Presentation on theme: "Airport Obstruction Standards Committee (AOSC)"— Presentation transcript:
1Airport Obstruction Standards Committee (AOSC) TERPSAirport Obstruction Standards Committee (AOSC)AC 150/ Change 9 and 10Airport and Aeronautical SurveysPresentation to: Penn State Airports Conference, Hershey, PA.Name: Timothy RoeDate: 03/01/2006
2Overview Introduction (Obligatory Joke) AOSC Overview A shepherd was herding his flock in a remote pasture when suddenly a brand-new Ferrari advanced out of a dust cloud towards him. The driver, a young man in a Prada suit, Gucci shoes, Dior sunglasses and D+G tie, leans out the window and asks the shepherd: "If I tell you exactly how many sheep you have in your flock, will you give me one?"The shepherd looks at the man, obviously a yuppie, then looks at his peacefully grazing flock and calmly answers: "Sure. Why not?"OverviewIntroduction (Obligatory Joke)AOSC OverviewTERPS Change 9 and 10 to AC 150/Airport and Aeronautical SurveysQuestionsThe yuppie parks his car, whips out his Dell notebook computer, connects it to his AT&T cell phone, surfs to a NASA page on the internet, where he calls up a GPS satellite navigation system to get an exact fix on his location which he then feeds to another NASA satellite that scans the area in ultra-high-resolution mode. The young man then opens the digital photo in jpeg format to AutoCAD d and exports it to an image processing facility in Hamburg, Germany. Within seconds, he receives an on his Palm Pilot that the image has been processed and the data stored. He then accesses a MS-SQL database through an ODBC connected Excel spreadsheet with hundreds of complex formulae. He uploads all of this data via an on his Blackberry and, after a few minutes, receives a response. Finally, he prints out a full-color,150-page report on his miniaturized HP LaserJet, turns o the shepherd and says: "You have exactly 1,586 sheep".“That's right. Well, I guess you can take one of my sheep," says the shepherd.He watches the young man select one of the animals and looks on amused as the young man stuffs it into the trunk of his car.Then the shepherd says to the young man: "Hey, if I can tell you exactly what your business is, will you give me back my sheep?"The young man thinks about it for a second and then says: "Okay, why not?"."You're a consultant," says the shepherd."Wow! That's correct," says the yuppie. "But how did you guess that?""No guessing required," answers the shepherd. "You showed up here even though nobody called you, you want to get paid for an answer I already knew, to a question I never asked, and you know nothing about my business.Now give me back my dog." The reason I like this story is it illustrates a point… no one knows your airport better than you!!!!
3Airport Obstructions Standards Committee (AOSC) Chartered May 2003The AOSC works across all FAA lines of business to transform outdated, inconsistent obstruction standards, and practices to future policy that optimally balances operational safety, effectiveness, and economic benefit
4AOSC Steering GroupReports to Deputy Administrator, ADA-1AOSC Steering Group MembershipRuth Leverenz, ARC-1Kate Lang, ARP-1 (Acting)Russ Chew, ATO-1Nick Sabatini, AVS-1
5AOSC Web Site - http://www.aosc.faa.gov/ Airports RepRobert Bonanni(AAS-100)ATO Rep.Jesse Gaines(Terminal Safetyand OperationsSupport)
8Decision Document 01 POFA and Runway Separation POFA was renamed POFZ and included in Chg 8 to AC 150/ sent out September 30th, Same surface different nameNew POFZ marking/signage standards became effective December (Standard ILS Signs)FAA issued guidance for controllers to ensure POFZ is clear when weather is below 250 feet and ¾ mile and an aircraft is within 2 nautical miles final.POFZ is required no later than January 2007
15Decision Document #02 40:1 Departure Surface Decision document #02 committed the Agency to…Establish a consistent 40:1 OCS standardProvide departure obstacle information to aircraft operators for all 40:1 penetrationsRevise both the internal coordination procedures and the policy criteria governing the circularization process in the OE/AAA program.The 40:1 surface has been around for a long time for departures … the problem was how it was implemented was not consistent throughout the FAA DD 02 was implemented to correct this.Basically it involved where the surface started. In some cases (TERPS) it started at departure end at threshold elevation … however if there was a penetration they could raise the surface up to a height of 35 feet above threshold elevationOEAAA process always started the OIS at 35 feet. So obstacles were looked at differently.
