Weatherhill airport program · Published 14 October 2026 · Source-linked research, prepared with AI assistance. No airport trial results are reported.
Look beyond the rainfall total
The same rainfall measurement can have different consequences across an airport. Pavement, drainage, local accumulation, equipment locations and operational demand all influence exposure. A readiness study should therefore connect weather observations to specific places and decisions rather than rely on a single site-wide number.
Weatherhill proposes reviewing the customer's known trouble spots, maintenance history and event records alongside available weather data. The objective is an evidence map: what happened, where it was observed, how operations were affected and which important details remain uncertain. That map guides the next investigation.
Understand the observation gap
FAA's runway-excursion guidance explains that water conditions can change rapidly during rain. It also notes that rainfall-rate changes alone do not trigger a SPECI. The practical implication is that a general weather report may not answer every question about conditions at a particular pavement location.
A proposed assessment would identify the observations used by the airport and how they enter its established reporting process. Additional measurement should be considered only against a defined requirement, with a clear method for validation and a documented relationship to the responsible operational team.
Connect drainage and operations
An engineering response and an operational response answer different parts of the problem. A study can identify where further drainage investigation, pavement assessment, maintenance review or equipment relocation may be useful. Qualified engineers would determine the appropriate design work using applicable airport guidance.
The operational side should document who observes a problem, who is notified and what records are retained. A rain sensor does not replace a pavement assessment, and a drainage drawing does not establish how a site behaves during every storm. The proposed scope brings these forms of evidence together.
A clear handoff between the operations team and engineering team is one of the practical outputs the study should establish.
Account for the full airport footprint
Runways are central, but the study should also consider taxiways, aprons, access routes, electrical assets, buildings and equipment storage where relevant to the customer. A localized problem can create consequences elsewhere through blocked access, unavailable equipment or a delayed handoff.
Each issue needs an owner and a practical next step. The report should distinguish verified conditions from staff observations that need investigation. It should also identify the organization that bears each cost, so a proposed business case does not count the same interruption several times.
Turn the assessment into a scoped project
The proposed deliverables are a site-specific exposure register, an observation and reporting map, prioritized investigation questions and an outline of candidate improvements. Each candidate should include dependencies, the evidence required for approval and a method for checking whether it performs as intended.
Weatherhill is seeking design partners for this planning work as part of a broader airport weather-readiness program. We are not offering a system that stops heavy rain or certifies runway conditions. The aim is to help make the next operational or engineering decision concrete and reviewable.
Questions from airport teams
Will Weatherhill issue runway condition codes?
No. Official runway assessment and reporting remain with the authorized airport process. The proposed study examines evidence and planning needs around that process.
Is this a drainage-design service?
The proposed initial scope is assessment and project definition. Detailed drainage or pavement design would require appropriately qualified engineering partners and a separate agreed scope.
Can a rain gauge determine standing-water conditions everywhere?
No. A point rainfall observation does not directly establish conditions across an entire pavement system. The assessment would identify the additional evidence a specific decision requires.
Sources & further reading
- AC 91-79B — Aircraft Landing Performance and Runway Excursion Mitigation ↗Federal Aviation Administration · Heavy-rain and standing-water risks, reporting limitations and landing-performance considerations.
- Aeronautical Information Manual — Airport Operations ↗Federal Aviation Administration · Established windshear systems and runway-condition reporting practices.
- Airport Drainage Design — AC 150/5320-5D ↗Federal Aviation Administration · Airport surface and subsurface drainage design guidance; current applicability must be checked for each project.