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PUC DOCKET NO. 45601
APPLICATION OF LCRA
TRANSMISSION SERVICES
CORPORATION TO AMEND ITS
CERTIFICATE OF CONVENIENCE AND
NECESSITY FOR THE
PROPOSED ZORN-TO-MARION 345-KV
TRANSMISSION LINE IN GUADALUPE
COUNTY, TEXAS
§
§
§
§
§
§
§
§
BEFORE THE
PUBLIC UTILITY COMMISSION
OF TEXAS
DIRECT TESTIMONY AND EXHIBITS
OF
AIMEE L. PASQUARELLA, P.E. 107629
ON BEHALF OF
APPLICANT
LCRA TRANSMISSION SERVICES CORPORATION
March 1, 2016
Pasquarella Direct Testimony Page 2
PUC DOCKET NO. 45601
DIRECT TESTIMONY AND EXHIBITS OF AIMEE L. PASQUARELLA
TABLE OF CONTENTS
I. INTRODUCTION..............................................................................................................3
II. SCOPE AND PURPOSE OF TESTIMONY ...................................................................4
III. DESCRIPTION OF THE PROJECT ..............................................................................5
IV. STRUCTURE TYPE AND ROW WIDTH .....................................................................6
V. ENGINEERING CONSIDERATIONS ...........................................................................7
VI. COST ESTIMATES FOR THE PROJECT ..................................................................11
VII. SUMMARY AND CONCLUSIONS ..............................................................................13
EXHIBITS
Exhibit ALP-1: FA&A Report
Exhibit ALP-2: Electric and Magnetic Field Calculations
Pasquarella Direct Testimony Page 3
PUC DOCKET NO. 45601
DIRECT TESTIMONY OF AIMEE L. PASQUARELLA
I. INTRODUCTION 1
Q. PLEASE STATE YOUR NAME AND BUSINESS ADDRESS. 2
A. My name is Aimee L. Pasquarella. My business address is: Lower Colorado River 3
Authority (LCRA), 3505 Montopolis Drive, Bldg D, Austin, Texas 78744. 4
Q. WHAT IS YOUR CURRENT OCCUPATION? 5
A. I am an Engineer employed by the LCRA in the Line and Structural Engineering 6
Department. 7
Q. PLEASE DESCRIBE YOUR EDUCATIONAL AND PROFESSIONAL 8
BACKGROUND. 9
A. I earned a Bachelor of Science Degree in Architectural Engineering from The University 10
of Texas at Austin in 2005. I am a licensed professional engineer in the State of Texas 11
(License No. 107629). 12
From 2005 to 2013, I worked in the building design industry as a structural 13
engineer. I was responsible for the analysis, design, and construction document 14
preparation of the primary structural system for buildings and other structures. I was in 15
charge of procuring structural materials, project proposal estimates, obtaining consulting 16
services, and construction oversight. In addition, I coordinated with architects and other 17
design professionals throughout each of the projects. 18
In 2013, I joined the Line and Structural Engineering Department at LCRA. 19
Q. PLEASE STATE YOUR CURRENT JOB RESPONSIBILITIES. 20
A. I provide professional services related to the engineering design of electric transmission 21
lines owned and operated by LCRA Transmission Services Corporation (LCRA TSC). I 22
am responsible for organizing, executing, and managing various types of transmission 23
line projects and ensuring that the designs address the provisions and requirements of 24
applicable engineering regulations, guidelines, and standards. I prepare cost estimates, 25
perform engineering calculations, procure consulting services, structures, and other 26
Pasquarella Direct Testimony Page 4
materials, prepare construction documents (drawings, specifications, and cost estimates), 1
provide construction support and oversight, and provide engineering support to 2
maintenance and operations. I am in charge of maintaining and producing ratings for all 3
LCRA TSC transmission line conductors, as well as managing a team of engineers who 4
provide facility ratings for use by LCRA TSC. 5
Q. HAVE YOU TESTIFIED PREVIOUSLY BEFORE THE PUBLIC UTILITY 6
COMMISSION OF TEXAS (PUC OR COMMISSION)? 7
A. No, I have not. 8
II. SCOPE AND PURPOSE OF TESTIMONY 9
Q. WHAT IS THE PURPOSE OF YOUR TESTIMONY? 10
A. The purpose of my testimony is to describe the engineering, design, and cost aspects of 11
LCRA TSC’s proposed Zorn to Marion 345-kilovolt (kV) transmission line in Guadalupe 12
County, Texas (the Project), including: 13
(1) the design of the proposed transmission line facilities; 14
(2) how the proposed structures and right-of-way (ROW) widths were selected; 15
(3) engineering considerations and permits for the proposed transmission line 16
facilities; and 17
(4) estimated costs for the proposed transmission line facilities. 18
Q. WHAT PORTIONS OF LCRA TSC’S APPLICATION TO AMEND ITS 19
CERTIFICATE OF CONVENIENCE AND NECESSITY (CCN) FOR THE 20
PROJECT (APPLICATION) DO YOU SPONSOR? 21
A. I sponsor the answers to Questions 5, 7, 8, and 13 in the Application. I also co-sponsor 22
the answers to Questions 6, 20, and 23 with Mr. Rob Reid, and Questions 4 and 11 with 23
Ms. Roxanne Hernandez and Mr. Charles DeWitt. I sponsor Section 1 of the 24
Environmental Assessment and Alternative Route Analysis for the Proposed Zorn to 25
