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The height of buildings within an airport's influence area is a highly regulated topic, with specific guidelines varying by location. Generally, the maximum height of structures within the airport's flight obstruction area is restricted to prevent any potential hazards to aircraft. This area is defined by the airport's reference point, elevation, and radii for horizontal and conical surfaces. Regulations often require obstacle lighting on tall structures near airports to ensure safe aircraft operations. New York City, for example, has specific zoning resolutions and height limitations, with provisions for special permits to exceed height restrictions under certain conditions.
| Characteristics | Values |
|---|---|
| Height limit within a flight obstruction area | 30 feet above curb level |
| Height limit for projection of a building or structure | Not penetrate the airport approach district of the flight obstruction area |
| Height limit exceptions | The Board of Standards and Appeals may permit construction above the height limits if the applicant submits a site plan and the Board finds that the structure would not constitute a hazard to the safety of its occupants |
| Height limit for airport traffic control towers | Comply with the height limitations of Table 412.3.1 |
| Height limit for objects taller than 4.5 meters near the airport | Checkered pattern with white, orange, or red |
| Height limit for objects between 1.5 and 4.5 meters | Alternating bands of white, orange, or red |
| Height limit for objects less than 1.5 meters | White or orange |
| Height limit for a group of buildings or structures taller than 45 meters | Medium-intensity Type A or C lighting or Type B in combination with low-intensity Type B lights |
| Height limit for structures above 150 meters | Type A high-intensity lights |
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What You'll Learn
Height limits and restrictions
The height of buildings within an airport's influence area is subject to strict regulations to ensure the safety of aircraft operations. These regulations vary depending on the specific airport and local legislation. Here is an overview of the height limits and restrictions commonly applied:
Zoning Resolutions:
The New York City Zoning Resolution outlines specific height restrictions for areas surrounding airports. The resolution defines a "flight obstruction area" as the region below the "airport referenced imaginary surfaces," which include horizontal, conical, approach, and transitional surfaces. Within this area, the highest projection of any structure is limited to 30 feet above curb level.
Obstacle Marking and Lighting:
According to the International Civil Aviation Organization (ICAO), any obstacle or tall structure near an airport that could potentially pose a risk to aircraft must be appropriately marked or lit. This includes objects taller than 4.5 meters, which should be coloured in a checkered pattern with white, orange, or red. Obstacles within 3,000 meters of the edge of a take-off climb surface that are adjacent to a runway open at night must be adequately lit.
Special Permits:
In some cases, exceptions to height restrictions can be made. The New York City Zoning Resolution allows the Board of Standards and Appeals to permit the construction, enlargement, or reconstruction of structures exceeding the height limits. However, applicants must submit a site plan demonstrating that the proposed structure does not constitute a hazard to the safety of its occupants or airport operations.
Airport Traffic Control Towers:
Airport traffic control towers are subject to specific height limitations outlined in the New York City Building Code. These towers are designed and constructed to comply with the height limitations specified in the relevant tables within the code.
The height restrictions within an airport's influence area are crucial for maintaining safe aircraft operations and are carefully considered by local authorities and aviation organizations. These regulations guide the construction and modification of structures to ensure they do not interfere with the complex movements of aircraft during take-off, landing, and circulation.
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Obstacle lighting and marking
In the United Kingdom, the Civil Aviation Authority (CAA) plays a pivotal role in regulating the lighting and marking of obstacles in UK airspace. They provide guidelines and requirements to ensure that obstacles are sufficiently visible to airspace users. The CAA's regulations consider the structure's location in relation to an aerodrome, with safeguarding zones extending up to 15 kilometres from the runway thresholds.
For structures that constitute 'aerodrome obstacles', the aerodrome licence holder or operator is responsible for assessing the lighting and marking requirements. The CAA's CAP 168: Licensing of Aerodromes provides detailed information in Chapter 4. Additionally, Article 222 of the Air Navigation Order (ANO) 2016 mandates lighting for structures exceeding 150 metres (492.1 feet) in height. These structures are required to have medium-intensity, steady red lights mounted as close as possible to the top and at intermediate levels.
To achieve maximum visibility and collision avoidance, obstacle lighting systems often utilise high-intensity strobe or LED devices. These lights can be seen from miles away and are typically arranged in clusters of two or more around the structure. In urban areas, red lights are commonly used during the night, while white strobes or xenon flashers are employed during the day. White strobes, flashing at a rate of 60 per minute, indicate the presence of catenary wires. However, flashing white strobes are not recommended in densely populated areas due to light trespass issues and reduced visibility for pilots.
In addition to lighting, daytime marking is also crucial. Aviation orange and white paint is mandated for structures taller than 500 feet (153m) above ground level (AGL). For structures below 200 feet (61m) AGL, this marking may be omitted. High-intensity white obstruction lights are another option, as they provide daytime flashing and reduced-intensity twilight and nighttime operation. With this system in place, the use of red obstruction lights and aviation orange and white paint can be omitted.
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Hazard considerations
- Obstruction of Airspace: The primary concern is preventing obstructions in the navigable airspace required for aircraft landing and takeoff. Buildings that penetrate specific surfaces, such as the approach, transitional, horizontal, and conical surfaces, are considered hazards. These surfaces are defined relative to the airport reference point and established airport elevation.
