-foot
RSA is also presented on the exhibit. Under this scenario, the RSA still extends over a portion of the
perimeter access road and perimeter fencing. The edge of the 400-foot wide RSA also extends near
Southeast Green Oaks Boulevard reaching the pedestrian sidewalk adjacent to the north side of the
roadway.
The current RSA deficiency was identified in the 2008 Airport Master Plan as it has been discussed with
FAA and TxDOT personnel in the past. At the time, FAA standards also required 1,000 feet of RSA prior
to the approach end of Runway 34. Several alternative changes for meeting RSA were considered;
however, the FAA recommended keeping the runway threshold at its current location. The decision
indicated no change was preferred so as to prevent impacts with aircraft holding short of the runway
and the precision obstacle free zone (POFZ) associated with an instrument landing system (ILS) ap-
proach serving Runway 34. Since this time, the RSA standard has been reduced to 600 feet prior to the
approach end of Runway 34. The reduced RSA requirement results in the existing condition conform-
ing to FAA standards for approach RSA; however, the 1,000 feet required beyond the departure end of
the runway remains unmet. As a result, potential solutions to meeting C-II and C-III standards for RSA
beyond the departure end of Runway 16 will be evaluated in the alternatives analysis.
RUNWAY OBJECT FREE AREA
The ROFA is “a two-dimensional ground area, surrounding runways, taxiways, and taxilanes, which is
clear of objects except for objects whose location is fixed by function (i.e., airfield lighting).” The OFA
does not have to be graded and level like the RSA; instead, the primary requirement for the ROFA is
that no object in the ROFA penetrates the lateral elevation of the RSA. The ROFA is centered on the
runway, extending out in accordance to the critical design aircraft utilizing the runway.
For RDC C-II and C-III design, the FAA calls for the ROFA to be 800 feet wide, extending 1,000 feet be-
yond each runway end. Similar to the RSA, only 600 feet is needed prior to the landing threshold. Ex-
hibit 3E depicts two areas on the airfield that do not meet ROFA standards. A dense area of trees pro-
trudes above the RSA elevation and serves as a ROFA deficiency on the north side of the runway. On
the south side of the runway, perimeter fencing and a portion of Southeast Green Oaks Boulevard fall
within the ROFA. Similar to the RSA, a detailed analysis of potential solutions to mitigating the ROFA
deficiencies will be examined during the alternatives analysis.
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