Marion 345-kV Transmission Line Project within Guadalupe County, Texas (EA) 26
prepared by POWER Engineers, Inc. (POWER) (except Section 1.2, which is sponsored 27
by Mr. DeWitt). 28
Pasquarella Direct Testimony Page 5
Q. WAS YOUR TESTIMONY AND THE INFORMATION YOU HAVE BEEN 1
IDENTIFIED AS SPONSORING OR CO-SPONSORING PREPARED BY YOU 2
OR BY KNOWLEDGEABLE PERSONS UPON WHOSE EXPERTISE, 3
JUDGMENT, AND OPINIONS YOU RELY IN PERFORMING YOUR DUTIES? 4
A. Yes, it was. 5
Q. IS THE INFORMATION CONTAINED IN YOUR TESTIMONY AND THE 6
INFORMATION YOU ARE SPONSORING TRUE AND CORRECT TO THE 7
BEST OF YOUR KNOWLEDGE AND BELIEF? 8
A. Yes, it is. 9
III. DESCRIPTION OF THE PROJECT 10
Q. PLEASE DESCRIBE THE PROJECT. 11
A. LCRA TSC proposes to construct and operate a new 345-kV electric transmission line 12
between the existing LCRA TSC Zorn and Marion substations in Guadalupe County. A 13
portion of the transmission line will be constructed on an open position of LCRA TSC’s 14
existing structures beginning at the Zorn substation and continuing to a location near the 15
existing LCRA TSC Clear Springs substation. The remaining portion of the transmission 16
line will require the construction of new 345-kV double-circuit capable structures from 17
the vicinity of the Clear Springs substation to the Marion substation. LCRA TSC will 18
initially install one 345-kV circuit on the new structures with the provision for a second 19
circuit to be installed in the future. The entire project will be approximately 19 to 23 20
miles in length, depending on the final route selected. The portion requiring new 21
structures on new ROW will be approximately 10 to 14 miles in length. 22
The initial 345-kV circuit will consist of two 959.6 kcmil 26/7 ACSS/TW 23
“Suwannee” conductors per phase, and will be shielded with a fiber optic ground wire 24
(OPGW). The circuit will be rated for operation at 3,288 amperes, yielding a nominal 25
1,965 mega-Volt amperes (MVA) capacity. Typical spans between structures are 26
estimated to range from approximately 900 to 1,500 feet. In some areas, spans could be 27
more or less than the typical spans, depending upon terrain and other engineering 28
constraints. New transmission structures will be constructed on new easements, typically 29
Pasquarella Direct Testimony Page 6
160-feet wide but varying from an estimated minimum of 120 feet, to an estimated 1
maximum of 200 feet, depending on span length and other engineering constraints. 2
IV. STRUCTURE TYPE AND ROW WIDTH 3
Q. WHAT TYPICAL STRUCTURE TYPE AND ROW WIDTH DOES LCRA TSC 4
PROPOSE TO USE FOR THIS PROJECT AND WHY? 5
A. LCRA TSC proposes to use steel or concrete poles for the Project. In evaluating whether 6
to use pole or lattice tower structures, I considered the following information: public 7
input, cost, nominal distance between structures (i.e., span length), ROW requirements, 8
potential land use impacts, potential environmental impacts, engineering constraints, 9
construction and maintenance issues, and schedule. A detailed explanation of these 10
variables can be found in the response to Question 5 of the Application. The geometries 11
of the alternative structure types are shown in Figures 1-4 through 1-10 of the EA. 12
The determination of material type (concrete or steel) will be made during the 13
detailed design phase of the Project, considering factors such as location accessibility, 14
terrain, cost, schedule and other factors. In some areas, such as distribution line 15
crossings, transmission line crossings, highway crossings, and near airports, lower than 16
typical, higher than typical, or alternative structure types may be required. In accordance 17
with the specific ordering language of the Commission, LCRA TSC could, in some 18
locations, use other alternative structure types, including H-frames and lattice towers. 19
The portion of the Project requiring new structures will typically require 160-foot 20
wide easements, utilizing spans that typically range from approximately 900 to 1,500 21
feet. In some areas, spans could be more or less than the typical spans, depending on 22
terrain and other engineering constraints with easement widths varying to address similar 23
concerns. These easement widths are estimates. Actual widths will be determined during 24
the detailed design phase of the Project. Access easements and/or temporary construction 25
easements may be needed in some areas as well. 26
Pasquarella Direct Testimony Page 7
Q. WHAT IMPACT WILL THE NEW BRAUNFELS MUNICIPAL AIRPORT HAVE 1
ON THE PROPOSED STRUCTURE TYPE AND ROW WIDTH? 2
A. Along some proposed alternative route segments located near the New Braunfels 3
Municipal Airport, LCRA TSC may be required to use low profile structures, such as H-4
frame structures, to meet FAA criteria. The decision as to the use of specific structure 5
types will be determined in discussions with the FAA after the Commission selects a final 6
