The National Academies Press

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Pages 7-25

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From page 7... ... 7 Key Insights The safety of flight and welfare of the general public is contingent on preventing airspace hazards. Navigable airspace may be affected by a variety of objects and land uses, including vegetation, structures, terrain, and traverseways (roadways, driveways, highways, parking lots, railways, and navigable waterways) Read the entire page →
From page 8... ... 8 Best Practices for Airport Obstruction Management Guidebook Airport reference point: The center point of an airport, located at the geometric center of all usable runways. Airspace hazard: An airspace obstruction that has been studied and determined to have a substantial adverse effect, affecting a significant volume of aeronautical activity. Read the entire page →
From page 9... ... Airport Obstruction Management and the Regulatory Environment 9 Instrument approach procedure (IAP) : A series of predetermined maneuvers for the orderly transition of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing or a point from which a landing may be visually made. Read the entire page →
From page 10... ... 10 Best Practices for Airport Obstruction Management Guidebook Those numbers do not take into consideration the transportation of the public or cargo via GA aircraft. Compared to 2015 data, these numbers represent a 3.6 percent increase in passenger traffic and a 4.5 percent increase in cargo volume, or nearly 30 million additional enplanements and 3.4 million additional tons, respectively. Read the entire page →
From page 11... ... Airport Obstruction Management and the Regulatory Environment 11 implementing the airspace protection provisions at the local level, because the notice requirements can be more restrictive than the obstruction standards. Not all items that require notification are not obstructions. Read the entire page →
From page 12... ... 12 Best Practices for Airport Obstruction Management Guidebook at altitudes below 500 feet, the FAA continues to analyze and issue determinations regarding the impacts that structures and vegetation have on the navigable airspace. The purpose of this process is to protect the safety of the public in the air and on the ground, as well as the operational safety of the nation's aviation facilities and the public investment therein. Read the entire page →
From page 13... ... Airport Obstruction Management and the Regulatory Environment 13 • A process for aeronautical studies of obstructions to air navigation or navigational facilities to determine the effect on the safe and efficient use of navigable airspace, air navigation facilities, or equipment • A process to petition the FAA for discretionary review of determinations, revisions, and extensions of determinations FAR Part 77 Notification It is important for tall structure proponents to understand that the FAR Part 77 notification requirements are more stringent than the obstruction evaluation criteria, to provide the FAA an opportunity for the development to be reviewed. All on-airport development must be reviewed. Read the entire page →
From page 14... ... 14 Best Practices for Airport Obstruction Management Guidebook analyzes coordinate and elevation information provided by the proponent and issues an instant response on whether Form 7460-1 should be filed with the FAA. Proponents who are required to file a notice with the FAA pursuant to §77.9 should do so by submitting to the FAA a complete FAA Form 7460-1: Notice of Proposed Construction or Alteration and all the supporting documents. Read the entire page →
From page 15... ... Airport Obstruction Management and the Regulatory Environment 15 between any point on the object and an established minimum instrument flight altitude within that area or segment to be less than the required obstacle clearance. The areas subject to this criterion extend many miles from the airport in all directions, but vary by airport based on runway configuration, existing topography, volume of traffic, and other factors. Read the entire page →
From page 16... ... 16 Best Practices for Airport Obstruction Management Guidebook • 23 feet for a railroad • An amount equal to the height of the highest mobile object that would normally traverse a waterway or any other traverseway not previously mentioned Exceeding any of the obstruction evaluation criteria creates a presumption that a particular object may result in a hazard to air navigation. However, FAR Part 77 does not contain the hazard criteria, and merely exceeding the obstruction evaluation criteria does not automatically result in a final hazard determination. Read the entire page →
From page 17... ... Airport Obstruction Management and the Regulatory Environment 17 FAA Order 8260.3D: The United States Standard for TERPS To provide all-weather access to airports, IAPs are designed by the FAA. Pilots follow IAPs using the electronic signal from navigation aids to fly without reference to the ground between airports. Read the entire page →
From page 18... ... 18 Best Practices for Airport Obstruction Management Guidebook Specifically, the brief explains how to comply with FAA AC 150/5300-13A and 150/5300-18: General Guidance and Specifications for Submission of Aeronautical Surveys to NGS: Field Data Collection and Geographic Information System (GIS) Standards. Read the entire page →
From page 19... ... Airport Obstruction Management and the Regulatory Environment 19 The air carrier requirements to ensure the safety of flight and an adequate separation from all known obstacles in the event of an engine failure can affect an airport's ability to meet the efficiency and market demands of those carriers and to provide service at the airport. If an object penetrates the OEI off the end of a runway, to provide a clear OEI, the air carrier may be required to consider part of the runway unavailable. Read the entire page →
From page 20... ... 20 Best Practices for Airport Obstruction Management Guidebook A comparison of the two criteria shows that the ICAO splay covers a larger area; therefore, ICAO Annex 6 criteria are more likely to require an air carrier to account for obstacles that are farther from the extended runway centerline than FAA AC 120-91 criteria. The implications of this are two-fold: • The controlling objects (critical obstacles) Read the entire page →
From page 21... ... Airport Obstruction Management and the Regulatory Environment 21 Initiation and Coordination of the OE/AAA Process for Off-Airport Structures Following the OE/AAA process initiation, the overall performance and coordination of aeronautical studies for proposals located off airport are conducted by the FAA Air Traffic Organization's Obstruction Evaluation Group (OEG) Read the entire page →
From page 22... ... 22 Best Practices for Airport Obstruction Management Guidebook proposal is found to be inconsistent with the ALP but a favorable airspace determination can be issued, Airports staff will advise the airport sponsor of the need to update the ALP for consistency. To assist in a consistent OE/AAA review across all FAA regions, the FAA developed FAA Standard Operating Procedure (SOP) Read the entire page →
From page 23... ... Airport Obstruction Management and the Regulatory Environment 23 To decide whether the proposal will have an adverse effect on air navigation, the FAA determines whether the structure would exceed FAR Part 77 standards or would have physical or electromagnetic effects on navigation aids. If either is the case, the FAA determines whether the proposal will • Require a change to an existing or planned instrument flight rules (IFR) Read the entire page →
From page 24... ... 24 Best Practices for Airport Obstruction Management Guidebook While the FAA evaluates airport efficiency to determine whether the adverse impact affects a significant volume of activity, it does so from the standpoint of the number of operations affected. The evaluation does not assess the volume of activity from the standpoint of types of operations impacted. Read the entire page →
From page 25... ... Airport Obstruction Management and the Regulatory Environment 25 of Aviation. They provide extensive resources and tools for use by airport sponsors and local governments seeking to implement airport protection measures. Read the entire page →

From page 7...

... 7 Key Insights The safety of flight and welfare of the general public is contingent on preventing airspace hazards. Navigable airspace may be affected by a variety of objects and land uses, including vegetation, structures, terrain, and traverseways (roadways, driveways, highways, parking lots, railways, and navigable waterways)