NREL is a national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

Operated by the Alliance for Sustainable Energy, LLC

This report is available at no cost from the National Renewable Energy

Laboratory (NREL) at www.nrel.gov/publications.

Contract No. DE-AC36-08GO28308

Implementing Solar 

Technologies at Airports

A. Kandt and R. Romero

Technical Report

NREL/TP-7A40-62349

July 2014
NREL is a national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

Operated by the Alliance for Sustainable Energy, LLC

This report is available at no cost from the National Renewable Energy

Laboratory (NREL) at www.nrel.gov/publications.

Contract No. DE-AC36-08GO28308

National Renewable Energy Laboratory

15013 Denver West Parkway

Golden, CO 80401

303-275-3000 • www.nrel.gov

Implementing Solar 

Technologies at Airports 

A. Kandt and R. Romero

Prepared under Task No. WFG4.1010

Technical Report

NREL/TP-7A40-62349

July 2014
NOTICE

This report was prepared as an account of work sponsored by an agency of the United States government. 

Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, 

express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of 

any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately 

owned rights. Reference herein to any specific commercial product, process, or service by trade name, 

trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, 

or favoring by the United States government or any agency thereof. The views and opinions of authors 

expressed herein do not necessarily state or reflect those of the United States government or any agency thereof.

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Cover Photos: (left to right) photo by Pat Corkery, NREL 16416, photo from SunEdison, NREL 17423, photo by Pat Corkery, NREL 

16560, photo by Dennis Schroeder, NREL 17613, photo by Dean Armstrong, NREL 17436, photo by Pat Corkery, NREL 17721. 

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iii

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Acknowledgments

The U.S. Department of Energy’s National Renewable Energy Laboratory (NREL) thanks the 

U.S. Department of Homeland Security (DHS) for supporting this work. NREL also expresses 

gratitude to the DHS components for proactively seeking direction and support in identifying 

existing guidance for appropriately siting solar systems at or near airports. 
iv

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List of Acronyms

AC alternating current

ATCT airport traffic control tower

ALP airport layout plan 

CNS communication, navigation, and surveillance 

CSP concentrating solar power

DC direct current

DIA Denver International Airport 

DOD U.S. Department of Defense 

DOE U.S. Department of Energy 

FAA Federal Aviation Administration

HQ headquarters 

kW kilowatt 

kWh kilowatt-hour 

MHT Manchester-Boston Regional Airport 

MW megawatt

NREL National Renewable Energy Laboratory 

NWRC National Wildlife Research Center

PV photovoltaics 

REC renewable energy certificate

SGHAT Solar Glare Hazard Analysis Tool

SHW solar hot water

SVP solar ventilation preheat 

USDA U.S. Department of Agriculture 

USFW U.S. Fish and Wildlife Service 

VALE Voluntary Airport Low Emissions 

Wp (peak) watt
v 

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Executive Summary

Federal agencies, such as the Department of Defense and Department of Homeland Security, as 

well as numerous private entities are actively pursuing the installation of solar technologies to 

help reduce fossil fuel energy use and associated emissions, meet sustainability goals, and create 

more robust or reliable operations. One potential approach identified for siting solar technologies 

is the installation of solar energy technologies at airports and airfields, which present a 

significant opportunity for hosting solar technologies due to large amounts of open land. In 

particular, solar photovoltaics (PV) have a low profile and the potential to have low to no impact 

on flight operations. 

This report focuses largely on the Federal Aviation Administration’s (FAA’s) policies toward 

siting solar technologies at airports. The FAA’s policies cover fixed-axis, flat-plate solar 

technologies, including solar PV and solar thermal hot water systems. These policies apply to 

federally obligated airports. Private airports and land adjacent to airports are not covered under 

these policies, though the FAA encourages stakeholders of such lands who are interested in 

siting solar systems on those lands follow the FAA’s policies. The FAA’s policies outline how 

an airport sponsor can gain approval from FAA to amend an airport layout plan to add a solar 

system. The FAA also offers design resources to help to minimize glint and glare impacts. 

With proper advanced planning and siting considerations, solar technologies can successfully be 

installed at airports with minimal or no impacts. This paper concludes with examples of solar 

installations at airports and highlights a case study where successful systems were installed at the 

Denver International Airport in Denver, Colorado. 
vi 

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Table of Contents

Acknowledgments ..................................................................................................................................... iii

List of Acronyms........................................................................................................................................ iv

Executive Summary.................................................................................................................................... v

List of Figures ........................................................................................................................................... vii

List of Tables ............................................................................................................................................. vii

1 Introduction........................................................................................................................................... 1

1.1 Project Background....................................................................................................................... 1

1.2 Scale of Opportunity ..................................................................................................................... 1

2 Solar Technology Overview ................................................................................................................ 2

2.1 Solar Photovoltaics....................................................................................................................... 2

2.1.1 Photovoltaics Economics ................................................................................................. 3

3 Guidance ............................................................................................................................................... 5

3.1 Federal Aviation Administration Policies..................................................................................... 5

3.1.1 Technical Guidance for Evaluating Selected Solar Technologies on Airports................ 5

3.1.2 Interim Policy, Federal Aviation Administration Review of Solar Energy System 

Projects on Federally Obligated Airports......................................................................... 6

3.2 Department of Defense Memorandum........................................................................................ 11

3.3 Siting Considerations for Airports .............................................................................................. 11

3.3.1 System Performance....................................................................................................... 12

3.3.2 Minimizing Glare and Glint ........................................................................................... 12

3.3.3 Wildlife Impact .............................................................................................................. 13

4 Applications ........................................................................................................................................ 14

4.1 Denver International Airport Solar Photovoltaics Case Study.................................................... 14

4.2 Manchester-Boston Regional Airport Solar Photovoltaics Case Study ...................................... 16

4.3 Unique Airport Applications....................................................................................................... 19

5 Conclusions ........................................................................................................................................ 20

Appendix.................................................................................................................................................... 21

Other Solar Technologies..................................................................................................................... 21

Concentrating Solar Power.......................................................................................................... 21

Solar Hot Water........................................................................................................................... 22

Solar Ventilation Preheat ............................................................................................................ 23
vii 

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List of Figures

Figure 1. Geographic Information System map of U.S. solar PV resources................................................. 3

Figure 2. Solar glare hazard analysis plot..................................................................................................... 8

Figure 3. Input page of SGHAT.................................................................................................................... 9

Figure 4. Results tab for observation point, with glare occurrence plot ..................................................... 10

Figure 5. Solar PV at DIA........................................................................................................................... 15

Figure 6. Location of solar PV at DIA........................................................................................................ 16

Figure 7. Solar PV at MHT......................................................................................................................... 18

Figure A-1. Geographic Information System map of U.S. concentrating solar resources.......................... 22

List of Tables

Table 1. DIA Solar PV Installation Statistics ............................................................................................. 15
1 

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1 Introduction

1.1 Project Background

Many Federal agencies, such as the Department of Defense and Department of Homeland 

Security, as well as numerous private entities are actively pursuing the installation of solar 

technologies to help reduce fossil fuel energy use and associated emissions, meet sustainability 

goals, and create more robust or reliable operations. One potential approach identified for siting 

solar technologies is the installation of solar energy technologies at airports and airfields, which 

present a significant opportunity for hosting solar technologies due to large amounts of open 

land. In particular, solar photovoltaics (PV) have a low profile and the potential to have low to 

no impact on flight operations. 