route. For estimating purposes, at the locations where LCRA TSC anticipates a need to 7
use low profile structures, I included the cost for H-frame structures in the cost estimates. 8
Low-profile structures are arranged with all the conductor wires at the same 9
elevation in a horizontal configuration. This configuration has a wider footprint than 10
typical pole or lattice tower structures, which have the conductor wires stacked in a 11
vertical configuration. Therefore, a 200-foot wide easement is estimated at all locations 12
where H-frame structures are anticipated. These locations include routes near the New 13
Braunfels Municipal Airport as well as locations where another transmission line is 14
expected to be crossed. 15
V. ENGINEERING CONSIDERATIONS 16
Q. WHAT ENGINEERING CONSIDERATIONS WILL BE USED IN THE DESIGN 17
OF THE PROJECT? 18
A. LCRA TSC will design the Project to meet or exceed nationally recognized guidelines 19
and specifications for operating the transmission facilities in a safe and reliable manner, 20
including the Rural Utilities Service (RUS) “Design Manual for High Voltage 21
Transmission Lines.” LCRA TSC will design the Project to meet or exceed the 22
requirements of the applicable version of the National Electrical Safety Code (NESC). 23
The Project will also comply with all applicable state and federal statutes and regulations 24
as well as LCRA TSC’s Transmission Line Engineering Standards. 25
Q. HOW WILL LCRA TSC DETERMINE THE FINAL ALIGNMENT OF THE 26
ROUTE APPROVED BY THE COMMISSION? 27
A. Following Commission approval, engineers for LCRA TSC will begin detailed design of 28
the Project and develop an alignment based on the approved route. This will involve 29
Pasquarella Direct Testimony Page 8
gathering detailed survey information, including locations of above-ground, at-grade, and 1
sub-surface constraints and precise property line locations, as well as any locations of 2
environmental and cultural resources. In accordance with allowances set forth in the 3
Commission’s order, minor adjustments may still be made during construction if needed. 4
Q. WILL LCRA TSC CONTINUE TO WORK WITH LANDOWNERS TO MAKE 5
MINOR ROUTE ADJUSTMENTS AFTER COMMISSION APPROVAL? 6
A. Yes. In accordance with allowances set forth in the Commission’s order, LCRA TSC 7
will work with landowners on routing modifications in designing the location of the 8
structures. 9
Q. PLEASE DESCRIBE THE TYPICAL CONSTRUCTION, OPERATION, AND 10
MAINTENANCE PROCESS FOR A TRANSMISSION LINE OF THE TYPE 11
PROPOSED FOR THE PROJECT. 12
A. Projects of this type require surveying, ROW clearing, foundation installation, structure 13
assembly and erection, conductor and shield wire installation, and cleanup. Periodic 14
inspection of the ROW, structures, and wires will be performed following construction. 15
These activities are described further in Sections 1.5 and 1.6 of the EA. 16
Q. DOES LCRA TSC MITIGATE THE POTENTIAL IMPACTS OF THE 17
CONSTRUCTION, OPERATION, AND MAINTENANCE OF TRANSMISSION 18
LINES ON THE PUBLIC? 19
A. Yes. LCRA TSC utilizes a number of standard practices to mitigate vegetation removal, 20
construction, and maintenance impacts. These practices are discussed in detail in 21
Sections 1.3, 1.5, and 1.6 of the EA. 22
Q. DOES LCRA TSC PLAN TO CONSTRUCT ANY OF THE PROJECT IN ROAD 23
ROW? 24
A. No. LCRA TSC does not propose to place any structures of the transmission line within 25
any road ROW. Consistent with LCRA TSC’s typical practice, where the proposed 26
transmission line is parallel to roads, LCRA TSC will place the transmission line 27
structures on private property and not within the road ROW. Where the proposed 28
Pasquarella Direct Testimony Page 9
transmission line crosses a state- or county-maintained road or highway, LCRA TSC will 1
obtain a crossing permit from the appropriate agency. In addition, if any portion of the 2
transmission line will be accessed from a state- or county-maintained road or highway, 3
LCRA TSC will obtain the appropriate permit from the appropriate agency if required. 4
Q. DO YOU HAVE ANY CONCERNS WITH THE FEASIBILITY OF PROPOSED 5
ALTERNATIVE ROUTE SEGMENTS LOCATED IN PROXIMITY TO THE 6
NEW BRAUNFELS MUNICIPAL AIRPORT? 7
A. No. I consulted with Federal Airways and Airspace (FA&A), consulting experts for FAA 8
matters, to understand the airspace limitations around the New Braunfels Municipal 9
Airport, in addition to several other FAA facilities within or near the Project study area. 10
In some locations, and along certain route segments located near the New Braunfels 11
Municipal Airport, it is possible that LCRA TSC could use a low profile structure type, 12
such as H-frames, to avoid potential interference. Based on my consultations, all of the 13
proposed alternative route segments can be designed and constructed to fit below the 14
FAA airspace constraints, if necessary. The report prepared by FA&A is attached as 15
Exhibit ALP-1. 16
Q. CAN LCRA TSC SAFELY AND RELIABLY CONSTRUCT, OPERATE, AND 17
