Understanding Airspace, Objects, and Their Effects on Airports (2010) / Chapter Skim
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Pages 105-156
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From page 105... ...
Boston Logan International Airport, 105 Daytona Beach International Airport, 116 Oakland International Airport, 125 Ohio State University Airport, 140 Norman Y Mineta–San José International Airport, 148 Boston Logan International Airport Executive Summary Many large hub airports are situated in dense urban environments where high land values and intense use of the land encourages vertical development.
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From page 106... ...
The map for the Runway 27 departure corridor contrasts with the FAA OE/AAA process. The composite map is revealed to developers early in the development process; it is visually clear and easy to interpret, it only includes those surfaces that are important to the Airport and the airlines in terms of safe and efficient operation; and it is a guidance document that can change over time.
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passed from the U.S. Army to the Commonwealth of Massachusetts in 1928, and was then leased from the state by the City of Boston until 1941 when the Airport returned to state jurisdiction.
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108 Understanding Airspace, Objects, and Their Effects on Airports SOURCE: www.naco.faa.gov Figure D.2. National Aeronautical Charting Office (NACO)
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Section 35 B of the MGL requires a permit for new construction or additions, pursuant to the following standards (summarized from the statute text)
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City of Boston. The City of Boston has no regulations -- statutory or otherwise -- over the interactions between airspace and land use.
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From page 111... ...
In the late 1990s, BOS realized that the South Boston Waterfront was the next frontier for development in the Boston area. Being a large city and a dense urban environment, these plans called for several tall buildings that would impose upon an active arrival and departure path at the Airport.
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From page 112... ...
SOURCE: GIS data compiled from MassGIS, oeaaa.faa.gov (structure coordinates) , and Bureau of Transportation Statistics (Runways)
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From page 113... ...
least prompted to discuss the issue with the Airport at the beginning of the process when there is less investment in the proposal. Another advantage is that the map itself is unique from the standard OE/AAA process.
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cities like Miami and Phoenix, the solution for Boston had to be unique. The technical workproduct alone was not enough for BOS.
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proponent has agreed to provide a 1A survey of this structure. Therefore, there would be no effect to any instrument flight procedure from this proposed structure.
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Daytona Beach International Airport Executive Summary Daytona Beach International Airport (‘DAB' or ‘the Airport') is a county-owned facility with passenger, general aviation and cargo operations.
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a Federal Inspection Services Complex, Foreign Trade Zone location, and nearby warehouses. The airport's general aviation activity includes corporate and business aviation along with significant flight education activity -- notably, the Embry-Riddle Aeronautical University located on the northeast side of the airfield.
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From page 118... ...
118 Understanding Airspace, Objects, and Their Effects on Airports SOURCE: www.naco.faa.gov Figure D.7. National Aeronautical Charting Office (NACO)
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nautical miles of a public airport, to obtain a permit from the state's Department of Transportation (DOT)
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obstruction or any other federal aviation regulation." The state department of transportation is also given review authority over local applications for variances from airport zoning ordinances [14-60.009, (2)
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regulations. DAB experienced a number of actions with direct implications for the airport and its safe and efficient operation, of which they were not notified.
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The Airport could find no record of an airspace study being done for this sign and thus submitted a 7460-1 (Aeronautical Study No.
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are then studied using different criteria, such as TERPS and AC 150/5300-13, to evaluate whether they are hazards to air navigation. If one were to remove all FAR Part 77 identified obstructions, many more obstructions would be removed than necessary, because many may not be hazards.
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that a 7460-1 be submitted, but indicated that they had no enforcement authority over offairport development, which is considered a local issue. The Florida Department of Transportation (FDOT)
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Hazard", through an airspace study or documentation from the OE/AAA website that the study is not required. The Airport is included in the review process for all development plans that require study.
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Airport Description Oakland International Airport began as a commercial service airport in 1927. The Airport has continued as a major air carrier service provider in the Bay Area, except for an interruption during World War II when the facility was converted entirely for military operations.
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Case Studies 127 Figure D.12. Airport Diagram, Oakland International Airport (National Aeronautical Charting Office)
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Surrounding Communities and Land Use OAK is located entirely within the City of Oakland, in Alameda County, California. Downtown Oakland is to the north of the airport, Alameda is to the northwest, and San Leandro is to the east.
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From page 129... ...
or taking off of aircraft" -- as public nuisances, which grants local jurisdictions throughout the State the authority to prevent the creation of airport hazards through prescribed airport zoning regulations. City or county level airport zoning is voluntary, and this section of the State law provides a framework for these jurisdictions to adopt, enact, and implement such statutes and gives them the power to do so.
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rail, seaport, and/or airport access" [17.73.010 (7)
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One incident in particular revealed this situation at OAK. A tenant at the Port of Oakland purchased a maritime crane proposed to be located alongside several existing maritime cranes, approximately 6 miles northwest of the Airport.
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A maritime crane is a unique structure. The crane in this example operated on a 1,000-foot rail with a boom that could be positioned in many angles, thus altering the position and height of the structure.
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lated that the minimum descent altitude (MDA) over the crane obstruction area would have to be raised to accommodate the existing (although heretofore undocumented)
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most familiar with airspace prevents misinterpretation of the surfaces and criteria embedded within the program. Also, it requires internal and external proponents of new structures to contact the Airport for pre-planning input to the development process, which encourages early communication and awareness.