This study outlines the technical, economic, and operational implications of siting solar 

technologies at airports and airfields. This document can be used to inform project managers of 

existing requirements and to help influence future policies as they are being revised or 

developed. The document most directly supports staff considering solar projects at airports. The 

report outlines existing guidance for implementing solar technologies at airports and airfields, 

details best practices for siting solar at these locations, and highlights a successful case study 

where solar was installed at an airport. 

1.2 Scale of Opportunity

A study conducted by the FAA, U.S. Department of Agriculture (USDA), and U.S. Fish and 

Wildlife Service (USFWS) stated that in 2010 there were approximately 15,000 public airports in 

the United States.

1

 Of those, 2,915 airports were considered significant to national air 

transportation and are included in the National Plan of Integrated Airport Systems. The report’s

authors estimated there are approximately 3,306 square kilometers (816,930 acres) of grassland 

within the 2,915 significant airport properties in the contiguous United States.2

 The authors 

contend that grasslands are representative of idle lands at airports. 

Assuming that 7 acres of grassland could host 1 megawatt (MW) of fixed-axis (non-tracking) 

photovoltaics (PV), there’s potential for 116,704 MW of PV on idle lands at airports in the 

United States. These calculations do not include small or military airfields, and thus, can be 

considered conservative. 

 

1 “The World Factbook.” Central Intelligence Agency, 2010. Accessed Sept. 8, 2010: 

www.cia.gov/library/publications/the-world-factbook/geos/us.html. 2 DeVault, T.; Belant, J.; Blackwell B.; Martin, J.; Schmidt, J.; Burger Jr., L.; Patterson Jr., J. “Airports Offer 

Unrealized Potential for Alternative Energy Production.” Environmental Management (49), 2012; pp. 517-522.

www.aphis.usda.gov/wildlife_damage/nwrc/publications/12pubs/devault123.pdf. 
2 

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2 Solar Technology Overview

Solar energy technologies, such as solar PV, are mature, commercially available renewable 

energy technologies. The focus of this paper is PV, as it has the largest potential applicability for 

deployment at airports. Other solar technologies are briefly outlined in the Appendix, as they 

also may have some deployment potential at airports. 

2.1 Solar Photovoltaics 

Photovoltaic arrays convert sunlight to electricity. The systems require very little maintenance, 

make no noise, and operate without moving parts and without producing air pollution or 

greenhouse gases. Arrays can be mounted on buildings and structures (such as parking garages) 

or ground-mounted on supporting poles or racks. The arrays produce direct current (DC), which 

can be conditioned into grid-quality alternating current (AC) electricity or used to charge 

batteries. A typical PV cell converts approximately 14% of the solar energy striking its surface 

into usable electricity.3

The amount of electricity a system produces depends on the system type, orientation, and the 

available solar resource. The solar resource is the amount of the sun’s energy reaching the earth’s 

surface, which varies across the United States. A higher solar resource means more of the sun’s 

energy is reaching the surface, which is optimal for PV system performance. The solar resource 

map in Figure 1 details the available solar resource throughout the country in kilowatt-hours per 

meter squared per day. Resources are highest in the southwest, and fairly high throughout the 

western states, Texas, and Florida.

 

3 “Photovoltaics Resources and Technologies.” U.S. Department of Energy, Office of Renewable Energy & Energy 

Efficiency, 2013. http://energy.gov/eere/femp/articles/photovoltaic-resources-and-technologies. 
3 

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Figure 1. Geographic Information System map of U.S. solar PV resources 

2.1.1 Photovoltaics Economics

The cost of PV-generated electricity has dropped 15- to 20-fold in the last 40 years. Gridconnected PV systems sell for between 20¢ per kilowatt-hour (kWh) and 32¢/kWh in 2011, or 

about $5 per (peak) watt (Wp) to $8/Wp, including support structures and power conditioning 

equipment. Peak-watt is the power rating that a PV system measures under standard test 

conditions, and under which a panel could be expected to deliver its peak output. An NREL

study of 7,074 PV systems installed in 2007 reported a range of total capital costs averaging 

$8.32/Wp for small systems less than 10 kilowatts (kW) and $6.87/Wp for large systems greater 

than 100 kW; costs have dropped further since then. Costs reported for PV projects are 

decreasing rapidly, so a local solar installer may be the best source of current cost information. 

Operation and maintenance costs are reported at $0.008/kWh produced, or at 0.17% of capital 

cost without tracking and 0.35% with tracking.4 The systems are very reliable and last 20 years 

or longer.5

Siting PV systems at airports costs marginally more than systems sited in other locations. 

Additional costs could be incurred for project planning and coordination with FAA and related 

glare/glint studies.

A variety of financing mechanisms exist to help facilitate the installation of PV systems. Thirdparty financing, in which an entity finances, owns, and operates the system, is a mechanism for 

installing a PV system for little or no capital and is most often utilized for commercial- or utilityscale systems. These mechanisms include power purchase agreements, energy savings 

performance contracts, and utility energy services contracts.6 In addition, the FAA operates the 

 

4 Mortensen, J. Factors Associated with Photovoltaic System Costs. NREL/TP-620-29649. Golden, CO: National 

Renewable Energy Laboratory, 2001.

5 Guey-Lee, L. “Forces Behind Wind Power.” Renewable Energy 2000, (73), February 2001. 6 “Project Funding.” U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, undated. 