MAINTAIN A TRANSMISSION LINE THAT CROSSES A FLOODPLAIN? 18
A. Yes. LCRA TSC has constructed, operates, and maintains transmission lines within the 19
100-year floodplain in numerous locations throughout its system. The presence of a 100-20
year floodplain along the path of a transmission line is taken into account during design 21
of the facilities and does not prevent the safe and reliable construction, operation, and 22
maintenance of a properly designed and constructed transmission line. 23
Q. WILL ANY ADDITIONAL PERMITS OR APPROVALS BE REQUIRED FOR 24
THE PROJECT AND, IF SO, WHEN WILL THEY BE OBTAINED? 25
A. Yes. Following Commission approval of the Project, permits or other agency actions will 26
be required and will be obtained during the design phase of the Project, when specific 27
structure locations and heights have been determined, and prior to construction. Permits 28
or regulatory approval may be required from the following agencies: 29
Pasquarella Direct Testimony Page 10
TxDOT 1
TCEQ 2
USACE 3
USFWS 4
Texas Historical Commission (THC) 5
FAA 6
General Land Office (GLO) 7
The potential permits or regulatory approvals are described in more detail in Section 1.3 8
of the EA. 9
Q. DID YOU HAVE ANY CALCULATIONS PERFORMED RELATED TO THE 10
PROJECT’S ELECTRIC AND MAGNETIC FIELDS (EMF)? 11
A. Yes. I calculated EMF for two line configurations based on expected Electric Reliability 12
Council of Texas (ERCOT) transmission line load flows. The line configurations 13
included: 14
A vertical configuration double-circuit pole or lattice tower with a 35 minimum 15
ground clearance (only one circuit installed). 16
A vertical configuration double-circuit pole or lattice tower with a 35 minimum 17
ground clearance (two circuits installed). 18
I calculated magnetic fields in milliGauss (mG) and electric fields in kV per meter 19
(kV/m). The results, at various distances from the centerline, are presented in Exhibit 20
ALP-2. 21
Q. WHAT ARE THE UNDERLYING ASSUMPTIONS FOR THESE EMF 22
CALCULATIONS? 23
A. The EMF calculations presented in Exhibit ALP-2 assume peak loading. The calculation 24
results are taken at a mid-span cross-section where the conductors are at their maximum 25
sag, which results in calculating the highest potential EMF for the span. At most times 26
and in most places, the EMF will be less than those presented in the exhibit. 27
Pasquarella Direct Testimony Page 11
Q. DID LCRA TSC’S EMF CALCULATIONS REVEAL ANY CONCLUSIONS 1
THAT AFFECT THE ROUTING OF THE LINE? 2
A. No. The calculated EMF levels are comparable to other lines of this type. 3
VI. COST ESTIMATES FOR THE PROJECT 4
Q. WHAT ARE LCRA TSC’S ESTIMATED COSTS FOR THE PROJECT? 5
A. LCRA TSC’s estimated costs for the Project range from $47.7 million to $61.6 million, 6
with new route lengths ranging from 9.9 to 13.6 miles and total route lengths ranging 7
from 18.4 to 23.6 miles. The estimated costs are tabulated in Attachment 2 of the 8
Application. 9
Q. WHAT INFORMATION WAS USED AS A BASIS FOR GENERATING THE 10
COST ESTIMATES? 11
A. I used information from a variety of sources, including segment data from the EA and 12
geographic information system (GIS) analysis, preliminary designs and costs from LCRA 13
TSC vendors and contractors based on long-term contract pricing models, and 14
construction cost estimates based on a review of the Project area. Estimates are based on 15
current pricing. 16
Q. ARE THERE DIFFERENCES IN THE COST OF THE ROUTES? 17
A. Yes. For this Project, differences in the cost of the routes were primarily due to line 18
length and number of angles or turns on the line. Because cost items such as surveying, 19
engineering, and wire are a function of line length, and cost items such as materials and 20
construction are generally a function of line length (among other things), shorter routes 21
will generally have lower costs and longer routes will generally have higher costs. 22
However, just because a route is the shortest does not mean that it will be the least costly. 23
There are other factors to consider, such as number of angles or turns on the route. A 24
route with more turns will require more angle and dead-end type structures, which are 25
more costly to procure and construct than tangent structures. In addition, dead-end 26
hardware (and terminating or “dead-ending” the wire) is more costly than angle and 27
tangent hardware, both to procure and to install. Other factors that influence the cost of a 28
Pasquarella Direct Testimony Page 12
route could include, but are not limited to, the number of other transmission line 1
crossings, number of structures within the floodplain, potential airport airpace 2
restrictions, and differences in estimated real estate costs. 3
Q. WHAT METHOD WAS USED FOR GENERATING THE REAL ESTATE COST 4
ESTIMATES? 5
A. The real estate cost estimates for the Project were developed using the following steps: 6
Identify the parcels crossed by the estimated transmission line easement for each 7
segment, and determine the estimated easement acreage on each parcel. 8
