Arlington Municipal Airport Development Plan Arlington Airport Development Plan | Page 210
The Development Concept considers acquiring an additional 1.68 acres of property north of the Airport
adjacent to the outer road associated with U.S. Interstate 20. At a minimum, an easement should be
acquired similar to what is in place on the property immediately to the south. The easement could be
designed to control future structure heights and incompatible land uses from encroaching upon the
Airport.
TAXIWAY DESIGN
While no significant airfield capacity improvements should be necessary during the course of the plan‐
ning period, the Development Concept considers improving airfield efficiency through the use of addi‐
tional taxiways. An extension on Runway 16‐34 would necessitate the need for parallel Taxiways A and
G to extend north to serve its ultimate configuration.
In order for taxiway development to meet ultimate TDG 3 standards, the FAA calls for a taxiway width
of 50 feet. As such, the plan includes increasing the width of parallel Taxiway A, as well as en‐
trance/exit Taxiways A (both ends of the runway), C, E, and F on the east side of Runway 16‐34 to 50
feet. Future extensions on parallel Taxiways A and G associated with a northerly runway extension
should also be designed to 50 feet. It should be noted that Taxiways B and D on the east side of the
runway and all taxiways on the west side of the runway currently meet or exceed TDG 3 standards.
Upgrading taxiway pavement fillets are also assumed in the redevelopment of these taxiways to meet
TDG 3 standards.
TAXIWAY GEOMETRY ENHANCEMENTS
A significant taxiway improvement proposed on the Development Concept in order to promote en‐
hanced operational safety on the airfield is the reconfiguration of Taxiway H as it intersects Runway 16‐
34. The plan calls for aligning the taxiway at a 90‐degree angle so as to provide better visual guidance
for a pilot to observe the runway environment. It should be noted that the ultimate width of Taxiway
H is planned for 100 feet.
Taxiway D on the east side of the runway and Taxiway J on the west side of the runway do not meet
current design standards since they provide a runway crossing in the “high energy area” on Runway 16‐
34. Runway crossings should be located in the first or last third of the runway because the middle third
is where pilots have reduced ability to avoid potential collisions due to the higher rate of speed in this
location. The Development Concept shows the high energy portion of Runway 16‐34 as based on the
proposed runway extension. The future plan calls for the relocation of Taxiway J farther south con‐
necting it with Taxiway C.
Another safety project involving taxiway design at Arlington Municipal Airport is to ensure that direct
access from an aircraft parking apron to runway is not provided. Configurations that allow for direct
access from an apron to the runway have been targeted as they tend to increase risks for runway in‐
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