Arlington Municipal Airport Development Plan Arlington Airport Development Plan

come disoriented once on the air‐ port operational area (AOA). Air‐ field security may be compromised as there is loss of control over the vehicles as they enter the AOA. The greatest concern is for public vehicles, such as delivery vehicles and visitors, which may not fully understand the operational charac‐ teristics of aircraft and the markings in place to control vehicle access. The best solution is to provide dedicated vehicle access roads to each landside facility that is separated from the aircraft operational areas with security fencing. The segregation of vehicle and aircraft operational areas is supported by FAA guidance established in June 2002 and amended in March 2008. FAA AC 150/5210‐20, Ground Vehicle Operations on Airports, states, “The control of vehicular activity on the airside of an airport is of the highest importance.” The AC further states, “An airport operator should limit vehicle operations on the movement areas of the airport to only those vehicles necessary to support the operational activity of the airport.” The present landside facility layout of the Airport requires vehicle traffic to operate on active taxilanes and aircraft parking aprons in order to get access to certain hangars and other aviation operators. This is acceptable for activity associated with small private aircraft storage. In locations where larger hang‐ ars that serve commercial general aviation activities exist, it is preferred to segregate aircraft and vehi‐ cle operations, while also maximizing the use of potential landside development. BUILDING RESTRICTION LINE The building restriction line (BRL) is a line that identifies suitable building area locations on the airport and helps limit building proximity to aircraft movement areas. The BRL should be set beyond the RPZs, ROFAs, ROFZs, navigational aid critical areas, areas required for terminal instrument procedures, and other areas necessary for meeting line‐of‐sight criteria. Two primary factors contribute to the determi‐ Two primary factors contribute to the nation of the BRL: type of runway (utility or oth‐ determination of the BRL: type of run‐ er‐than‐utility) and the capability of the instru‐ way (utility or other‐than‐utility) and the ment approaches. Runway 16‐34 is considered an “other‐than‐utility” runway since it accom‐ capability of the instrument approaches. modates an array of aircraft activity including large business jets. The BRL is the product of Title 14 CFR Part 77 transitional surface clearance requirements. These re‐ quirements stipulate that no object be located in the primary surface, defined as being no closer than 250 feet from a non‐precision instrument runway centerline (visibility minimums not lower than ¾‐ mile) and not closer than 500 feet to a runway served by a precision instrument approach (visibility The best solution is to provide dedicated vehicle ac‐ cess roads to each landside facility that is separated from the aircraft operational areas with security fencing. Chapter Four - 35

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