Best Practices for Airport Obstruction Management Guidebook (2019) / Chapter Skim
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Pages 26-45
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From page 26... ...
26 Key Insights The process of identifying imaginary surfaces involves considering not only the protection of existing airport and airspace surfaces, but also the protection of planned approaches and changes to airport design based on the approved airport layout plan. While FAR Part 77 provides an initial "screen" of potential obstruction issues, the absence of FAR Part 77 impacts does not preclude the possibility of an impact on other airport design or operational criteria that may be more restrictive.
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From page 27... ...
Identifying the Applicable Airspace Surfaces and Criteria 27 Obstacle identification surface (OIS) : The sloped surface used to identify the lower limit of the airspace to be protected from obstacles.
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From page 28... ...
28 Best Practices for Airport Obstruction Management Guidebook • Approach surface: A surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of each runway based on the type of approach available or planned for that runway end.
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From page 29... ...
Identifying the Applicable Airspace Surfaces and Criteria 29 3.3 FAA AC 150/5300-13A: Design Surfaces In addition to considering FAR Part 77 surfaces -- or in cases where there are impacts on FAR Part 77 surfaces -- the design standards in FAA AC 150/5300-13A should be considered. The design standards in FAA AC 150/5300-13A generally align more closely with TERPS standards than FAR Part 77, to account for the new instrument approach capability using a global positioning system (GPS)
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From page 30... ...
30 Best Practices for Airport Obstruction Management Guidebook are no obstacle penetrations to the appropriate approach surface. Impacts on the TSSs may result in threshold displacements or the implementation of declared distances on the runway (specified available runway length for a particular operation such as a takeoff or a landing)
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From page 31... ...
Identifying the Applicable Airspace Surfaces and Criteria 31 3.4 FAA Order 8260.3D: United States Standard for Terminal Instrument Procedures (TERPS) IAPs are designed to provide aircraft access to an airport in all weather conditions.
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32 Best Practices for Airport Obstruction Management Guidebook • Initial approach segment: The aircraft has departed the en route phase and is maneuvering to enter an intermediate phase. There may be more than one initial approach procedure.
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From page 33... ...
Identifying the Applicable Airspace Surfaces and Criteria 33 final approach segment, the dimensional criteria for this surface will vary from procedure to procedure. The area considered for obstacles generally will have a width equal to that of the final approach segment at the missed approach (or DA point)
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From page 34... ...
34 Best Practices for Airport Obstruction Management Guidebook For runways with straight-in approach procedures, the visual area OIS is aligned with the extended runway centerline. The surface beginning width is 400 feet (200 feet on each side of the runway centerline)
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Identifying the Applicable Airspace Surfaces and Criteria 35 Visualization (SAV) tool that can be used by airports to help monitor the 20:1 visual area surface.
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From page 36... ...
36 Best Practices for Airport Obstruction Management Guidebook Final Approach Segment This procedure design element is the segment of the IAP in which the pilot completes runway alignment and commences the final descent for landing, either as a straight-in approach or as a circling approach. Generally, the final approach segment begins at the IAP final approach fix and terminates at the MAP or DA point.
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From page 37... ...
Identifying the Applicable Airspace Surfaces and Criteria 37 frequency omnidirectional ranges, etc.) has its own OCSs based on the precision of the instrumentation used to fly the procedure.
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From page 38... ...
38 Best Practices for Airport Obstruction Management Guidebook landing minimums or may make the approach not authorized. In some cases, the FAA may mitigate penetrations to the final approach segment between the MAP and the runway if they don't penetrate the VGS, visual area OIS, or missed approach surfaces.
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From page 39... ...
Identifying the Applicable Airspace Surfaces and Criteria 39 until the width reaches and remains at 6,000 feet on each side of the runway centerline. It is important to note that this is an obstacle identification surface, not an obstacle clearance surface.
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From page 40... ...
40 Best Practices for Airport Obstruction Management Guidebook surface is generally lower for the first 600 feet but extends above the VGS surfaces thereafter, while the VGS remains lower and more critical. Both surfaces need to be considered to avoid an operational effect on the airport, such as higher approach minimums, a threshold displacement, or the loss of the IAP until the obstruction is removed.
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From page 41... ...
Identifying the Applicable Airspace Surfaces and Criteria 41 Airspace Protection Criteria GA Precision Approach or Visibility <3/4 Mile (All Aircraft) GA Vertically Guided Approach (Small Aircraft Only)
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From page 42... ...
Surfaces Effect of Impact Monitoring Responsibility FAR Part 77 Primary Needs further evaluation Airport and tall structure proponent Approach Needs further evaluation Airport and tall structure proponent Transitional Needs further evaluation Airport and tall structure proponent Horizontal Needs further evaluation Airport and tall structure proponent Conical Needs further evaluation Airport and tall structure proponent FAA AC 150/5300-13A Threshold siting surface Threshold displacement or runway end relocation Airport Instrument approaches with vertical guidance surface Increased minimums or approach discontinuation Airport FAA Order 8260.3D TERPS Initial approach segment Increased minimums or approach discontinuation FAA Final approach segment Increased minimums or approach discontinuation FAA Missed approach segment Increased minimums or approach discontinuation FAA Visual area OIS Night instrument approaches not authorized Airport/FAA Vertical guidance surface Increased minimums or approach discontinuation FAA Departure OCS Increased required climb-out performance or instrument departures not authorized FAA FAA AC 120-91 and ICAO Annex 6 OEI OIS Reduced passenger or revenue cargo capacity, fleet down-gauging, limitation on air carrier service range and air carrier service discontinuation Air carriers Table 3.6. Summary of critical airspace surfaces, effect of impacts, and monitoring responsibility.
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From page 43... ...
Identifying the Applicable Airspace Surfaces and Criteria 43 authorize that procedure is often well below the Part 77.19 surfaces. For reference, if this were classified as a utility runway, the LNAV surfaces would be the same; however, the 5,000-foot radius of the FAR Part 77 horizontal surface (at 1,530 feet)
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From page 44... ...
44 Best Practices for Airport Obstruction Management Guidebook Source: Hanson Professional Services Inc., 2018 Figure 3.12. Departure surface and nonprecision approaches.
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From page 45... ...
Identifying the Applicable Airspace Surfaces and Criteria 45 on air carrier operators because the OEI OIS is wider and larger than the obstacle evaluation areas used by air carriers. Air carriers are required to mitigate impacts on the OEI OIS by ensuring that during departures from a particular air carrier runway, an aircraft can clear all obstacles in its path by at least 35 feet vertically or 300 feet horizontally in the event of an engine loss.
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