Whether your airport needs to determine the feasibility of a new approach or determine the impact of airfield changes to a flight procedure, Flight Tech Engineering can assist. We utilize advanced design tools combined with our experience as a flight procedure developer to provide the most insight to your airport's specific project.
Both approaches and departures, Flight Tech can evaluate, build, and design a full range of conventional (ground based) and RNAV flight procedures. We also help airports assess flight procedure impacts from runway changes. new obstructions, or analyze how upcoming airspace and procedure changes proposed by the FAA might affect aircraft overflight in the surrounding community.
Image 1: Example comparison of how new RNAV flight tracks compare to an existing conventional approach
Image 2: Assessing impact of runway change on a Localizer based approach procedure.
Image 3: Development and testing of new RNAV(RNP) Procedure
Are new structures going up around the airport or in the extended flight path? Just because it doesn't affect the FAR 77 surfaces or receives a OE/AAA FAA determination of no hazard doesn't mean it won't have an effect on instrument flight procedures or aircraft take-off weights. Flight Tech has the ability to see how each new obstacle affects all types of flight procedures (approach and departure).
While airports are required to protect surfaces as described in 14 CFR Part 77 and Part 139, the true impact of an obstruction might not be fully evident until the TERPS and air carrier protection (AC 120-91) surfaces are applied. Newly proposed or even existing obstacles could have a drastic affect on approach and departure minimums. If your airport has air carrier service or caters to all weather operations, this impact is quantifiable in terms of reduced takeoff payload as operators have to account for clearing the obstacle with one engine inoperative. On the approach portion of the equation, controlling obstacles limit the descent height of aircraft on an instrument approach. These TERPS and air carrier planning surfaces often do not coincide with airport protection surfaces.
As a instrument flight procedure developer and with an air carrier operations background, Flight Tech is keenly aware of the impacts to both airports and air carriers and has the necessary tools to perform the following services:
- Evaluate new obstacles for impacts to the Part 77, TERPS,Part 121, 139 and AC120-91 surfaces.
- Obstacle Oversight & Management Services – Any an area with a lot of growth around the airport? Let us handle this for you.
- Evaluation, deconfliction, and reporting of all available obstacle sources which may be affecting the airport to include cost to airport of penalties incurred by air carriers
- Evaluate various obstruction data sources
- Procedure build & Charted Obstacles
- Digital Obstacle File (FAA DOF)
- FAA’s AVNIS
- Airport Survey - Universal Data Delivery Format (UDDF)
- Obstacle Evaluation Program (OE/AAA)
- IFR Takeoff Min obstacles
- Temporary Obstacles such as Ships, Cranes, Vehicles.
In certain cases the FAA is not able to implement new flight procedures at an airport for various reasons. This could be due to time or budget constraints, or standard design criteria is not possible due to obstacles, terrain, or airspace challenges. This is where Flight Tech specializes.
We have built approach procedures in to temporary taxiways for airport rehabilitation projects and host flight procedures at challenging mountain airports requiring highly custom development. No project is too complex for us. Contact us today to determine if there is a way we can assist your airport's unique needs.
Approach Procedures including:
- RNAV (GPS)
- Conventional Navigation
- Departure Procedures including:
- Conventional Navigation
Image 1: Design of a new RNAV Approach procedure in to a runway currently not served by a straight-in approach
Flight Tech Engineering understands the essential role of the airport operator in supporting air carrier, cargo, general/business aviation, and military operations in the national airspace system. In support of the airport and runway enhancement projects, Flight Tech’s unique approach to airport planning and construction projects includes engaging with the civil engineering, airport stakeholders and governing authorities from the beginning of the project to ensure a clear and expected outcome is achieved. Flight Tech, together with its partners, has termed this strategy the ‘Flight Operations Engineering’ approach to aviation consulting.
We have worked both directly for the airport and/or the airport's designated engineering firm. Our team has participated in projects ranging from small regional airports to international hub airports. Contact us today to discuss your airport's unique needs.
The FAA 5010 datasheet provides important details for aircraft operators and should be updated when changes to the airport environment occur. Airport 5010 inspections will inspect runway conditions, airport markings, airport lighting, runway approach angles and controlling runway obstructions. Flight Tech can perform can assist state transportation authorities or airport operators with updates to information and submit revised data to the FAA.
In addition to standard 5010 inspection services, an analysis of FAA TERPS surfaces can be performed to determine possible impacts to Instrument Flight Procedures.
When a project involves changes to runway length, threshold locations, lighting and or navigational aids, timely planning and coordination prior to and during the project is critical to ensure a functional airport environment. Flight Tech has the experience working with the various divisions of the FAA that will need to be involved throughout the project such as Airports District Office (ADO), Flight Standards, Flight Inspection, Air Traffic Control (ATO), All Weather Operations (AWO), US NOTAM office, and others. We also work on behalf of the airport authority to coordinate with air carriers and airport stakeholders to ensure essential details and impacts of the different construction phases are appropriately communicated.