Accessed June 2011: http://energy.gov/eere/femp/project-funding. 
4 

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Voluntary Airport Low Emissions (VALE) program, which helps airport sponsors meet their 

state-related air quality responsibilities under the Clean Air Act.7

 Through VALE, airport 

sponsors can be eligible for funds to help support the procurement and installation of PV 

systems. The Manchester-Boston Regional Airport (MHT) project, in the city of Manchester, 

New Hampshire, benefited from VALE funds that covered 95% of PV system costs. This system 

is detailed in Section 4.2 of this report.8, 9

 

7 “Voluntary Airport Low Emissions Program (VALE): Airports.” Federal Aviation Administration, 2014. 

www.faa.gov/airports/environmental/vale/. 8 Hayward, M. “Airport controllers complain of solar panels' glare.” New Hampshire Union Leader, Aug. 30, 2012. 

www.unionleader.com/article/20120830/NEWS02/708309966. 9

 “Solar Project.” Manchester-Boston Regional Airport newsletter, Holiday 2012. 

www.flymanchester.com/newsletters/holiday-2012/solar-project. 
5 

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3 Guidance

The most broadly known and utilized guidance is issued by FAA and is summarized below. The 

DOD recently issued a memorandum on glint and glare issues on or near DOD aviation 

operations; that memo is also summarized. 

3.1 Federal Aviation Administration Policies

The FAA is the national aviation authority of the United States. It has authority to regulate and 

oversee all aspects of American civil aviation.10 There are nine FAA regions and 21 FAA airport 

district offices that manage the FAA’s day-to-day operations with the nation’s airports. These 

operations include airport safety and standards, grant management, and compliance. The FAA 

Office of Airports in Washington D.C. (FAA Headquarters) develops national policies, 

standards, regulations, and guidance for the national system of airports and oversees federal 

funding, compliance, and airport environmental reviews. Generally, solar projects are reviewed 

at the regional level, with FAA Headquarters becoming involved only if a project requires 

additional resources or presents a complex problem.

11 

The FAA has an interest in solar energy for a multitude of reasons. The agency supports 

modernization and improved efficiency, and as such, supports appropriate solar projects. In some 

instances, the FAA is a PV operator, generally at remote or off-grid facilities. It works to ensure 

solar projects are sited properly and do not cause safety problems for aviation or otherwise 

interfere with aeronautical and airport activities. Specifically, the FAA wants to ensure solar 

systems do not create glint or glare conditions (glint is a momentary flash of bright light, and 

glare is a continuous source of bright light). The FAA has determined that glint and glare from 

typical ground-mounted solar energy systems could result in an ocular impact to pilots and/or air 

traffic control facilities and compromise the safety of the air transportation system. While the 

FAA supports solar energy systems on airports, the FAA seeks to ensure safety by eliminating 

the potential for ocular impact to pilots and/or air traffic control facilities due to glare from such 

projects.12 

3.1.1 Technical Guidance for Evaluating Selected Solar Technologies on Airports

In November 2010, the FAA released a document titled Technical Guidance for Evaluating 

Selected Solar Technologies on Airports.

13 The FAA created this document to provide a readily 

usable reference for FAA technical staff who review proposed airport solar projects and for 

airport sponsors that may be considering a solar installation. It addresses a wide range of topics, 

 

10 “Safety: The Foundation of Everything We Do.” Federal Aviation Administration, 2014. 

www.faa.gov/about/safety_efficiency/. 11 Technical Guidance for Evaluating Selected Solar Technologies on Airports. Washington, D.C.: Federal Aviation 

Administration, November 2010. 

www.faa.gov/airports/environmental/policy_guidance/media/airport_solar_guide_print.pdf. 12 “Interim Policy, FAA Review of Solar Energy System Projects on Federally Obligated Airports.” Federal 

Register, Oct. 23, 2013. www.federalregister.gov/articles/2013/10/23/2013-24729/interim-policy-faa-review-ofsolar-energy-system-projects-on-federally-obligated-airports. 13 Technical Guidance for Evaluating Selected Solar Technologies on Airports. Washington, D.C.: Federal Aviation 

Administration, November 2010. 

www.faa.gov/airports/environmental/policy_guidance/media/airport_solar_guide_print.pdf. 
6 

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including solar technology, electric grid infrastructure, FAA safety regulations, financing 

alternatives, incentives, and case studies.

14 

One of the case studies highlights an unsuccessful installation and details the associated 

implications. More information on this case study, including potential resolution to the 

installation issues, is provided in Section 4.2 of this report. This is currently the only existing 

publically available and federally issued guidance for installing solar technologies at airports and 

is a good reference document for all relevant stakeholders. Perhaps most useful for those parties 

interested in siting solar systems at airports, the report includes a checklist of FAA procedures to 

ensure the systems are safe and pose no risk to pilots, air traffic controllers, or airport operations. 

There is a note on the initial page of the report stating: 

As of October 23, 2013, the FAA is reviewing multiple sections of the Technical 

Guidance for Evaluating Selected Solar Technologies on Airports based on new 

information and field experience, particularly with respect to compatibility and 

glare. All users of this guidance are hereby notified that significant content in this 

document may be subject to change, and the FAA cautions users against relying 

solely on this document at this time. Users should refer instead to the interim 

policy (http://federalregister.gov/a/2013-24729). 

The interim policy is detailed below. This update to the technical guidance includes the standards 

for measuring glint and glare outlined in the interim policy. It also provides enhanced criteria to 

ensure the proper siting of a solar energy installation to eliminate the potential for harmful glare 

to pilots or air traffic control facilities.15 A notice on the website states that, “The interim policy 

replaces the guidance for reflectivity found in Section 3.1.2 of the Technical Guidance for 

Evaluating Selected Solar Technologies on Airports.”16 

3.1.2 Interim Policy, Federal Aviation Administration Review of Solar Energy 

System Projects on Federally Obligated Airports 

On Oct. 23, 2013, a notice was posted by the FAA on the Federal Register, titled Interim Policy, 

FAA Review of Solar Energy System Projects on Federally Obligated Airports. The notice states 

that in 2012, the FAA partnered with the U.S. Department of Energy (DOE) “to establish a 

standard for measuring glint and glare, and clear thresholds for when glint and glare would 

impact aviation safety. The standards that this working group developed are set forth in this 

notice.”17 The notice also reads: 

 

14 Technical Guidance for Evaluating Selected Solar Technologies on Airports. Washington, D.C.: Federal Aviation 

Administration, November 2010. 

www.faa.gov/airports/environmental/policy_guidance/media/airport_solar_guide_print.pdf. 15 “Interim Policy, FAA Review of Solar Energy System Projects on Federally Obligated Airports.” Federal 

Register, Oct. 23, 2013. www.federalregister.gov/articles/2013/10/23/2013-24729/interim-policy-faa-review-ofsolar-energy-system-projects-on-federally-obligated-airports. 16 www.faa.gov/airports/environmental/ 17 “Interim Policy, FAA Review of Solar Energy System Projects on Federally Obligated Airports.” Federal 

Register, Oct. 23, 2013. www.federalregister.gov/articles/2013/10/23/2013-24729/interim-policy-faa-review-ofsolar-energy-system-projects-on-federally-obligated-airports. 
7 

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The FAA is adopting an interim policy because it is in the public interest to 

enhance safety by clarifying and adding standards for measuring ocular impact of 

proposed solar energy systems. FAA will consider comments and make 

appropriate modifications before issuing a final policy in a future Federal Register 

Notice. The policy applies to any proposed solar energy system that has not 

received unconditional airport layout plan (ALP) approval or a “no objection” 

from the FAA on a filed 7460-1, Notice of Proposed Construction or Alteration. 