Obtain the county tax appraisal market value for each parcel. Use the tax 9
appraisal value to determine the cost per acre for each parcel. 10
Calculate the estimated easement cost on each parcel by multiplying the estimated 11
easement acreage on the parcel by the tax appraisal market value per acre. 12
For each segment, sum the estimated easement cost per parcel to obtain the total 13
estimated easement cost for the segment. 14
The estimated easement cost is then multiplied by a factor of 3. The factor 15
accounts for additional costs associated with items not specifically included in the 16
estimated cost of the easement on a per parcel basis. These items include, but are 17
not limited to, temporary construction easements, damages to the remainder, 18
construction damages, temporary or permanent off ROW access easements, 19
changes in land use and/or land value during the period of time between the 20
preparation of the estimate and acquisition, and additional compensation required 21
as an outcome of litigation. 22
Q. DOES THE REAL ESTATE ESTIMATED COST PER ACRE DETERMINE THE 23
ROW AND LAND ACQUISITION COST FOR A PARCEL? 24
A. No. Upon selection of a final route by the Commission, LCRA TSC will determine the 25
precise placement of the alignment on each parcel and use property values based on an 26
independent appraisal to develop actual easement acquisition costs for each parcel. The 27
ROW costs presented in the Application that are used for Project cost estimating 28
purposes should not be viewed or considered as appraised, calculated costs to obtain 29
Pasquarella Direct Testimony Page 13
individual parcels. The data I used to estimate ROW costs for the Project were based on 1
publicly available, reproducible, and verifiable information. Using this public data 2
ensured that LCRA TSC applied a consistent method for the purpose of comparing 3
relative overall cost estimates among all the proposed alternative routes. 4
Q. DO YOU FIND THE COST ESTIMATES TO BE REASONABLE? 5
A. Yes, I do. The estimates were prepared using input from LCRA TSC staff with expertise 6
in different disciplines, including real estate and construction. I reviewed the components 7
of the transmission line cost estimates and found the cost estimates for the various routes 8
to be reasonable and consistent with engineering practices and market conditions in effect 9
on the filing date. 10
Q. ARE THERE FACTORS THAT COULD AFFECT THE ESTIMATED COSTS 11
PRESENTED IN THE APPLICATION? 12
A. Yes. Changes in market conditions, including construction labor and/or the cost of 13
metals or other natural resources, as well as changes in land use, could increase or 14
decrease costs above or below the estimates contained in the Application. Over time, 15
these and other factors could change, resulting in increased or decreased actual costs. 16
VII. SUMMARY AND CONCLUSION 17
Q. PLEASE SUMMARIZE YOUR CONCLUSIONS. 18
A. LCRA TSC is proposing to construct a 345-kV electric transmission line from the 19
existing Zorn substation to the existing Marion substation in Guadalupe County. A 20
portion of the initially installed circuit will be constructed on existing structures and 21
ROW and the remaining portion will be constructed with new structures on new ROW. 22
The entire length of the Project will be approximately 19 to 23 miles, depending on the 23
final route selected. The Project can feasibly be constructed along any of the proposed 24
alternative routes presented in the Application. 25
The initial 345-kV circuit will consist of two 959.6 kcmil 26/7 ACSS/TW 26
“Suwannee” conductors per phase, and will be shielded with a fiber optic ground wire. 27
Pasquarella Direct Testimony Page 14
The circuit will be rated for operation at 3,288 amperes, yielding a nominal 1,965 MVA 1
capacity. 2
Steel or concrete poles are the proposed structure type for the Project on typical 3
160-foot wide easements. At some locations, specifically in the vicinity of the New 4
Braunfels Municipal Airport, H-frame or other low profile type structures on typical 200-5
foot wide easements may be used. H-frame structures, on 200-foot wide easements, may 6
also be used at transmission line crossing locations. In some areas, depending on terrain 7
and other engineering constraints, easement widths may be more or less than typical. 8
Actual widths will be determined during the detailed design phase of the Project. 9
The Project cost estimates are reasonable and consistent with engineering 10
practices and market conditions in effect on the filing date. 11
Q. DOES THIS CONCLUDE YOUR TESTIMONY? 12
A. Yes, it does. 13
EXHIBIT ALP-1
Page 1 of 59
Aeronautical Impact Statement
(AIS)
Document No.: 2015-AIS-1866-OE
Site: Zorn to Marion
Prepared for: LCRA
Date: 19 January 2016
EXHIBIT ALP-1
Page 2 of 59 Aeronautical Impact Statement
Zorn to Marion 2
This Aeronautical Impact Statement (AIS) was prepared by Federal Airways & Airspace
(FA&A) for LCRA on January 19, 2016.
