National Academies Press: OpenBook

Using GIS for Collaborative Land Use Compatibility Planning Near Airports (2019)

Chapter: Appendix B - A Brief History of FAA Aeronautical Surveys

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Page 84
Suggested Citation:"Appendix B - A Brief History of FAA Aeronautical Surveys." National Academies of Sciences, Engineering, and Medicine. 2019. Using GIS for Collaborative Land Use Compatibility Planning Near Airports. Washington, DC: The National Academies Press. doi: 10.17226/25464.
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Page 84
Page 85
Suggested Citation:"Appendix B - A Brief History of FAA Aeronautical Surveys." National Academies of Sciences, Engineering, and Medicine. 2019. Using GIS for Collaborative Land Use Compatibility Planning Near Airports. Washington, DC: The National Academies Press. doi: 10.17226/25464.
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Page 85

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84 Until the mid-1990s, FAA relied heavily on state and local survey requirements for airport construction projects. However, many airports created their own coordinate systems3 that were not “tied into” the geographic zone-based State Plane Coordinate System4 to accom- modate horizontal and vertical survey control. ALPs leveraged community CAD drawings for zoning maps, land use compatibility, and Exhibit A Property Maps. Airspace and inner air- space drawings within the ALP utilized local field surveys combined with contour maps from the U.S. Geological Survey (USGS), often only accurate5 to 25- or 50-foot contours. Beginning in the early 1980s, FAA began to envision and run test programs on an evolving system that allows pilots to fly more direct instrument flight rules (IFR) routes, at altitudes of their choosing, with minimal air traffic control (ATC) interference. With the onset of the GPS, FAA began to build upon location-based concepts in what was originally called the Free Flight Program. To accommodate rapid technological advancements with satellite navigation and communication, Free Flight evolved in the early 2000s into the NextGen Air Transporta- tion System (NGATS)—or NextGen. With a vision in place, there was a significant amount of advanced planning and groundwork necessary to transition from the extensive ground-based navigation network to a modern, satellite-based navigation network. Initial efforts began by FAA working collaboratively with the NGS and survey firms to gather accurate location-based data sufficient to build enhanced IFPs rooted in NextGen technology— the GPS-based Wide Area Augmentation System (WAAS) Localizer Performance (LP) and Localizer Performance with Vertical guidance (LPV). NGS and surveyors worked with FAA to create what became known as the FAA No. 405: Standards for Aeronautical Surveys and Related Products. Airports GIS Meanwhile, in 2006, FAA Airports worked with the ATO and NGS to develop the following aeronautical survey standards for airports—sunsetting the 405 Standards and introducing the following ACs: • AC 150/5300-16: General Guidance and Specifications for Aeronautical Surveys: Establish- ment of Geodetic Control and Submission to the National Geodetic Survey • AC 150/5300-17: Standards for Using Remote Sensing Technologies in Airport Surveys • AC 150/5300-18: General Guidance and Specifications for Aeronautical Surveys: Airport Survey Data Collection and Geographic Information System Standards The FAA AGIS ACs establish standards for geodetic control, by tying survey data collected in the field to the NSRS via NGS-validated and verified PACS and SACS established at airports, or TSM created where PCAS and SACS are not adequate. They also include imagery requirements A P P E N D I X B A Brief History of FAA Aeronautical Surveys

A Brief History of FAA Aeronautical Surveys 85 for remote sensing measurements and mapping compilation (via aerial triangulation and tra- ditional photogrammetry) as well as GIS standards for aggregating data from field surveys and remote sensing into geodatabases for airport- and airspace-related features and attribution. AGIS requirements include data capture rules for airfield and airspace-related features with attribution. FAA requirements divide data capture of features into “safety-critical” and “non-safety-critical” categories. Generally speaking, safety-critical features are directly related to airfield and airspace requirements sufficient for FAA FPTs to build approach and DPs.6 Safety-critical data includes the runway and taxiway environment on the airfield—including NAVAIDS, RSAs, RPZs, and runway end points. Safety-critical data also includes the airspace and obstruction environment near airports—focused largely on OIS (obstructions sufficient to accommodate TERPS and Part 77 analysis) for both VG and NVG airspace navigation. AGIS requires both safety-critical and non-safety-critical airfield and airspace features to be captured, aggregated, and attributed into a database stored on FAA’s server. The AGIS data capture and upload process involves FAA approval of the AGIS Statement of Work and NGS approval of geodetic, imagery, and survey and quality control plans and data. NGS validates the plans and verifies the data so the information has been properly vetted and can be disseminated to users such as FAA’s FPTs for the development of IFPs. Land use compatibility, particularly near runway end points and along departure and approach surfaces, are of particular interest. This includes the obstruction environment (trees, antennas, poles, etc. that penetrate or encroach on airspace surfaces or NAVAIDS) and other nearby features that support the footprint of the airport and the boundaries of the airport property. Thus, there are sometimes competing interests at play when it comes to property development near an airport. In efforts to substantiate the importance of the AGIS Program as it relates to land use compatibility—particularly for obstructions to navigable airspace—FAA introduced a focused memorandum to internal staff and an EB directed to airport sponsors. The portions of these documents that are relevant to land use compatibility planning are summarized below: FAA Airports Memorandum Reminder of Responsibilities for FAA Personnel and Airport Sponsors for Protecting Approach and Departure Surfaces prompts accountability as it relates to engagement and enforcement of applicable grant assurances and regulations related to ensure approach and departure sur- faces are clear of obstacles. Airport sponsors are expected to: incorporate the identification and planned mitigation of obstacles penetrating the approach and/or departure surfaces into master plans, ALP updates, obstruction studies, Airport Master Record (5010); meet airports GIS requirements, including use of the SAV tool; and develop an OAP that details how and when each of the surfaces will be cleared and maintained. EB 91 Management of Vegetation in the Airport Environment details how airport owners and opera- tors collect, submit, and manage the data describing vegetation, on or near the airport, that affects or has the potential to affect the safe and efficient use of the airport. The document explains how to limit the effects of existing airport airspace objects and prevent future airport object penetrations by proactively collecting, reporting, and managing data about the vegetation surrounding an airport. Mitigation may include clearing or topping of trees, negotiations for avigation easements, or tree maintenance programs. Data collection, submission, and manage- ment are expected to be conducted via FAA AGIS requirements.

Next: Appendix C - Case Studies »
Using GIS for Collaborative Land Use Compatibility Planning Near Airports Get This Book
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TRB’s Airport Cooperative Research Program (ACRP) Research Report 200: Using GIS for Collaborative Land Use Compatibility Planning Near Airports offers guidance for using Geographic Information Systems (GIS) as a collaboration tool to encourage compatible land use around airports.

The report is designed to help airport and community planners seeking to work together to protect existing and future airport development as well as maintain safety and improve quality of life for those living and working near airports.

The report includes a description of the perspectives, goals, responsibilities, and concerns of the federal government, airports, and local communities to ensure that each has a good understanding of the others’ missions and priorities. The report also examines potential benefits that GIS might have on fostering collaboration and offers guidance on initiating and maintaining collaboration, and for developing, sharing, and using data.

A key feature of the guidebook is examples of how GIS was used collaboratively to address various land use compatibility issues, including aircraft noise, obstructions, wildlife hazards, and solar glare. A set of appendices supplements the guide by summarizing the role of government, providing a brief history of FAA aeronautical surveys, case studies, and example data sharing agreements.

Presentation templates for stakeholder outreach on noise and obstruction, as well as a sample outreach flier on the value of GIS in airport planning, were produced as part of this project.

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