Arlington Municipal Airport Development Plan Arlington Airport Development Plan | Page 193
Immediately south of the proposed Aviation Commercial redevelopment area, the plan calls for rede‐
velopment of Aviation Residential uses. These hangars are privately owned and many have lease op‐
tions for at least the next 10 years. Airport management should continue to work with the leasehold‐
ers and formulate a viable long term plan to redevelop this area in such a manner as to provide proper
separation standards associated with parallel Taxiway A. Similar to the Aviation Commercial redevel‐
opment area, this redevelopment area should consider improving building setbacks associated with
the BRL. Land immediately east of this area is designated for future fuel farm expansion.
Farther north along the east side of parallel Taxiway A, Alternative A dedicates an area for Aviation In‐
dustrial use. As proposed, one rotorcraft TLOF is shown and aligned with the existing runway layout
and could satisfy tiltrotor activities associated with AgustaWestland, as well as other local and itinerant
helicopter operations.
Exhibit 4H also designates land uses on the west side of Runway 16‐34 in order to fully utilize all areas
on the Airport. The construction of parallel Taxiway G provides aircraft access to the west side, making
it more attractive and suitable for development potential. Furthermore, the planned extension of Cen‐
ter Street adjacent to the west side of the Airport will create improved vehicle access to this area.
Maintaining the philosophy of grouping similar activity levels and land uses together, this alternative
dedicates a large area adjacent to Taxiway G for Aviation Commercial activities. To the north is a large
tract of land designated for Aviation Industrial that currently accommodates Bell Helicopter’s facilities.
A small area between the two land uses is designated for a future airport maintenance facility. As pre‐
viously discussed, this maintenance facility and associated staging area would be dedicated to the stor‐
age of airport equipment and maintenance activities and could serve as a buffer between the proposed
Aviation Commercial and existing Aviation Industrial land uses. Farther west, an area comprising Non‐
Aviation Related land use is depicted that could provide enhanced revenue opportunities on property
that would otherwise be vacant.
Generalized Land Use Plan – Alternative B
Exhibit 4J depicts Alternative B and includes areas that constitute a different approach to land use
planning when compared to the previous alternative. Under this alternative, the entire midfield area
on the east side of the Airport would ultimately cater to Aviation Commercial activities and include the
redevelopment of the existing City T‐hangars and privately‐owned T‐hangars and linear box hangars
south of the terminal area. As previously discussed, the reconfiguration of hangar facilities and aircraft
movements in this area could better position the Airport to meet separation standards associated with
parallel Taxiway A and the BRL.
On the northeast side of the Airport, the currently vacant parcel adjacent to Taxiway A is designated
for Aviation Commercial activities. As such, this area could accommodate SASOs similar to those that
occupy space immediately south in the Airport’s main terminal area. Towards the southeast side of
the Airport, Alternative B proposes an area that could accommodate helicopters in order to better seg‐
regate them from fixed‐wing operations.
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