2015-AIS-1866-OE identifies all potential aeronautical impacts within study area surrounding
New Braunfels Regional Airport, for placement of multiple Preliminary Alternative
Transmission Line Segments with structure heights of 180 feet AMSL.
Notice and Obstruction Criteria established by Title 14 CFR Part 77, Safe, Efficient Use of the Navigable Airspace were applied1.
This Aeronautical Impact Statement provides a baseline study establishing the relationship
between the National Airspace System (NAS) 2 and the preliminary alternative transmission line
segments.
Changes to structure height and configuration, coordinates, and the aeronautical environment
will warrant a Revision to Document 2015-AIS-1866-OE.
The National Airspace System (NAS) is a dynamic and intricate network of invisible
aeronautical surfaces, navigational facilities and landing facilities and is subject to constant
revision. Aeronautical datasets are updated regularly at 28 and 56 day intervals. At a minimum,
all Aeronautical Impact Statements should be updated annually. The aeronautical environment is
also subject to change at any given time as the direct result of new data regarding existing
structures and structures for which FAA Form 7460-2, Notice of Actual Construction or
Alteration, have been filed. Alterations to the aeronautical environment cannot be anticipated. It
is recommended that 2015-AIS-1866-OE be reviewed and a revision published prior to filing
FAA Form 7460-1 if more than 56 days elapse between the date of this report and the date that
these forms are submitted to the FAA.
The Background Summary of the Final Rule for Title 14 CFR Part 77 states that the FAA is now
applying an expanded range of Notice Criteria, and that the FAA web site https://oeaaa.faa.gov
must be consulted to determine notice requirements for structures near all airports listed on the
web site. Because the web site performs its calculations using the FAA’s Digital Obstacle File
(DOF) and OE/AAA Automated System Airport Runway Database, both of which are
documented to contain errors and omissions, it is not advisable to consult the FAA website to
determine notice requirements. This AIS was compiled using FA&A’s Airspace and TERPS
software, which are supported by independent, proprietary obstacle and airport/runway
databases in addition to FAA administrated airport/runway data.
1 Title 14 Code of Federal Regulations Federal Aviation Regulation Part 77, Safe, Efficient Use of the Navigable
Airspace, was published in the Federal Register on 21 July 2010 and became effective 18 January 2011. 1 Aeronautical Data updates are published every 56 days.
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
Page 3 of 59 Aeronautical Impact Statement
Zorn to Marion 3
Table of Contents
Parameters and Assumptions ......................................................................................................... 5
Study area Corner Points & Center Point ....................................................................................... 6
Preliminary Alternative Transmission Line Segments ................................................................. 7
Aeronautical Environment .............................................................................................................. 8
Private Landing Facilities ............................................................................................................ 8
Public Landing Facilities .............................................................................................................. 9
IFR Notice Criteria .................................................................................................................... 10
Title 14 CFR Part 77 Surfaces ........................................................................................................ 11
Part 77 Obstruction Surfaces (BAZ) .......................................................................................... 12
77.17(a) (2) - VFR Transitional Surface .................................................................................. 12
FAR 77.19(a) and (b) VFR Horizontal and Conical Surfaces .................................................. 13
FAR 77.19(a) and (b) IFR Horizontal and Conical Surfaces .................................................... 14
BAZ Approach Surface .............................................................................................................. 15
Randolf Air force Base Auxiliary (SEQ) Approach Surface ........................................................ 16
BAZ VFR Traffic Pattern Airspace ............................................................................................. 17
Huber Airpark E70 VFR Traffic Pattern Airspace ...................................................................... 18
New Braunfels Regional Airport Instrument Approach Procedures ............................................. 19
BAZ LNAV RWY 13 Procedure ................................................................................................... 19
BAZ VNAV RWY 13 Procedure ................................................................................................... 20
BAZ LPV RWY 13 Procedure ...................................................................................................... 21
BAZ LNAV RWY 17 Procedure .................................................................................................... 22
BAZ LNAV RWY 31 Procedure .................................................................................................... 23
BAZ VNAV RWY 31 Procedure ................................................................................................... 24
BAZ LPV RWY 31 Procedure ...................................................................................................... 25
BAZ LNAV RWY 35 Procedure .................................................................................................... 26
BAZ VNAV RWY 35 Procedure ................................................................................................... 27
BAZ LPV RWY 35 Procedure ...................................................................................................... 28
BAZ VOR/DME -A Procedure ..................................................................................................... 29
BAZ Circling Areas ...................................................................................................................... 30
BAZ Runway 13 Initial Climb Area ............................................................................................. 31
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
Page 4 of 59 Aeronautical Impact Statement
Zorn to Marion 4
BAZ Runway 17 Initial Climb Area ............................................................................................. 32
