Best Practices for Airport Obstruction Management Guidebook (2019) / Chapter Skim
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Pages 62-71
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From page 62... ...
62 Key Insights An airspace composite map is intended to aggregate and display in a simplified, single composite view the complex variety of surfaces that are most critical for an airport to protect from encroachment. The creation of the composite map involves many of the same steps that are carried out by any airport conducting a comprehensive airport obstruction evaluation.
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From page 63... ...
Airspace Composite Map and Development Methodology 63 or parcel maps allows all stakeholders to view the most critical surface heights over any given geographical point without relying on knowledge of a multitude of complex airspace regulations. It should be noted that a composite map of airspace surfaces is intended to establish the ultimate lowest limits of the airport's airspace up to which development should be allowed.
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From page 64... ...
64 Best Practices for Airport Obstruction Management Guidebook Four main categories of imaginary surfaces may need to be considered when developing a composite map: • CFR 14 Part 77, Civil Airport Imaginary Surfaces (FAR Part 77.19) • FAA AC 150/5300-13A: Airport Design surfaces • FAA Order 8260.3D (TERPS)
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From page 65... ...
Airspace Composite Map and Development Methodology 65 As the approach surface continues at a shallower slope than the conical surface, it re-emerges as the lowest and more critical surface. Although the conical surface forms a complete ring surrounding the outer limits of the horizontal surface, neither the horizontal surface nor the conical surface is modeled in the areas where the approach and transitional surfaces are lower over the same point.
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From page 66... ...
66 Best Practices for Airport Obstruction Management Guidebook Runways for which takeoffs are authorized during instrument meteorological conditions benefit from having the instrument departure surfaces modeled as a part of the composite map. As described in Section 3.4, although the departure surfaces should be clear of impacts, the FAA provides several measures to accommodate the existing penetrations.
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From page 67... ...
Airspace Composite Map and Development Methodology 67 Source: Planning Technology, Inc. Map data: Google, Image Landsat/Copernicus, Data SIO, NOAA, U.S./Navy, NGA, GEBCO.
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From page 68... ...
68 Best Practices for Airport Obstruction Management Guidebook While the FAA continues to treat OEI OIS impacts as an economic issue for air carriers, including the OEI OIS in the composite map assists airports seeking to protect air carrier service from degradation due to OEI surface impacts. Figure 6.5 illustrates a typical OEI straight-ahead surface based on a slope of 62.5:1 in relation to the FAR Part 77.19 cut-away model.
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From page 69... ...
Airspace Composite Map and Development Methodology 69 circumstances is different, the basic steps outlined below apply to the process of map development for each facility. Data Collection Data collection for obstruction management purposes is discussed in Chapter 3.
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From page 70... ...
70 Best Practices for Airport Obstruction Management Guidebook Develop the Initial Composite To get an initial picture of how the various surfaces around the airport intersect, a good place to start is combining all the standard surfaces associated with the airport's FAR Part 77.19, OEI, and airport design requirements with the TERPS surfaces associated with any published instrument procedures. This initial composite map will represent the lowest-case scenario for the majority of the surrounding airport environs.
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From page 71... ...
Airspace Composite Map and Development Methodology 71 Source: Planning Technology, Inc. Map data: Google, Image Landsat/Copernicus, Data SIO, NOAA, U.S./Navy, NGA, GEBCO.
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