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From page 72... ... 72 Key Insights The airport sponsor has primary responsibility for protecting the airport's approach, departure, and other airspace surfaces, but cannot do it alone. Close coordination and a good working relationship with nonairport stakeholders is vital to protecting airspace surfaces where they extend off airport property. Read the entire page →
From page 73... ... Airport Obstruction Mitigation and Management Plan Development 73 in the form of a categorical exclusion checklist still must be prepared by the airport or its sponsor.) Easement: The right a property owner grants to another for a specific use of their property. Read the entire page →
From page 74... ... 74 Best Practices for Airport Obstruction Management Guidebook 7.1 Airport Sponsor's Responsibility Previous chapters in this report have discussed the foundation for airport obstruction management regulations and how obstacles are identified. This chapter focuses on managing and mitigating obstruction impacts. Read the entire page →
From page 75... ... Airport Obstruction Mitigation and Management Plan Development 75 Thus, it is an airport sponsor's responsibility to protect the airport's airspace from impacts by objects of all types. To do this, an airport sponsor needs to engage in obstruction management and -- when an obstruction cannot be prevented -- obstruction mitigation. Read the entire page →
From page 76... ... 76 Best Practices for Airport Obstruction Management Guidebook Avigation easements should be bound to the land so that if the land is sold, the easement still exists for the new owner. This means the easement "runs with the land." This is called easement appurtenant, and it provides a potential benefit over zoning laws, because zoning can change or owners may wish to receive exceptions from zoning. Read the entire page →
From page 77... ... Airport Obstruction Mitigation and Management Plan Development 77 the grant-funded clearing transaction. When addressing vegetation impacts, it is typically preferred to remove the object rather than conduct trimming, because Airport Improvement Program grant funds may not be used to address the same obstacle more than once. Read the entire page →
From page 78... ... 78 Best Practices for Airport Obstruction Management Guidebook For example, in Florida, Chapter 333 of the Florida Statutes includes a provision that requires local governments to adopt, administer, and enforce local airport protection zoning regulations, including regulations aimed at obstruction management. However, if the local government fails to adopt regulations consistent with the state statute, the Florida Department of Transportation retains tall structure permitting authority for areas within 10 miles of a public-use airport. Read the entire page →
From page 79... ... Airport Obstruction Mitigation and Management Plan Development 79 When considering local airspace protection, there are two primary types of local airport land use controls: (1) airport overlay zoning and (2) Read the entire page →
From page 80... ... 80 Best Practices for Airport Obstruction Management Guidebook airport and any affiliated uses constitute the base zoning or land use, as opposed to being part of an overlay on another type of use. An airport zoning or land use district can be established as an initial type of use when the local government creates land development regulations or a land use plan, when the specific property undergoes a change in local government control (e.g., following municipal annexation) Read the entire page →
From page 81... ... Airport Obstruction Mitigation and Management Plan Development 81 in coordination with the real estate development community and local decision-makers. To identify areas available for high set-aside, the airport sponsor first identifies the highest priority areas to be protected in order to provide the approach and departure surfaces for the necessary instrument approach or departure procedures. Read the entire page →
From page 82... ... 82 Best Practices for Airport Obstruction Management Guidebook low, flat surfaces relatively far away from the airport, as described in Section 3.7. Although it is possible to modify these procedures, this only applies in special circumstances for which the FAA may redesign the nonvertically guided procedures to incorporate or adjust step-down fixes or minimum descent altitudes to allow higher building heights in given areas. Read the entire page →
From page 83... ... Airport Obstruction Mitigation and Management Plan Development 83 The TDR is a zoning technique used to redirect development. A TDR program has a sending area, in which it is desirable to limit development, and a receiving area, in which development density can be increased through the TDR. Read the entire page →
From page 84... ... 84 Best Practices for Airport Obstruction Management Guidebook 7.3 OAP Obstruction Data Submission Considerations Even with proactive planning and zoning, as the FAA receives new obstruction data from airport surveys and other submittals, critical obstructions may be identified, such as vegetation that has grown into an airspace surface. When an obstruction is identified, the FAA will require its verification, if not already surveyed, and may require that an OAP be developed by the airport to indicate when and how the identified obstructions will be addressed. Read the entire page →
From page 85... ... Airport Obstruction Mitigation and Management Plan Development 85 surfaces required to be maintained are those identified by FAA AC 150/5300-13A and FAA Order 8260.3D. If the FAA has identified 20:1 surface obstacles in any approach surface, the airport sponsor is responsible for checking all approach surfaces for 20:1 penetrations, along with the other approach and departure surfaces. Read the entire page →
From page 86... ... 86 Best Practices for Airport Obstruction Management Guidebook environmental impacts that must be addressed or mitigated. The environmental documentation requirements for FAA actions are defined in the following: • FAA Order 1050.1: Environmental Impacts: Policies and Procedures, which translates the NEPA requirements to the FAA. Read the entire page →
From page 87... ... Airport Obstruction Mitigation and Management Plan Development 87 impacts. When a project is disturbing new areas, field studies may be necessary as part of a CATEX to demonstrate no impacts. Read the entire page →
From page 88... ... 88 Best Practices for Airport Obstruction Management Guidebook Even if a sponsor is using local money to address obstruction removal, the special-purpose environmental laws and state laws still must be considered. Nothing exempts the airport sponsor enacting elements of the airport obstruction management program from meeting the federal or state environmental requirements. Read the entire page →
From page 89... ... Airport Obstruction Mitigation and Management Plan Development 89 When dealing with potential habitat impacts, an airport sponsor may be able to choose the season for the work so that mitigation is accomplished when the endangered or threatened species in question are not present. Also, before removing trees, a sponsor should identify whether there are less invasive techniques, such as cutting a tree and leaving the stump (cut at ground level) Read the entire page →
From page 90... ... 90 Best Practices for Airport Obstruction Management Guidebook When reactively responding to a tall structure proposal, the airport should conduct a similar outreach, with the goal of determining whether the proposal would affect any of the airport users by limiting aircraft passenger, cargo, and fuel loads. A basic economic impact analysis can indicate the real-world direct and indirect economic consequences of a proposal on air service and economic activity for the region. Read the entire page →
From page 91... ... Airport Obstruction Mitigation and Management Plan Development 91 Airports that are preparing to implement a comprehensive airport obstruction management program should consider the following steps when working with their state aeronautics agency: • Identify applicable state requirements for obstruction management • Identify state responsibilities and airport obligations or responsibilities to the state aeronautics agency • Identify state obstruction management funding sources and funding obligations and limitations • Continue to coordinate with and involve state aviation or aeronautics staff in obstruction program functions Read the entire page →

From page 72...

... 72 Key Insights The airport sponsor has primary responsibility for protecting the airport's approach, departure, and other airspace surfaces, but cannot do it alone. Close coordination and a good working relationship with nonairport stakeholders is vital to protecting airspace surfaces where they extend off airport property.