The FAA expects to continue to update these policies and procedures as part of an 

iterative process as new information and technologies become available.18

It should be noted that solar energy systems located on an airport that is not federally obligated 

or located outside the property of a federally obligated airport are not subject to this policy. 

Proponents of solar energy systems located off airport property or on nonfederally obligated 

airports are strongly encouraged to consider the requirements of this policy when siting such 

systems.

Considerations outlined in the notice include: 

• A sponsor of a federally obligated airport must notify the FAA of its intent to construct 

any solar installation, including the intent to permit airport tenants, such as federal 

agencies, to build such installations.19 

o A sponsor of a federally obligated airport must request FAA review and approval 

to depict proposed solar installations that will either be ground-based installations 

or that are not ground-based but substantially change the footprint of a colocated 

building or structure (i.e., a roof-mounted system that increases the footprint of an 

existing building or structure) on its ALP, before construction begins. 

o Airport sponsors and project proponents must comply with the policies and 

procedures outlined in the Interim Policy in order to demonstrate to the FAA that 

a proposed solar energy system will not result in an ocular impact that 

compromises the safety of the air transportation system.20 

o The airport sponsor, in siting a proposed solar energy system, is responsible for 

limiting the potential for inference with communication, navigation, and 

surveillance (CNS) facilities by ensuring that solar energy systems remain clear of 

the critical areas surrounding CNS facilities. 

Standards for Measuring Ocular Impact

The notice states the FAA prescribes the solar glare hazard analysis plot as the standard for 

measuring the potential ocular impact of any proposed solar energy system on a federally 

 

18 “Interim Policy, FAA Review of Solar Energy System Projects on Federally Obligated Airports.” Federal 

Register, Oct. 23, 2013. www.federalregister.gov/articles/2013/10/23/2013-24729/interim-policy-faa-review-ofsolar-energy-system-projects-on-federally-obligated-airports. 19 The sponsor must notify FAA by filing FAA Form 7460-1, “Notice of Proposed Construction or Alteration,” 

under 14 CFR Part 77 for a nonrulemaking case. 20 This process enables the FAA to approve amendment of the ALP to depict certain solar energy projects or issue a 

“no objection” finding to a filed 7460-1 form.
8 

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obligated airport (see Figure 2). The airport sponsor must reference this plot and utilize the 

associated Solar Glare Hazard Analysis Tool (SGHAT)21 to demonstrate the potential for glare 

and glint resulting from a proposed solar project. Non-federally obligated airports or solar 

systems adjacent to an airport are encouraged to utilize this tool as well, though are not required 

to. The FAA will consider the use of alternative tools or methods on a case-by-case basis. 22

Figure 2. Solar glare hazard analysis plot

Source: Federal Register

In order for an airport sponsor to obtain FAA approval to revise an airport layout plan to depict a 

solar installation and/or a “no objection” to a Notice of Proposed Construction Form 7460-1, the 

sponsor is required to demonstrate the proposed solar energy system meets the following 

standards:

23

• No potential for glint or glare in the existing or planned airport traffic control tower 

(ATCT) cab

• No potential for glare or “low potential for after-image” along the final approach path for 

any existing landing threshold or future landing thresholds (including any planned 

 

21 The Solar Glare Hazard Analysis Tool is available at: https://share.sandia.gov/phlux. 22 “Interim Policy, FAA Review of Solar Energy System Projects on Federally Obligated Airports.” Federal 

Register, Oct. 23, 2013. www.federalregister.gov/articles/2013/10/23/2013-24729/interim-policy-faa-review-ofsolar-energy-system-projects-on-federally-obligated-airports. 23 The standards are taken verbatim from the: “Interim Policy, FAA Review of Solar Energy System Projects on 

Federally Obligated Airports.” Federal Register, Oct. 23, 2013. www.federalregister.gov/articles/2013/10/23/2013-

24729/interim-policy-faa-review-of-solar-energy-system-projects-on-federally-obligated-airports. 
9 

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interim phases of the landing thresholds), as shown on the current FAA-approved ALP. 

The final approach path is defined as 2 miles from 50 feet above the landing threshold 

using a standard 3-degree glide path. 

As part of the analysis, ocular impact must be examined over the entire calendar year in 1-minute 

intervals, from when the sun rises above the horizon until the sun sets below the horizon.24

SGHAT was designed to determine whether a proposed solar energy project would result in the 

potential for ocular impact as depicted in Figure 2. The tool was developed by the FAA and 

DOE’s Sandia National Laboratory to provide a quantified assessment of (1) when and where 

glare will occur throughout the year for a prescribed solar installation and (2) potential effects on 

the human eye at locations where glare occurs.

25 It is a free, web-based tool that uses a Google 

map interface, but requires a user to first register to use the tool. 

The user inputs the location of the proposed site, draws an outline of the proposed solar array, 

and provides additional information about the solar system, including height and reflectance. The 

user specifies observer locations (usually the ATCT) or flight paths. A screenshot of the input 

page is shown in Figure 3. 

Figure 3. Input page of SGHAT

Source: SGHAT

 

24 “Interim Policy, FAA Review of Solar Energy System Projects on Federally Obligated Airports.” Federal 

Register, Oct. 23, 2013. www.federalregister.gov/articles/2013/10/23/2013-24729/interim-policy-faa-review-ofsolar-energy-system-projects-on-federally-obligated-airports. 25 Ho, C. and Sims, C. Solar Glare Hazard Analysis Tool (SGHAT) User’s Manual v2.0. Albuquerque, NM: Sandia 

National Laboratories, Aug. 23, 2013. https://share.sandia.gov/phlux/static/references/glintglare/SGHAT_Users_Manual_v2-0_final.pdf. 
10 

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If glare is found, the tool calculates the retinal irradiance and subtended angle (size/distance) of 

the glare source to predict potential ocular hazards ranging from temporary after-image to retinal 

burn. The results are presented in a plot that specifies when glare will occur throughout the year, 

with color codes indicating the potential ocular hazard (see Figure 4). The tool can also predict 

relative energy production while evaluating alternative designs, layouts, and locations to identify 

configurations that maximize energy production while mitigating the impacts of glare.

