Arlington Municipal Airport Development Plan Arlington Airport Development Plan | Page 182
minimums lower than ¾‐mile). For Arlington Municipal Airport, the primary surface is 1,000 feet wide
(500 feet either side of the runway centerline). From the primary surface, the transitional surface ex‐
tends outward at a slope of one vertical foot to every seven horizontal feet.
The location of the BRL is dependent upon the selected allowable structure height. Traditionally, the
BRL is set at a point where the transitional surface is 20 feet or 35 feet above runway elevation. The
alternatives to follow consider a 20‐foot BRL in relationship to the runway system and existing and
proposed land uses. Due to the relatively limited amount of space between the runway system and
existing landside facilities on the east side of the Airport, the BRL will be a factor in future landside de‐
velopment within these areas.
ROTORCRAFT OPERATIONS
Arlington Municipal Airport accommodates a significant number of rotorcraft (helicopter and tiltrotor)
operations, a majority of which are related to flight testing and training activities associated with Bell
Helicopter and AgustaWestland. Bell Helicopter conducts operations from its facility on the west side
of the Airport. AgustaWestland and other helicopter operators utilize Runway 16‐34 and the parallel
taxiway system on each side of the runway for flight testing and training. There is limited dedicated
helicopter parking on the apron areas and, as a result, helicopters often have to hover adjacent to fixed
wing aircraft in order to arrive at their intended landing destination. Furthermore, airport traffic con‐
trol tower (ATCT) personnel are tasked with combining rotorcraft and other aircraft operations at the
Airport which can at times be difficult to segregate given a rotorcraft’s different operational capabili‐
ties in the traffic pattern.
The alternatives to follow will consider segregated parking areas for helicopters from fixed‐wing air‐
craft. In addition, to better accommodate rotorcraft activities as well as to increase the airfield’s ca‐
pacity, an independent touch‐down and lift‐off (TLOF) area for rotorcraft will be analyzed.
TAXIWAY ADG STANDARDS
As detailed earlier in this chapter, there are incompatibilities adjacent to the east side of parallel Taxi‐
way A that do not meet TOFA and separation standards for existing ADG II and ultimate ADG III design.
Exhibit 4G depicts the ADG II and III TOFAs, extending 65.5 feet and 93 feet east of the taxiway center‐
line, respectively. The vehicle drive lane and approximately 10 marked aircraft tiedowns on the main
aircraft parking apron are located within the existing and ultimate TOFAs. At a minimum, the marked
tiedowns should be removed, and if demand dictates, relocated to another area away from taxiway
development. Ideally, the vehicle drive lane could be relocated away from the parallel taxiway; how‐
ever, since it is designated only for approved personnel, it could be justified in its existing location.
Farther north, approximately 10 marked vehicle parking spaces should be removed from within the
existing and ultimate Taxiway A TOFAs.
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