Radio Communication Link (RCL) Propagation Path ..................................................................... 33
Minimum Vectoring Altitudes (MVA) ........................................................................................... 34
RADAR Screening Analysis ............................................................................................................ 35
ARSR Long Range Radar Screening ............................................................................................ 35
National Weather Service (NWS) Radar Screening ................................................................... 36
Airport Surveillance Radar (ASR) Radar Screening .................................................................... 37
Military Operations Area (MOA) Screening .................................................................................. 38
New Braunfels Regional Airport (BAZ) Local Zoning Ordinance ................................................... 39
Conclusion ..................................................................................................................................... 41
Appendix ....................................................................................................................................... 45
Appendix A: RNAV (GPS) 13 BAZ Approach Plate ..................................................................... 46
Appendix B: RNAV (GPS) 17 BAZ Approach Plate ...................................................................... 47
Appendix C: RNAV (GPS) 31 BAZ Approach Plate ...................................................................... 48
Appendix D: RNAV (GPS) 35 BAZ Approach Plate ..................................................................... 49
Appendix E: Private Airport List................................................................................................. 50
Appendix F: Public Airport List ................................................................................................. 51
Appendix G: Public Airport Runway Part 77 Classification. ..................................................... 55
Appendix H: Fresnel Zone Analysis........................................................................................... 56
Appendix I: FAA Military Screening Results .............................................................................. 57
Glossary of Terms & Acronyms ................................................................................................. 58
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
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Parameters and Assumptions
The defined study area, located in Texas, will be analyzed to determine the maximum allowable
heights surrounding multiple proposed Preliminary Alternative Transmission Line Segments
within the study area boundaries for construction of numerous 180 foot AGL preliminary
alternative transmission structures. Line sections which could potentially impact the studied
surfaces are listed on each page. The ground elevation was analyzed within each surface to
accurately identify these line sections.
Project Statistics
There are 2 public-use, and 22 private-use airports within approximately 10 Nautical Miles of the
study area. Additionally, there are 5 public-use Instrument Approach Procedures currently in use
at New Braunfels Regional Airport (BAZ), as well as Part 77 surfaces at Huber Airpark (E70)
within the surrounding area that will require analysis.
Aeronautical Impact Analysis
The following will be reviewed for the public-use airports:
- Federal Notice Criteria limits over property
- Obstacle Criteria height limits over property
- Near airport surfaces
- VFR Traffic Pattern limits
- TERPS/Instrument Approach Procedures
En Route Airways, Minimum Safe Altitude (MSA) and Minimum Vector Altitude (MVA) will
also be assessed.
Each private-use airport will be investigated for special/private instrument procedures that are
protected by the FAA and would impose height restrictions upon the study area.
Lastly, impact of the proposed transmission line within the study area to NEXRAD Weather
Radar, Air Route Surveillance Radar (ARSR), Airport Surveillance Radar (ASR), Military
Operations Areas (MOA) and potential impacts to other air navigation facilities will be reviewed.
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Study area Corner Points & Center Point
Site ID Latitude (N) Longitude (W)
Corner 1 29-41-59.01 98-00-09.39
Corner 2 29-42-08.85 98-03-46.57
Corner 3 29-40-03.89 98-06-29.79
Corner 4 29-38-02.36 98-10-34.41
Corner 5 29-35-29.05 98-08-55.88
Corner 6 29-34-20.12 98-07-28.13
Corner 7 29-35-14.92 98-02-57.54
Corner 8 29-35-53.03 98-01-22.92
Corner 9 29-36-24.73 98-00-53.04
Corner 10 29-37-02.41 97-59-23.31
Corner 11 29-38-37.04 97-59-21.36
Corner 12 29-39-03.60 98-00-05.47
Fictitious Center Point 29-38-07.82 98-04-32.62
Table 1: Parameters of Study area
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Preliminary Alternative Transmission Line Segments
Figure 1: Proposed Preliminary Alternative Transmission Line Segments within Study area
The above image shows the proposed preliminary alternative transmission lines segments
referenced within this report.
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Aeronautical Environment
The Zorn to Marion Transmission Line Project study area was analyzed for the maximum
allowable heights surrounding multiple proposed preliminary alternative transmission line
segments at 180 feet AGL. Two fictitious center points were used for analysis purposes and they
are defined in the preceding table 1.
Private Landing Facilities
There are 20 Private Landing Facilities located within 10 NM of the study area and 2 Private
Military Landing Facilities (SEQ & RND) as labeled within Figure 2. One of these Landing
Facilities has Special Procedures associated with it as of the date of this document. Additionally,
there are 3 private airstrips located within the study area that are not open to the public and thus
are not given protections covered within FAR Part 77. The proposed preliminary alternative
transmission line segments within the study area will not be affected by these facilities.
Figure 2: Private Landing Facilities within 10 NM of study area as labeled
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Public Landing Facilities
There is 2 Public Landing Facilities located within 10 NM of study area as labeled in Figure 3.
One of these facilities, New Braunfels Regional Airport (BAZ), has IFR Procedures associated
with it as of the date of this document. The other public facility, Huber Airpark (E70), has no
IFR procedures associated with it. The proposed preliminary alternative transmission line
segments within the study area may impact the IFR procedures at BAZ. Obstruction Surfaces
and aircraft operations at E70 will not affect the proposed preliminary alternative transmission
line segments.