26

Figure 4. Results tab for observation point, with glare occurrence plot

Source: SGHAT

A user’s manual is available for SGHAT, and it provides detailed information regarding the 

needed inputs, assumptions used in calculations, and interpreting outputs. Although much more 

detail is provided in the manual, a few important assumptions or limitations are outlined here: 

• The software is only applicable to flat reflective surfaces. Focused mirrors, such as 

parabolic troughs or dishes, cannot be simulated in SGHAT. 

 

26 Ho, C. and Sims, C. Solar Glare Hazard Analysis Tool (SGHAT) User’s Manual v2.0. Albuquerque, NM: Sandia 

National Laboratories, Aug. 23, 2013. https://share.sandia.gov/phlux/static/references/glintglare/SGHAT_Users_Manual_v2-0_final.pdf.
11 

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• SGHAT only simulates fixed systems; it does not currently apply to tracking systems. 

• The software assumes the PV array is aligned with a plane defined by the total heights of the 

coordinates outlined in the Google map. 

• SGHAT does not consider manmade or natural obstacles between the observation points and 

the prescribed solar installation that may obstruct observed glare, such as trees, hills, 

buildings, etc.

• The software currently uses a constant reflectance for the solar modules; this value is 

prescribed by the user. In actuality, the reflectance increases with increasing incidence 

angle.27

The manual also provides a case-study example of the Manchester-Boston Regional Airport, 

which is summarized in Section 4.2 of this paper. The case study provides an overview of a 

SGHAT analysis for the airport, as well as real-world examples from an installed PV system that 

caused glare at the air traffic control tower. The panels have since been temporarily covered to 

resolve the glare issue. 

3.2 Department of Defense Memorandum

In June of 2014 the Office of the Under Secretary of Defense issued a memorandum for the 

Assistant Secretary of the Army, the Assistant Secretary of the Navy, and the Acting Assistant 

Secretary of the Air Force with the subject ‘Glint/Glare Issues on or near DOD Aviation 

Operations’.28 The memo outlines the FAA’s conclusion that glint and glare from some solar 

systems could result in ocular impact to pilots and/or air traffic controllers. It references the FAA 

interim procedures and states that, “FAA’s interim guidance should only be used as a guide for 

consideration.”29 The memo does encourage mission compatibility evaluations to include the 

potential impact of glint and glare from non-residential PV and glass-enclosed solar-hot water 

systems. It outlines in which instances the use of the SGHAT tool is required or recommended. 

3.3 Siting Considerations for Airports

In addition to careful planning and assessment to ensure glare and glint are minimized or 

alleviated, as summarized in the FAA guidance highlighted above, other considerations need to 

be taken into account when siting solar systems at or near airports. In addition to those outlined 

here, systems should be placed an appropriate distance from the runway and should adhere to 

appropriate safety and fire measures. 

 

27 Ho, C. and Sims, C. Solar Glare Hazard Analysis Tool (SGHAT) User’s Manual v2.0. Albuquerque, NM: Sandia 

National Laboratories, Aug. 23, 2013. https://share.sandia.gov/phlux/static/references/glintglare/SGHAT_Users_Manual_v2-0_final.pdf.

28

http://www.acq.osd.mil/dodsc/library/Procedures_Memo_4_Glint%20Glare%20Issues%2

0on%20or%20near%20DoD%20Aviation%20Operations.pdf 29

http://www.acq.osd.mil/dodsc/library/Procedures_Memo_4_Glint%20Glare%20Issues%2

0on%20or%20near%20DoD%20Aviation%20Operations.pdf 
12 

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3.3.1 System Performance

An ideal solar installation would be situated in an unshaded, south-facing location with an 

optimum tilt angle (generally tilt equal to latitude; see third bullet below for more information). 

Not all sites are suitable for solar technologies. There are a few rules of thumb that are helpful in 

determining when solar technologies are appropriate for a site.

• It is important to identify an unshaded area for solar PV installation, particularly between 

the peak sun hours of 9 a.m.–3 p.m. Shade will reduce the output of a solar panel. Shade 

can be caused by trees, nearby buildings, and roof equipment or features (such as 

chimneys). 

• It is best to orient fixed-mount panels due south in the northern hemisphere. Siting panels 

so they face east or west of due south will decrease energy production. However, that 

effect varies by location and could be minimal. 

• In the area of Boulder, Colorado, for example, the losses due to orientation are about 4% 

for a panel facing 45° east of south and about 10% for one facing 45° west of south (due 

to the mountains to the west).30 While an orientation east or west of south is not ideal 

because of the resulting reduction in energy production, it may be necessary due to land 

availability constraints or to minimize or alleviate glint or glare issues.

• For locations in latitudes less than 20o, the optimal tilt angle for achieving the highest 

performance from a fixed-mount PV panel is equal to the latitude of a location. At higher 

latitudes, the correlation is not valid. A previous study analyzed the annual solar resource 

data for different latitudes.31 At a location of 40° north latitude, an optimal tilt varies 

from 30° to 35° to maximize the annual energy production. Fixed-mount solar panels can 

be flush- or tilt-mounted on roofs, pole mounted on the ground, or can be integrated into 

building materials, such as roofs, windows, and awnings. However, a tilt angle equal to 

latitude is not always feasible because of factors such as roof pitch, wind or snow loading 

considerations, or a need to minimize or alleviate glint and glare. It is possible to install 

panels at a different angle. The impact of a nonideal tilt angle varies by location and 

could be minimal. The energy production of PV systems at various orientation and tilt 

angles can be calculated by tools such as PVWatts.32

3.3.2 Minimizing Glare and Glint

Aside from the strategies previously discussed, there are physical methods to potentially reduce 

reflection from panels and the associated glare and glint. These include the application of 

antireflective coatings33 and/or texturing34 to the panels. Neither has discernable effects on 

system performance but could help minimize reflection. 

