Arlington Municipal Airport Development Plan Arlington Airport Development Plan | Page 209
Green Oaks Boulevard is allowed to remain in the departure RPZ beyond the south end of the runway.
The ASDA would also increase to 6,780 feet, allowing for an additional 700 feet of usable length for air‐
craft departing on Runway 16. This is preferred for jet aircraft since Runway 16 is utilized most often,
especially during the summer months when hot temperatures and high density altitudes require great‐
er runway lengths. The LDA on Runway 16 would remain at 6,080 feet due to the planned 700‐foot
displaced threshold.
As previously discussed in Chapters Three and Four, the RSA and ROFA are obstructed beyond the
south end of the runway by a perimeter access road, perimeter fencing, and small portion of Southeast
Green Oaks Boulevard. The FAA and TxDOT are aware of this safety deficiency and have approved the
non‐standard condition on the existing ALD. As a result, the Development Concept does not fully miti‐
gate the RSA and ROFA deficiencies at the south end of the runway. In the event that the FAA and
TxDOT determine that the full RSA standard must be adhered to in the future, it is recommended that
declared distances be further implemented to properly mitigate. As a result, the ASDA and LDA on
Runway 16 would be further decreased by 80 feet and published at 6,700 feet and 6,000 feet, respec‐
tively. The Airport could pursue a Modification to Standard to allow for acceptance of the ROFA defi‐
ciency.
For Runway 34, the TORA, TODA, ASDA, and LDA are all to remain at 6,080 feet. The TORA and TODA
must consider the location of the departure RPZ beyond the north end of the runway, thus reducing
the takeoff calculation by 700 feet. The ASDA and LDA would be 6,080 feet to account for the full
1,000 feet of RSA and ROFA needed beyond the north end of the runway. As a result, the localizer as‐
sociated with the ILS approach to Runway 34 could remain in its existing location and the RSA and
ROFA would be contained entirely on existing airport property.
RUNWAY PAVEMENT STRENGTH
The current strength rating on Runway 16‐34 is 60,000 pounds single wheel loading (SWL). The rec‐
ommended plan includes reconstructing the runway to obtain ultimate pavement strength of 150,000
pounds dual wheel loading (DWL). This strength rating will better accommodate larger business jets
and air cargo operators that frequent the Airport and allow for an increased useful life of the runway
pavement.
APPROACH PROTECTION
The FAA recommends that the airport sponsor own in fee simple the RPZ property. When fee simple
ownership is not feasible, positive land use measures should be implemented in order to protect an
airport from encroachment by incompatible land uses or obstructions. Currently, a large portion of
property within the RPZs associated with Runway 16‐34 are positively controlled by the Airport either
through fee simple acquisition or an avigation easement.
Chapter Five - 12