16Change 9 to AC 150/5300-13 Does not take effect until January 1,2008 Added a New Departure Surface :Consistent with TERPS and FAR guidanceAdded to Appendix 2Applicable to all instrument runways with departureproceduresAdded a New One Engine In-Operable(OEI) Survey Surface:Applicable at all runway ends used for air carrier departuresSurface to be included in the ALP and made available to all air carriers at the airportDoes not take effect until January 1,2008
17Who knows your airport better than you?? AC 150/ Change 10ARP will include 40:1 OCS clarification in change 10 of AC 150/Departure Surfaces For Designated RunwaysThe applicability of the surface table A2-1 is dependant on the designation of primary runway(s) for departure. The Airport Sponsor through ARP to the RAPT, will identify runway end(s) intended primarily for instrument departures. The determination of primary runway(s) for departure does not prohibit or negate the use of other runways . It only identifies the applicability of the A2-1 surface to the runway end(s).This is the new wording for Change 10The key points are emphasized…It is the airport sponsor’s responsibility to identify which runway(s) will be designated as the primary departure runwaysChange 10 clarifies the criteria by not requiring every runway to be protected at 40:1 only those designated by the airport sponsor to the Regional/ADO office who will work with the RAPT to ensure appropriate choices are made based on ATC, Environmental, Airspace etc.Who knows your airport better than you??Remove, relocate or lower (or a combination of relocate and lower) the object to preclude penetration of applicable siting surfaces unless fixed by function and/or designated impracticable. Within 6000’ of the table A2-1 surface origin, objects less than or equal to an elevation determined by application of the formula in the criteria
1840:1 Departure SurfaceNo object should penetrate a surface beginning at the elevation of the runway at the DER or end of clearway and slopes at 40:1 . Penetrations by existing obstacles of 35 feet or less would not require TODA reduction or other mitigations found in the criteria - however, they may affect new or existing departure procedures.
19OEI Departure SurfaceDeparture Runway Ends Supporting Air Carrier Operations.Objects should be identified that penetrate a one-engine inoperative (OEI) obstacle identification surface (OIS) starting at the DER and at the elevation of the runway at that point, and slopes upward at a slope See figure A2-4.Note: This surface is for provided for information only and does not take effect until January 1, 2008.
20Action Plan ARP: Develop guidance consistent with this decision ATO: Action PlanARP:Develop guidance consistent with this decisionATO:Work with airports to develop operational guidance using existing infrastructure (e.g., outer taxiways)AVS:Provide guidance to supercede TIL A and emphasize that draft TIL has been withdrawnProvide guidance to National Flight Procedures Group exempting the application of the above guidance during the bi-annual review process for existing proceduresUpdate and refine the Safety Assessment ToolsetReview standards based on updated toolset
21Decision Document 04 Runway to Parallel Taxiway Separation In support of Agency’s commitment to ensure safe precision approach and landing operations, policy clarification is needed, and the Airports Design A/C, TERPS and other guidance must be consistent (i.e., taxiing, parked and holding aircraft are obstacles)
22Construction of New Runways/Parallel Taxiways All CAT I operations400 ft separation(500 ft for Group VI)CAT II/III OperationsGroups I-IV aircraft ft separationGroup V aircraft ft separation*Group VI aircraft ft separation**if Airport elects to proceed with construction
23Existing Infrastructure Existing InfrastructureThe Agency will work with airports to develop operational guidance where compliance can be achieved utilizing existing infrastructure without significant impact on airport efficiency.Note that Airport improvement projects where a Draft Environmental Impact Statement was issued prior to approval of AOSC DD01 on December 18, 2003 will be treated as existing infrastructure.
24Airport Surveying-GIS Program Overview FAA Survey InitiativeLPV (WAAS)Questions
25FAA Survey Initiative Airport Surveying-GIS Program (e-ALP) Provide an interoperable web-based GIS system (Airports-GIS) for the collection, management, and maintenance of airport data addressing the needs of the FAA lines of business collectively rather than individually.