 

30 Analysis in PVWatts makes the following assumptions: location = Boulder, CO; tilt = latitude (40°); DC to AC 

derate factor = 0.77. Analysis was performed in: Kandt, A. et al. Implementing Solar PV Projects on Historic 

Buildings and in Historic Districts. NREL/TP-7A40-51297. Golden, CO: National Renewable Energy Laboratory, 

2011. www.nrel.gov/docs/fy11osti/51297.pdf. 31 Christensen, C. and Barker, G. “Effects of Tilt and Azimuth on Annual Incident Solar Radiation for United States 

Locations.” Presented at 2001 Solar Energy Forum, Washington, D.C., 2001. 32 For more information, see: www.nrel.gov/rredc/pvwatts/. 33 “Anti-Reflection Coatings.” PVEducation.org, undated. http://pveducation.org/pvcdrom/design/anti-reflectioncoatings. 
13 

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3.3.3 Wildlife Impact

Very little information is available quantifying the potential impact of solar systems on wildlife, 

or of wildlife on solar system installations, at airports. The previously referenced study 

conducted by the FAA, USDA, and USFWS states “airports offer one of the few land uses where 

reductions in wildlife, abundance, and habitat quality are necessary and socially acceptable, due 

to risk of wildlife collisions with aircraft.”35 However, when siting solar systems at airports, it is 

important to mitigate against creating wildlife attractants, such as perches or shade. A study by 

the USDA National Wildlife Research Center (NWRC) aimed to evaluate the hazard level posed

by PV facilities to aircraft, compare bird and mammal use of the two land cover types (PV or 

open land), and provide findings and guidance to the FAA.36 Note that existing FAA guidance 

does not yet touch on wildlife impact or mitigation strategies. 

The NWRC study compared open land with PV-covered land at airports in five locations across 

the country. The results indicated most observations at PV arrays were of perched birds. Birds do 

not present risk to aircraft when they are perched, either on or under panels. However, the study 

highlighted it is unclear if the PV arrays are drawing birds from outside the airport or if the 

observations were simply local birds that would be present regardless of the presence of PV. It 

concluded there is very little information available on the effects of solar energy development on 

wildlife, but such development is generally assumed to be negative due to habitat destruction and 

modification. This is in contrast to the FAA, USDA, and USFWS study, which indicated solar 

system development is compatible with airports due to the need to reduce wildlife abundance and 

habitat quality. The USDA NWRC study went on to say, though, that the observed low use of 

PV arrays by birds for perching or sheltering should facilitate solar development at airports, 

especially in regions where solar development is most promising. Furthermore, the study said 

“establishment of PV arrays could play a major role in efforts to design and operate “greener” 

airports.”37

Strategies can be taken to minimize the potential for birds being drawn to the solar system for 

perching or sheltering. These could include the use of spikes or other such systems on top of 

each panel to limit the ability of birds to perch, and potential closures or barriers behind panels to 

decrease the ability of birds or wildlife to shelter there. 

 34 “Surface Texturing.” PVEducation.org, undated. http://pveducation.org/pvcdrom/design/surface-texturing. 35 DeVault, T.; Belant, J.; Blackwell B.; Martin, J.; Schmidt, J.;Burger Jr., L.; Patterson Jr., J. “Airports Offer 

Unrealized Potential for Alternative Energy Production.” Environmental Management (49), 2012; pp. 517-522.

www.aphis.usda.gov/wildlife_damage/nwrc/publications/12pubs/devault123.pdf. 36 DeVault, T. et al. “Wildlife Use of Solar Facilities On and Near Airports.” National Wildlife Research Center, 

undated. www.aaae.org/?e=showFile&l=HZMIYX. 37 DeVault, T. et al. “Wildlife Use of Solar Facilities On and Near Airports.” National Wildlife Research Center, 

undated. www.aaae.org/?e=showFile&l=HZMIYX. 
14 

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4 Applications

While airport lands are a relatively new application of solar PV, there are dozens of installations 

worldwide where the technology has been implemented successfully. Here is a sampling of some 

installed PV systems: 

• Indianapolis International Airport in Indianapolis, Indiana:

38 Operating as of 2013, 

the 12.5-MW system sits at the main airport exit. 

• Fresno Yosemite Airport in Fresno, California:

39 The 2-MW system was constructed 

in 2008, and energy production meets approximately 60% of the airports energy demand. 

• Gatwick Airport in London, England:

40 The 50-kW system was installed in 2012 just 

150 meters from the main runway of the airport. The installation company spent about 

six months negotiating the siting with the United Kingdom National Air Traffic Service 

and the Civil Aviation Authority to ensure the solar panels were not disruptive to the 

airport.

• Birmingham Airport in Birmingham, England:41 Installed in 2011, the 50-kW system 

was installed on the roof of the terminal.

• Athens International in Athens, Greece:

42 In October 2012, the Athens airport 

completed installation of an 8-MW system on the airport site. To ensure safe operation, a 

pilot PV unit was installed at the airport’s train station in 2004 to provide data for the 

newest installation.

• Ancona Falconara Airport in Falconara Marittima, Italy:

43 The buildings 

surrounding the airport control tower have 45 kW of solar PV installed. Prior to the 

project, an analytic study was completed that looked at the sun and landing aircraft 

positions to ensure comfort of pilots and staff in the control tower.

4.1 Denver International Airport Solar Photovoltaics Case Study

Denver International Airport (DIA), located in Denver, Colorado, has installed approximately 8 

MW of solar PV on its property. In 2012, DIA was the 11th busiest airport in the world as 

designated by passenger traffic, so the airport sees significant air traffic as well. The solar PV 

installed on the airport land meets approximately 6% of the annual electricity consumption of the 

airport overall. 

 

38 “The Solar Farm.” Telamon, Johnson Melloh Solutions and Brandrenew, 2013. http://indsolarfarm.com/the-solarfarm/. 39 Mick, J. “Fresno-Yosemite International Leads Green Airport Movement.” Daily Tech, July 21, 2008. 

www.dailytech.com/FresnoYosemite+International+Leads+Green+Airport+Movement/article12417.htm. 40 “Gatwick solar system hailed a runway success.” BusinessGreen, undated. 

www.businessgreen.com/bg/news/2156392/gatwick-solar-cleared. 41 “Birmingham Airport Invests in Solar Power.” Birmingham Airport, Feb. 6, 2012. 

www.birminghamairport.co.uk/meta/news/2012/02/solarpanels-news-article.aspx. 42 “Athens International begins operation of the world’s largest airport photovoltaic installation.” GreenAir Online, 

Oct. 12, 2012. www.greenaironline.com/news.php?viewStory=1350. 43 “Falconara Airport Photovoltaic System.” Convert Italia, 2013. http://trj.convertitalia.com/en/sucopertura/impianto-fotovoltaico-aeroporto-di-falconara/. 
15 

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Figure 5. Solar PV at DIA 

Source: Denver International Airport 

The airport installed the solar PV in three phases, as shown in Table 1. 

