Arlington Municipal Airport Development Plan Arlington Airport Development Plan | Page 214
on the east side of the airfield; however, the areas considered for development and redevelopment
should be able to accommodate an array of hangar types without penetrating the BRL.
AIRCRAFT PARKING
Analysis in Chapter Three indicated that additional aircraft parking apron space is needed to accom‐
modate aircraft activities through the planning period of this study, especially during special events at
the AT&T Stadium located a relatively short distance north of Arlington Municipal Airport. Historically,
certain taxiways on the airfield have been closed to help accommodate aircraft parking that overflows
from existing apron space during these special events.
Exhibit 5A proposes additional apron space on the east side of the airfield adjacent to the existing ter‐
minal area. In addition, the redevelopment of the City T‐hangar area also incorporates additional air‐
craft parking apron space to support high‐activity aviation uses. An expansive parking apron is also
planned on the west side of the Airport and would likely be constructed in phases beginning in the long
term planning horizon of the study.
TAXIWAY SEPARATION STANDARDS
Chapter Four detailed incompatibilities associated with the existing and ultimate taxiway object free
area (TOFA) for Airplane Design Group (ADG) II and III standards on Taxiway A. For ADG II aircraft, the
TOFA is 131 feet wide as centered on the taxiway (65.5 feet either side of centerline). Currently, a ve‐
hicle drive lane and approximately 10 marked vehicle parking spaces penetrate the ADG II TOFA on and
adjacent to the main aircraft parking apron. For ADG III standards, the TOFA increases to 186 feet (93
feet either side of centerline) and, as a result, the vehicle drive lane and marked parking spaces, along
with approximately 10 marked aircraft tiedowns, are situated within the ultimate TOFA.
Ultimate planning should consider the removal of the 10 marked aircraft tiedowns and 10 vehicle park‐
ing spaces when Taxiway A transitions to ADG III. The proposed aircraft parking apron space on the
east side of the airfield could help accommodate the displaced tiedowns as demand dictates. Since the
vehicle drive lane on the main aircraft parking apron is designated only for approved airport personnel,
it could be justified in its existing location.
Other separation standard deficiencies involve the distance between Taxiway A and parallel taxilanes
that serve more remote areas on the east side of the airfield. In order to meet the separation stand‐
ards for ADG II and III design, the redevelopment of certain hangar areas, as well as portions of the
south aircraft parking apron, would be required as discussed in the previous chapter. If ADG III be‐
comes a standard that the Airport is expected to meet, a Modification to Standard could be requested
allowing for the acceptance of this design standard deficiency.
Chapter Five - 17