Airport Master Plan - City of Riverside

ator believes this has led business jet
operators to utilize other, less convenient
airports.
The third terminal area development
alternative shown on Exhibit 4G –
Option 3, considers removal of the
two buildings in the runway visibility
zone. Not only are these two buildings
in the runway visibility zone but they
also occupy valuable flight line space.
Flight line space should be reserved
for activity that requires airfield
access. Typically, this would include
aviation-related businesses, FBOs, or
aircraft storage space.
As depicted, one large conventional
hangar is located on the western portion
of the terminal building parking
lot. Adjacent to this hangar is a potential
replacement ATCT.
To the east, in the current FBO complex,
an entire redevelopment plan is
considered. Redevelopment of this
area should consider providing more
ramp space a priority. Currently, the
FBO can experience congestion on its
limited ramp space. A main ramp
providing approximately 25,000
square yards is depicted in this alternative.
This ramp is fronted by three
large conventional hangars. Set to the
east side are four rows of T-hangars
which may provide 75 units. Set to
the back is a series of medium-sized
box hangars. These hangars could
house airport specialty operators (aircraft
painting, upholstery, maintenance,
avionics, etc.) or corporate aircraft
storage.
Redevelopment of any existing facility
must be considered carefully. The
City or developer would need to weigh
the cost of construction and temporary
lost revenue verses the increased revenue
generated by the new facilities,
and presumably higher lease rates.
NORTH SIDE DEVELOPMENT
ALTERNATIVES
The north side of the airport offers
nearly 30 acres of developable land.
With the construction of the west side
hangar complex, the remaining aircraft
storage need is for larger hangars
intended to accommodate corporate
aircraft, particularly larger turboprops
and business jets.
As previously discussed, a north side
parallel taxiway is currently planned
at a separation distance of 300 feet
from the runway. This separation is
acceptable as it meets current ARC B-
II standards. In the future, when the
airport transitions to ARC C-II, a modification
to standard will need to be
obtained from the FAA for runway/taxiway
separation. This request
appears reasonable considering Taxiway
A is separated from the runway
by 275 feet. The FAA has approved
projects for Taxiway A in this location,
including the current reconstruction
project. In addition, it was previously
demonstrated that the safety margin
provided at this separation distance is
acceptable. If a modification to standard
cannot be obtained for the north
side parallel taxiway, then the taxiway
may have to be moved to a separation
distance of 400 feet.
The previous master plan provided a
similar parcel layout to the layout de-
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