Table 1. DIA Solar PV Installation Characteristics

The project was completed via private-public partnerships, which were achieved through ground 

lease and power purchase agreements. Additionally, the interconnection agreements were put in 

place with the local utility provider. The solar PV system owner, which varies for each system, 

receives federal tax benefits, renewable energy certificate payments and solar rewards rebates 

from the local utility provider, and sells power to DIA. 

DIA has learned what it takes to install solar PV on their site. Woods Allee, director of Technical 

Programs in the Planning and Development Office at DIA, said that prior to design and 

construction of the first solar PV system, panels were brought to the site and viewed from the air 

traffic control tower. The solar panels, as shown in Figure 6, were viewed from several positions 

and orientations to ensure the panels would not affect the view from the tower. His team looked 

for complimentary angles to the sun and pilots’ eyes during approach and departure. 

Mr. Allee said there was little to no impact to pilots or air traffic control during construction of 

the three DIA projects. Today, the tracking feature of DIA I ensures there are never glare or glint 

situations from the PV system, which is generated when there are complimentary angles between 

the line of site and the PV system. DIA I is the system closest to designated runway spaces. 

DIA I DIA II DIA III

Capacity 2 MW DC 1.6 MW DC 4.3 MW DC

Annual Production 3.5 M kWh 2.4 M kWh 6.9 M kWh

System Flat single axis tracking 25 degree fixed tilt 25 degree fixed tilt

Total Panels 9,254 panels 7,250 Panels 18,980 panels
16 

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Fixed-tilt systems DIA II and III are further from the actual runways, and no complaints of 

interference have been made. 

Mr. Allee described the three parameters that cannot be interfered within the aviation mission 

space: air traffic control tower, pilots landing or taking off, and the navigation aids on the 

ground. For all the projects, standard panels were installed for the systems. 

Figure 6. Location of solar PV at DIA

Source: Google Earth (edited by NREL)

Additionally, a car rental company at DIA recently added a 235 kW solar PV to its carport roof 

south of the airport, which is also parallel to an east-west runway. The main design requirement 

for the PV system was to complete the reflectivity study. At this time, there have not been any 

complications with the installation, and both DIA and the car rental company are pleased with 

the installation.

Overall, solar PV has been so successful that DIA PV IV is anticipated in the near future.

4.2 Manchester-Boston Regional Airport Solar Photovoltaics Case 

Study

The Manchester-Boston Regional Airport in the city of Manchester, New Hampshire, installed a 

solar PV system on the roof of an existing six-story parking garage in August 2012. At the time, 

the system detailed in Table 1 was the largest solar PV project in New Hampshire. The system 

was designed to save the airport approximately $100,000 in electric utility costs annually and 

DIA II

DIA III

DIA I

Concourses

Terminal
17 

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more than $2,000,000 over the 25-year life of the project.

44 The $3.5 million project was funded 

under the FAA’s VALE program, which covered 95% of the costs.45,46

Table 2. Manchester-Boston Regional Airport Solar PV Installation Characteristics

MHT

Capacity 530 kW DC

Annual Production 650,000 kWh

System 20 degree fixed tilt

Total Panels 2,210 panels

Source: MHT (www.flymanchester.com/newsletters/holiday-2012/solar-project) 

Within the first month of installation, air traffic controllers started complaining about glare from 

the solar PV system, as seen in Figure 7. The glare occurred for approximately 45 minutes each 

morning, as seen from the tower, which was located just west of the parking garage.47 Neither 

aircraft pilots nor any airlines commented on glare issues. While the airport, contractor, FAA, 

and others sought a solution, approximately 25% of the system was covered with tarps. 

 

44 “Solar Project.” Manchester-Boston Regional Airport newsletter, Holiday 2012. 

www.flymanchester.com/newsletters/holiday-2012/solar-project. 45 Hayward, M. “Airport controllers complain of solar panels' glare.” New Hampshire Union Leader, Aug. 30, 2012. 

www.unionleader.com/article/20120830/NEWS02/708309966. 46 “Solar Project.” Manchester-Boston Regional Airport newsletter, Holiday 2012. 

www.flymanchester.com/newsletters/holiday-2012/solar-project. 47 Hayward, M. “Airport controllers complain of solar panels' glare.” New Hampshire Union Leader, Aug. 30, 2012. 

www.unionleader.com/article/20120830/NEWS02/708309966.
18 

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Figure 7. Solar PV at MHT 

Source: Sandia National Laboratory

Using the SGHAT tool, a study was conducted in 2012 by Clifford K. Ho, Cianan A. Sims, 

Julius E. Yellowhair from Sandia National Laboratories to investigate possible solutions, and the 

results were published in the Solar Glare Hazard Analysis Tool (SGHAT) User's Manual v. 

2.0.

48 The study recommended a less reflective PV panel would create a perceptible glare 

decrease. The report also recommended the panels be rotated 90° to the east, which would point 

away from the air traffic control tower. Additional possible solutions investigated for the southfacing problem panels included: 

• Moving panels 

• Altering the tilt

• Adding blinds to the tower. 

Based on recommendations from Sandia National Laboratories and a separate study by the 

Massachusetts Institute of Technology and the Volpe Center, the array is currently being 

reconstructed at 90° rotation from the current position, facing the east, to eliminate the glare 

problems. The rotation solution was verified with the SGHAT tool. Completion of the solar PV 

array facing east is expected in summer 2014 with an estimated decrease in annual output by 

10% for the new orientation. 

Richard Fixler, the assistant director of Engineering and Planning at MHT, says since the 

original glare study was completed at the airport, tools for the solar glare analysis have improved 

and now provide results that are more accurate today. He also points to lessons learned from 

other solar PV installations at airports as experience for the whole industry.

 

48 Ho, C. and Sims, C. Solar Glare Hazard Analysis Tool (SGHAT) User’s Manual v2.0. Albuquerque, NM: Sandia 

National Laboratories, Aug. 23, 2013. https://share.sandia.gov/phlux/static/references/glintglare/SGHAT_Users_Manual_v2-0_final.pdf.
19 

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4.3 Unique Airport Applications

There are several unique applications for solar at airports. Some examples include:

• PV for runway deicing: The University of Arkansas is developing a system that utilizes 

PV as the energy source for deicing runways instead of plowing or applying chemicals. 