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Page 1 of 5 (11/2/2007) Port of Oakland's Guidance on Filing Form 7460-1, reproduced for ACRP 03-13, Understanding Airspace, Objects, and Their Effects on Airports, Task 6 – Case Studies, Oakland International Airport AVIATION PLANNING AND DEVELOPMENT Oakland International Airport 530 Water Street Oakland, CA 94607 When Do I Need to File an FAA Form 7460-1?
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From page 136... ...
136 Understanding Airspace, Objects, and Their Effects on Airports Page 2 of 5 (11/2/2007) Port of Oakland's Guidance on Filing Form 7460-1, reproduced for ACRP 03-13, Understanding Airspace, Objects, and Their Effects on Airports, Task 6 – Case Studies, Oakland International Airpor t How tall does my proposed project have to be before I notify the FAA?
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From page 137... ...
Case Studies 137 Page 3 of 5 (11/2/2007) Port of Oakland's Guidance on Filing Form 7460-1, reproduced for ACRP 03-13, Understanding Airspace, Objects, and Their Effects on Airports, Task 6 – Case Studies, Oakland International Airport (650)
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From page 138... ...
138 Understanding Airspace, Objects, and Their Effects on Airports Page 4 of 5 (11/2/2007) Port of Oakland's Guidance on Filing Form 7460-1, reproduced for ACRP 03-13, Understanding Airspace, Objects, and Their Effects on Airports, Task 6 – Case Studies, Oakland International Airport requirements in FAA Order 8260.3B, U.S.
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From page 139... ...
Case Studies 139 Page 5 of 5 (11/2/2007) Port of Oakland's Guidance on Filing Form 7460-1, reproduced for ACRP 03-13, Understanding Airspace, Objects, and Their Effects on Airports, Task 6 – Case Studies, Oakland International Airport construction error)
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From page 140... ...
140 Understanding Airspace, Objects, and Their Effects on Airports The Ohio State University Airport Executive Summary The Ohio State University Airport is a self-supported entity of The Ohio State University. The airport serves primarily as a general aviation facility, serving businesses, public agencies, emergency services operations, and a flight education program.
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Dublin and Columbus to the west. Columbus has an annexation policy, whereby county land is incorporated on a parcel-by-parcel basis.
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142 Understanding Airspace, Objects, and Their Effects on Airports Franklin County. Franklin County adopted an overlay-zoning district called the Airport Environs Overlay (AEO)
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The Franklin County zoning ordinance states that, "[a] irport hazards within the AEO-Airport Environs Overlay District are hereby declared a public nuisance" (Franklin County Zoning Resolution, §660.01)
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144 Understanding Airspace, Objects, and Their Effects on Airports Summary Of Interview Regarding Airspace And Land Use Issues Once positioned away from the city, OSUA is now surrounded by moderate density suburban style development. The Airport is also unique in that the Airport Sponsor (The Ohio State University)
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Case Studies 145 Columbus International Airport has a similar concern, but their 65 DNL extends further beyond their property limits, so more protection of airspace occurs via the larger AEO. The study respondent recognizes that adding to or updating the zoning ordinance will not necessarily fix the problem.
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From page 146... ...
and Building services arms of the City, but was not directed to the state requirement in the Ohio Airport Protection Act. In addition, because the airport was only granted development plan review within the 65 DNL noise contour, the plan was never sent to the airport and so the airport lacked the opportunity to discuss the need to consider airspace safety during construction.
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From page 147... ...
review alone may be manageable within this large area, utility upgrades and renovation permits would create a huge volume of work that may not efficiently protect airspace. The respondent suggested that this might still be an opportunity if the city could use a five-mile radius for new construction, and reduce the utility upgrade and renovation development review criteria to a clearly defined runway approach area.
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Norman Y Mineta–San José International Airport Executive Summary Norman Y
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Case Studies 149 operations (landings and takeoffs)
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150 Understanding Airspace, Objects, and Their Effects on Airports lie within the FAR Part 77 20,000-foot 100:1 notification area (see Figure D.22) and include Milpitas to the northeast and Sunnyvale to the west of Santa Clara.
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by law" (California Civil Code, Section 659)
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City of San José The City of San José code of ordinances states that buildings within the downtown zoning district are "subject to the height limitations necessary for the safe operation of San José International Airport" [20.70.200 (A)
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Case Studies 153 would cause no worse effect than other existing buildings (aforementioned)
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From page 154... ...
The following passage, taken directly from the FAA 2005 DNH letter, ASN 2005-AWP-2553-OE, clearly states many of the issues.
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From page 155... ...
Case Studies 155 FAA EVALUATION FINDS THAT ECONOMIC IMPACT UPON AIRLINE OPERATIONS IS NOT, IN ITSELF, A BASIS FOR A HAZARD DETERMINATION.
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From page 156... ...
156 Understanding Airspace, Objects, and Their Effects on Airports These interests support one another, yet land development may have a more immediate and obvious value to the City than the less tangible asset of navigable airspace. Through intelligent dialogue among the various City agencies and stakeholders on all sides, it is the hope of all involved that an ordinance will be adopted in the near future that will allow the maximum feasible development heights in the downtown area while maintaining the safety, utility, and air service capabilities of the Airport.
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