Arlington Municipal Airport Development Plan Arlington Airport Development Plan | Page 162
No Taxi Islands can be developed using markings around the island, green paint to identify the island,
and lighting around the island; or, the islands can be developed by removing the pavement altogether.
Either option will present an obstruction which will require a pilot to navigate a turn prior to entering a
runway environment. The FAA has found that requiring a turn prior to entering a runway can minimize
runway incursion events. A No Taxi Island has previously been implemented farther north on the main
aircraft parking apron adjacent to the intersection of Taxiway D.
A marked No Taxi Island is not capable of being implemented at the connector taxiway providing direct
access to Taxiway C, as it would negatively affect the circulation of aircraft utilizing the taxilane adja‐
cent to the aircraft storage hangars. As a result, Exhibit 4C calls for the removal of the existing con‐
nector taxiway and replaces it with a taxiway, placed in such a manner that would require a pilot to
turn the aircraft prior to entering a runway system. In doing so, the likelihood of a runway incursion
event could be minimized. The actual construction of the proposed taxiway to enhance airfield safety
should only be undertaken if directed by the FAA and TxDOT.
High Energy Intersections
FAA design standards also present a new concept of a runway’s “high energy area.” The high energy
area is defined as the middle third of a runway and is typically the location where aircraft are moving
rapidly for takeoff or landing. It is this area that aircraft are more vulnerable to accidents with aircraft
crossing through as they cannot readily
slow or stop to avoid impacts. FAA guid‐
FAA guidance highly discourages the location
ance highly discourages the location of
of taxiways which route aircraft across a run‐
taxiways which route aircraft across a
way in the high energy area.
runway in the high energy area.
Arlington Municipal Airport has one taxiway which provides for a runway crossing in the high energy
area on Runway 16‐34, as depicted on Exhibit 4C. Taxiway D on the east side of the runway and Taxi‐
way J on the west side of the runway serve as crossing taxiways providing access to multiple aviation‐
related facilities on the east side of the Airport and the enhanced run‐up area on the west side of the
Airport. In order to eliminate this crossing opportunity for the existing runway configuration, Taxiway J
could be removed and replaced with a taxiway extending west of Taxiway E. Alternatives to follow will
include options to mitigate runway crossings in the high energy area based upon a proposed extension
on Runway 16‐34.
Right‐Angle Intersections
All taxiways connecting the runway and parallel taxiway system currently provide right‐angle intersec‐
tions on Runway 16‐34 except for Taxiway H. Right‐angle intersections are the standard run‐
way/taxiway intersection, except when there is a need for a high‐speed taxiway exit to accommodate
airfield capacity demand. Right‐angle taxiways provide the best visual perspective for a pilot to ob‐
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