In this application, the solar panels convert the sunlight into energy, which is then stored 

in a battery bank. Energy is then sent to electrodes imbedded in the cement to melt the 

ice to keep the slab above freezing temperatures. Because snow and ice removal requires 

expensive equipment, large quantities of energy, and a high number of personnel, the 

economics of solar PV for ice melt are promising.49 

• PV in building facades: The Geneva airport recently installed solar PV in the balustrade 

in the main terminal. The solar panels are dye-sensitized solar cells encapsulated in 

glass, which were incorporated into the building façade of the terminal. This unique 

application not only generates electricity, but the new windows can improve the energy 

efficiency of the space over typical windows without sacrificing daylighting to the 

interior space.50 

• PV for airport lighting: The DOD is utilizing solar-powered obstruction lights at 

forward-operating bases. The installation of these lights is fast and easy; trenching, 

wiring, and disruptions in aviation operations are unnecessary. Solar-powered lights can 

be used for approach, runway, and taxiway lights; wind cones; precision approach path 

indicators; approach lights; and elevated runway guard lights.51 

 

49 “Researchers Develop Runway Anti-Icing System.” Arkansas Newswire. University of Arkansas, Nov. 15, 2011. 

http://newswire.uark.edu/articles/17228/researchers-develop-runway-anti-icing-system. 50 “g2e launches first installation at Geneva International Airport.” Glass 2 energy, April 4, 2013. 

http://g2e.ch/views/media_newsletter/pdf/cp_g2e_04_2013_en.pdf. 51 “Obstruction Lighting Solutions.” Carmanah, 2014. http://obstructionlights.com/news/us-dod-obstruction-lights/. 
20 

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5 Conclusions

A multitude of Federal agencies and entities are proactively considering the opportunities and 

associated economic, technical, and operational implications associated with siting solar 

technologies at airports and airfields. Airports present a significant opportunity for hosting solar 

technologies due to large amounts of open land. In particular, solar PV has a low profile and the 

potential to have low to no impact on flight operations. 

Solar systems have successfully been implemented at dozens of airports worldwide. There have 

also been less successful installations where inadequate planning and analysis led to 

insurmountable glint and glare issues. It is clear successful implementation of solar systems 

depends on detailed planning and siting studies, including considerations for glint and glare 

potential, wildlife impacts, system performance, and safety. With sufficient analysis in the 

planning stages, solar systems should continue to be able to be synergistic with airport 

operations. 
21 

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Appendix

Other Solar Technologies

Concentrating Solar Power

Concentrating solar power (CSP) systems utilize mirrors or other reflectors to concentrate the 

sun’s energy onto a focal point. This intense energy is used to heat a working fluid and to 

ultimately operate turbines and create electricity. There are three types of CSP systems: 

• Linear concentrator systems collect the sun's energy using long rectangular, curved (Ushaped) mirrors. The mirrors are tilted toward the sun, focusing sunlight on tubes (or 

receivers) that run the length of the mirrors. The reflected sunlight heats a fluid flowing 

through the tubes. The hot fluid is then used to boil water in a conventional steam-turbine 

generator to produce electricity.

• Dish/engines use a mirrored dish similar to a very large satellite dish. The dish-shaped 

surface directs and concentrates sunlight onto a thermal receiver, which absorbs and 

collects the heat and transfers it to the engine generator, which is used to produce 

electricity.

• Power towers use a large field of flat, sun-tracking mirrors, known as heliostats, to focus 

and concentrate sunlight onto a receiver on the top of a tower. A heat-transfer fluid 

heated in the receiver is used to generate steam, which is then used in a conventional 

turbine generator to produce electricity.

These technologies are typically used to generate large amounts of electricity, and they require 

vast quantities of land. Also, these systems operate on direct beam radiation only, and for these 

reasons, they are therefore limited in their applicability. The concentrating solar resource map in 

Figure A-1 details the available concentrating solar resource throughout the country in kilowatthours per square meters per day. Resources are highest in the southwest, and this is currently the 

only location where this technology is technically and economically feasible. 
22 

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Figure A-1. Geographic Information System map of U.S. concentrating solar resources

Airports located in areas of high concentrating solar resource may be potentially suitable for CSP 

systems; however, at the time of publishing of this paper, no CSP systems have been installed at 

airports. The Federal Aviation Administration (FAA) notes CSP projects require enhanced 

coordination with the FAA due to unique issues with reflectivity, thermal plumes, radar 

interference, and airspace penetration.52

Solar Hot Water 

A few types of solar hot water (SHW) systems exist, but the fundamental concept is a collector 

absorbs and transfers hear from the sun to the water, which is stored in a tank until needed.53

Depending on application and climate, some systems utilize pumps, controls, and/or freeze 

protection. 

Airports have relatively low hot water loads, comprised mostly of restroom hand washing, 

service dishwashing, and employee showers. But, if the U.S. Department of Homeland Security

or other federal entities are building a new airport, SHW technologies should be considered. The 

Energy Independence and Security Act of 2007 requires 30% of hot water demand in new 

federal buildings and major renovations be met with SHW equipment, provided it is life cycle 

cost-effective.54 

 

52 Technical Guidance for Evaluating Selected Solar Technologies on Airports. Washington, D.C.: Federal Aviation 

Administration, November 2010. 

www.faa.gov/airports/environmental/policy_guidance/media/airport_solar_guide_print.pdf. 53 “Solar Hot Water Resources and Technologies.” U.S. Department of Energy, Office of Energy Efficiency & 

Renewable Energy, 2013. http://energy.gov/eere/femp/articles/solar-hot-water-resources-and-technologies. 54 “Energy Independence and Security Act.” U.S. Department of Energy, Office of Energy Efficiency & Renewable 

Energy, 2013. http://energy.gov/eere/femp/articles/energy-independence-and-security-act. 
23 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

Solar Ventilation Preheat

A solar ventilation preheat (SVP) system consists of a dark, perforated metal wall—a transpired 

collector—installed on the south-facing façade of a building, creating an approximately 6-inch 

gap between it and the building's structural wall. Because SVP systems consist of dark colored 

metal there are no glint or glare concerns. Outside air is drawn through the holes, and this air is 

heated by the wall's warmth. As air rises in the space between the wall and the collector, it is 

drawn into the building's air duct system, usually by means of a fan, to provided heated 

ventilation air into the building. Systems are approximately 75% efficient, making SVP the most 

efficient solar air-heating application available today.55

SVP systems are most cost-effective in applications that demand high heated ventilation air rates, 

such as vehicle maintenance facilities, chemical storage buildings, airport hangars, and factories. 

As such, they likely have minimal applicability in most airport terminals, but may have some 

deployment potential in airport hangars in climates requiring that ventilation air be heated in 

hangars. 

 

55 “Solar Ventilation Preheating Resources and Technologies.” U.S. Department of Energy, Office of Energy 

Efficiency & Renewable Energy, 2013. http://energy.gov/eere/femp/articles/solar-ventilation-preheating-resourcesand-technologies.