Scribd Logo
Upload

Welcome to Scribd!

  • 1 views

    Airport Zone

    Uploaded by

    Divyashree BM

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd

    Airport Zone

    Uploaded by

    Divyashree BM
    1 views4 pages

    Original Title

    AIRPORT ZONE

    Copyright

    © © All Rights Reserved

    Available Formats

    PDF, TXT or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    1 views4 pages

    Airport Zone

    Uploaded by

    Divyashree BM

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 4

    ROHINI COLLEGE OF ENGINEERING & TECHNOLOGY

    4.6 AIRPORT ZONING

    Airport height zoning is also termed as hazard zoning. Height zoning is mainly
    used to protect the approaches to the airport from the obstruction of any object. Certain
    rules and regulars are made to the heights of structures on land surrounding the airport.

    Land Use Compatibility Zones

    It is critical to maintain safe operational environments both on airport property,


    as well as within communities surrounding local airports. As outlined in previous
    chapters, one of the primary factors in determining land use compatibility often relates
    to the proximity of a specific land use to an airport and more specifically the runways.
    Identification of zones that delineate specific geographic areas of interest is an
    important part of the land use planning process. It is necessary to define types of land
    uses that are not compatible, limited, or allowed within the designated geographic areas
    surrounding an airport. These land uses can then be incorporated into city or county
    comprehensive plans and/or airport zoning ordinances.

    The land uses included in this document are not an inclusive list. They are
    intended to provide a general understanding of the types of land uses typically found in
    a community. If individual land use requests arise that are not included in the tables
    identified in this chapter, local communities should apply the general concepts outlined
    in this document to evaluate the requests for land use compatibility on a case-by-case
    basis. Some interpretation by individual municipalities may be necessary to fully
    address the needs within their community due to site specific needs. This chapter
    identifies recommended land use zoning districts and distinguishes compatible land use
    types within each zones district.

    Basis for Land Use Zones

    Two primary sources of information were used to develop recommended zones


    for land use compatibility within Iowa:

    • Federal Aviation Administration (FAA) Advisory Circular (AC) 150- 5300-13,


    Change 11, Airport Design, specifically Runway Protection Zones (RPZs)

    CE8702 RAILWAYS, AIRPORTS, DOCKS AND HARBOUR ENGINEERING


    ROHINI COLLEGE OF ENGINEERING & TECHNOLOGY

    • Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable


    Airspace, commonly know as the FAR Part 77 Surfaces RPZs and Part 77 Surfaces .

    FAR Part 77 Surfaces and RPZs can be utilized to evaluate the concept of
    compatible land use and provide a multi-purpose tool with commonly recognized
    surfaces to address both height and land use concerns. Dimensional standards and
    descriptions of these surfaces are contained in the following section to define the basis
    for land use compatibility. Airport traffic patterns, while not used as a basis for the land
    use zoning districts, are important to understand as they relate to compatible land use
    within each zone.

    Runway Protection Zones

    RPZs are the areas at each end of the runway that have a critical need for
    protection from incompatible land uses. It is desirable to clear all objects from the RPZ,
    per the criteria noted in FAA AC 150/5300-13 Change 11, Airport Design, although
    some uses are permitted, provided they do not attract wildlife, are outside of the runway
    object free area (OFA), and do not interfere with navigational aids. Land uses specified
    in AC 150/5300-13 Change 11, Airport Design, which are prohibited from the RPZ
    areas include:

    • Fuel storage facilities

    • Residential structures (homes, condominiums, apartments, and manufactured


    housing parks)

    • Places of public assembly (places of worship, schools, hospitals, office


    buildings, shopping centers, or other uses with similar concentrations of people)

    If an airport does not own or control the entire RPZ where it has been determined
    to be impracticable to purchase the property, then the AC’s RPZ land use standards
    should be consulted to determine the appropriate recommendation status for the portion
    not owned by the airport.

    If residential structures are currently located within an RPZ, the airport should
    attempt to fully acquire the property. However, if this option is impractical, the airport

    CE8702 RAILWAYS, AIRPORTS, DOCKS AND HARBOUR ENGINEERING


    ROHINI COLLEGE OF ENGINEERING & TECHNOLOGY

    sponsor should consider the acquisition of an avigation easement to provide control


    over the RPZ area. Obtaining easements which are restrictive enough to limit building
    opportunities, as well as height, are often just as costly to procure as purchasing the
    property outright.

    The FAA evaluates height concerns for land uses within the following four
    surface areas used as a basis for compatibility.

    Approach surface

    The approach surface is longitudinally centered on the extended runway


    centerline and extends outward and upward from the end of the runway primary
    surface. The approach slope of a runway is a ratio of 20:1, 34:1, or 50:1, depending on
    the approach type. The length of the approach surface varies from 5,000 to 50,000 feet
    and also depends upon the approach type.

    Transitional surface

    The transitional surface extends outward and upward at right angles to the
    runway centerline and extends at a slope of seven feet horizontally for each one foot
    vertically (7:1) from the sides of the primary and approach surfaces. The transitional
    surfaces extend to the point at which they intercept the horizontal surface at a height of
    150 feet above the established airport elevation.

    Horizontal surface

    The horizontal surface is a horizontal plane located 150 feet above the
    established airport elevation and encompasses an area from the transitional surface to
    the conical surface. The perimeter is constructed by generating arcs from the center of
    each end of the primary surface and connecting the adjacent arcs by lines tangent to
    those arcs. The radius of the arc is 5,000 feet for all utility or visual runways and 10,000
    feet for all other runways.

    CE8702 RAILWAYS, AIRPORTS, DOCKS AND HARBOUR ENGINEERING


    ROHINI COLLEGE OF ENGINEERING & TECHNOLOGY

    Conical surface

    The conical surface extends upward and outward from the periphery of the
    horizontal surface at a slope of 20 feet horizontally for every one foot vertically (20:1)
    for a horizontal distance of 4,000 feet.

    Departure surface

    In addition to the aforementioned surfaces, an additional surface to consider is


    the departure surface for runways with non-precision or precision runways instrument
    guidance. The departure surface is 1,000 feet to 10,000 feet depending on the type of
    instrument guidance and has a slope of 40 feet horizontally for every one foot vertically
    (40:1) for a distance of 6,466 feet. Objects, structures, or natural vegetation penetrating
    the departure surface may affect the departure procedures at an airport and therefore
    should be protected for each runway end.

    CE8702 RAILWAYS, AIRPORTS, DOCKS AND HARBOUR ENGINEERING

    You might also like