- Height Restrictions: Height limitations vary depending on the specific zones within the airport's influence area. The primary zone typically prohibits any structure from exceeding the elevation of the runway. The approach zone has a height limitation that inclines outward and upward from the runway elevation. The height restriction increases with distance from the runway, following a specific slope ratio.
- Electrical Interference: Any development within the airport's influence area must consider potential electrical interference with navigational signals and radio communication between the airport and aircraft. Lighting installations must also be designed to prevent glare that could impair pilots' vision during critical phases of flight.
- Bird Strike Hazards: The presence of tall buildings or structures within the airport's influence area can increase the risk of bird strikes. Proper consideration should be given to bird behaviour and habitats to minimise this hazard.
- Visual Impairment: Tall buildings or structures near an airport must not impair visibility in the vicinity of the airport. This includes considerations for lighting, reflections, and any visual obstructions that could impact the safe operation of aircraft during critical phases of flight.
- Aeronautical Studies: Before any construction or alteration, aeronautical studies are conducted to assess the potential hazards to air navigation. These studies evaluate the effects of proposed structures on the safe and efficient use of airspace, taking into account factors such as aircraft approach paths and manoeuvring areas.
- Public Safety: The prevention, elimination, and mitigation of airport hazards are considered a public purpose. Local authorities may raise and expend public funds to address these hazards, ensuring the safety of aircraft operations and the surrounding communities.
These hazard considerations guide the establishment of height restrictions for buildings within an airport's influence area, ensuring the safe and efficient operation of aircraft while also protecting those on the ground.
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Airport reference points
An airport reference point is a designated geographical location within an aerodrome or airport. It is a point or set of points within the boundaries of a major airport, as indicated on flight obstruction area maps. These maps outline the areas below the airport's referenced imaginary surfaces, which include the horizontal surface, the conical surface, the approach surfaces, and the transitional surfaces.
The airport reference point is typically located near the initial or planned geometric centre of the airport, serving as a central reference for various measurements and calculations. The specific coordinates of the airport reference point are provided in airport documentation, such as Section 61-41 (Airport Reference Point, Established Elevation, and Specified Radii) in the case of New York City's zoning resolutions.
The established airport elevation, which is the elevation above mean sea level of the highest point of the usable airport landing area, is also referenced in relation to the airport reference point. The transitional and approach surfaces extend from the established airport elevation and are measured on a horizontal radius from the airport reference point.
The airport reference point plays a crucial role in maintaining safe airspace around airports by helping to define the flight obstruction area. This area comprises parts of the horizontal and conical surfaces that lie below the flight path of aircraft circling the airport. Regulations restrict the height of buildings and structures within this area to prevent obstructions that could endanger aircraft and people on the ground.
In summary, airport reference points are essential geographical references used to establish safe parameters for aviation and building regulations in the vicinity of airports. By defining the flight obstruction area and establishing the established airport elevation, these reference points help ensure the safe navigation of aircraft while also guiding the construction of structures nearby.
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Height exceptions
The height of buildings within an airport's influence area is a highly regulated topic. The International Civil Aviation Organization (ICAO) states that any obstacle or tall structure that could pose a risk to aircraft must be appropriately marked or lit. This includes any fixed object or obstacle within 3,000 meters of the edge of a take-off climb surface, which should be marked and lit if the runway is open at night.
Exceptions to height restrictions are considered on a case-by-case basis, and certain structures may be deemed exempt if they do not pose a risk. For example, lighthouses and objects with medium to high-intensity daytime lighting may be exempt.
In New York City, the Zoning Resolution establishes specific height regulations for areas surrounding airports. The "flight obstruction area" includes all land or water below the "airport-referenced imaginary surfaces," which comprise horizontal, conical, approach, and transitional surfaces. Within this area, the highest projection of any building or structure is generally restricted to 30 feet above curb level.
However, the Board of Standards and Appeals may permit exceptions to these height limits. If an applicant submits a site plan demonstrating that their proposed construction, enlargement, or reconstruction does not pose a hazard to the safety of occupants or airport operations, an exception may be granted.
It's important to note that specific regulations and exceptions can vary depending on the airport and local jurisdiction. Each airport has its own established airport elevation, which is the elevation above mean sea level of the highest point of the usable airport landing area. This elevation, along with the airport reference point and radii for horizontal and conical surfaces, determines the specific height restrictions and exceptions for that particular airport.
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Frequently asked questions
The height limit varies depending on the airport and the building's proximity to the airport reference point (or points). In New York City, for example, the highest projection of a building within a flight obstruction area may extend to a height of 30 feet above curb level.
A flight obstruction area comprises all areas of land or water below the airport referenced imaginary surfaces for each airport. This includes the horizontal surface, the conical surface, the approach surfaces, and the transitional surfaces.
Airport traffic control towers must comply with specific height limitations outlined in the New York City Building Code. However, the exact height regulations may vary depending on the location and local regulations.
Yes, according to the International Civil Aviation Organization (ICAO), any obstacle or tall structure near an airport that could potentially pose a risk to aircraft must be appropriately marked or lit. Objects taller than 45 meters should be equipped with medium-intensity Type A or C lighting or Type B lighting in combination with low-intensity Type B lights. Structures taller than 150 meters should feature Type A high-intensity lights.