26Airport Surveying – GIS Program Purpose Reduce the FAA’s use of NGS for field surveys and Transition the Survey to Private ContractorsAllow surveys conducted by commercial enterprises/surveyors to use Federal Grants as well as other State & Local Aviation Resources.Standardize the Survey Process in a Cost-Effective and Expedited MannerIncrease the Number of Surveys Conducted AnnuallyProvide data for a standard GIS database capable of producing Digital ALPs and OC Drawings.This initiative is part and parcel of the Geo-Spatial One-Stop and the effort to centralize all geographic information developed or used by the government
27Airport Surveying-GIS Program Objectives Create a Standardized Process for Conducting Aeronautical Surveys – Advisory CircularsCreate an Airport Geographic Information (GIS) System Website and DatabaseDevelop Technical Guidance, Instructions and Templates on contracting out and/or conducting Aeronautical Surveys for Airport SponsorsDevelop Tools for Airports and Surveyors to Capture and Provide Survey Data in Digital Form (ADCAT Program)Consolidate all FAA Airport Data Requirements into a New Standard for Airport Layout Data to support FAA and Industry
29LPV Implementation FAA Program Goals Selection of R/W Ends 150 approaches to be implemented in FY-05, 300 approaches in FY 06, FY-07, FY-08WAAS Office funds most surveys in FY-05, FY-06ARP Survey Program transitions in FY-07 to fund surveys through third parties.Selection of R/W EndsLed by ATO and ARPInput from Airport Sponsors, and user groups
30FY 07 and Beyond Runway ends surveyed by airport/contractor or NGS Survey completed with Federal, state, and local funds at eligible airportsSelection of R/W EndsLed by ARP and ATOAirport sponsor-driven processInput from WAAS Office, AVN, and AOPA
31FY 07 LPV Implementation Criteria Used Established by ARP with input from WAAS OfficeRequests from airport sponsorGuidance in Appendix 16 of AC 150/Shown on ALPAvailability of FY 06/07 funding to implementEnvironmental issues addressedNon-NPIAS airports not consideredSubmitted to RAPT (Regional Airspace and Procedures Team), including Airports Division
32New Process: FY07 & Beyond WAASProgramGoalsNote: State grants, PFC, andlocal funding are also possibleAirport Planning ProcessSurveyAIP GrantScheduleConductThis is the eALP ProjectRequestAwardSurveySurveyGrantObstructionAirports GISApplicationChartDataNGSApproachDataAVNProcedureValidationAviation Systems StandardsNational Geodetic Survey-Processes controlled by FAA-Processes controlled by NGS-Processes controlled by the Airport
33? Questions ? Robert Bonanni, P.E. Office of Airports – Airport Engineering (AAS-100)Timothy RoeInnovative Solutions International Inc.supporting theOffice of Airports - Airport Engineering (AAS-100)
37WAAS Capabilities Why invest in WAAS? WAAS CapabilitiesWhy invest in WAAS?Enhances en-route navigation performance over GPS aloneEnhances non-precision approach capability over GPS aloneAllows WAAS equipped users to fly 739 published LNAV/VNAV procedures to minimums as low as 350 feetAllows WAAS equipped users to fly new LPV procedures which provide precision approach capability to runways where there is no ILS. These can be flown to minimums to as low as 250 feet100% Coverage CONUS & Alaska From 100,000 Ft. To Surface (LNAV)Horizontal Accuracy <1.5MVertical Accuracy <3MBetter Than 99.99% Availability Of System95% Availability In CONUS Of Approach with Vertical Guidance350’ MinimumWAAS Specific Approaches (LPV) PublishedSep ’ Minimums
38Current LPV Approach Availability Current LPV Approach Availability
40The eALP ProjectALPs contain a lot of information that is important to FAAWhat if… FAA could capture important information from the ALP and make it available electronically for whoever needs it?Airport Geographic Information Data StandardReplaces Appendix 15 in AC 150/Industry Standards and SupportContentsFeaturesAttributesExternal Data TablesImagery
41eALP Applications Obstruction Evaluation Airport Airspace Analysis Construction ProjectsAviation Notices (NOTAM)Approach ProceduresEnvironmental AnalysisAirport DesignUtility ManagementWildlife StrikesMoving MapsAirport and System PlanningNAVAID EstablishmentGround TransportationLand UseNoise MonitoringProperty ManagementFAA & Industry PublicationsATCT ProceduresSimulation & TrainingPavement Management