Figure 3: Public Landing Facilities within 10 NM of study area as labeled
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IFR Notice Criteria
Figure 4: IFR Notice Criteria for New Braunfels Regional Airport (BAZ)
The IFR notice criteria area for New Braunfels Regional Airport (BAZ) and Huber Airpark
(E70), CFR Title 14 Part 77.9(b), dictates that notice is required for any construction or
alteration that exceeds an imaginary surface extending outward and upward at a slope of 100
to 1 for any horizontal distance of 20,000 feet from the nearest point of the nearest runway of
a public use instrument procedure airport with its longest runway more than 3,200 feet
AMSL. The pink outlined circle depicts the 77.9(b) requirement. Locating within the pink
outlined area or within the outlined procedure areas will likely require notice to the FAA.
Preliminary alternative Transmission Line segments which will likely require notice are: N1,
O1, R1, U1, S1, T1, X1, K1, W1, V1, Y1, Z1, A2, B2, C2, D2, E2, F2, G2, H2, I2, J2, K2,
L2, M2, N2, O2, P2, Q2, U2, and W2.
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Title 14 CFR Part 77 Surfaces
Figure 5: Title 14 CFR Part 77 Surfaces for all airports surrounding the study area
The Title 14 CFR Part 77.17(a) (2) Visual Flight Rule (VFR) Transitional Surfaces are
represented by the four set of concentric rings surrounding airports that have at least one
runway exceeding 3,200 feet in length. The VFR Transitional Surface begins 200 feet above
the ground elevation of the Airport Reference Point (ARP) for each corresponding airport,
extends for a radius of 3 NM, and then increases at a slope of 100 feet per nautical mile,
ending 5.99 NM from the ARP. The 77.19(a) (2) IFR Horizontal Surface and Conical
Surface are also shown, represented by the cyan and yellow circles surrounding the airports.
Additionally, two military outer horizontal surfaces are depicted in dark green.
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Part 77 Obstruction Surfaces (BAZ)
77.17(a) (2) - VFR Transitional Surface
Figure 6: VFR Transitional Surface at BAZ
The New Braunfels Regional Airport (BAZ) Part 77.17(a) (2) VFR Transitional Surface is a
surface which extends 5.99 NM from the Airport Reference Point (ARP). The VFR
Transitional Surface maximum allowable height starts at 200 feet above the ARP or ground
elevation, whichever is greater. The maximum allowable height within the red highlighted
circle is 858 feet AMSL. Each grey circle beyond the red circle represents an increase to
this height of 100 feet AMSL. The outermost grey circle has a maximum allowable height
range of 1058 feet AMSL to 1158 feet AMSL. The typical mitigation to penetration of this
surface is use of obstruction lighting on the structure. The proposed preliminary alternative
transmission line segments shall have no effect upon the VFR Transitional Surface as they
are all less than 200 feet AGL.
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FAR 77.19(a) and (b) VFR Horizontal and Conical Surfaces
Figure 7: VFR Horizontal and Conical Surfaces at BAZ
The study area is partially located within the VFR Horizontal & Conical Surfaces. The
heights of these surfaces range from 808 feet AMSL to 1008 feet AMSL. Typically, the FAA
objects strongly to penetrations to VFR Surfaces. FAA Order 7400.2K, Change 1 states that
penetration of the VFR Conical Surface would be an adverse effect. If permitted by the FAA,
the mitigation to penetration of this surface by a transmission line structure is obstruction
lighting.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
VFR Horizontal and Conical Surfaces are: D2, N1 and C2.
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FAR 77.19(a) and (b) IFR Horizontal and Conical Surfaces
Figure 8: IFR Horizontal and Conical Surfaces at BAZ
The New Braunfels Regional Airport (BAZ) Part 77.19(a) Horizontal Surface, highlighted in
cyan, is a flat surface that starts 200 feet off the end of each runway then extends outward
for 10,000 feet. Part 77.19(b) Conical Surface, highlighted in yellow, is a 20:1 sloping
surface that begins as the end of the Horizontal Surface and extends outward and upward for
4,000 feet. The maximum allowable height within the Horizontal Surface is 808 feet AMSL.
The maximum allowable height within the Conical Surface ranges from 808 feet AMSL to
1008 feet AMSL. The typical mitigation to penetration of this surface is use of obstruction
lighting and marking.
Preliminary Alternative Transmission Line Segments which may impact the Part 77.19 (a) &
(b) surfaces: Q1, N1, C2, D2, B2, E2, L2, F2, G2, P2, N2, U1, A1, M2, I2, J2, and K2.
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BAZ Approach Surface
Figure 9: New Braunfels Regional (BAZ) airport Approach Surface
The Approach Obstacle Surfaces at the New Braunfels Regional (BAZ) airport are denoted
by the blue hashed areas. The Approach Surface is a 34:1 sloping surface which begins 200
feet from the runway end then extends 3000 feet outward. The maximum allowable height
within these areas ranges from 643 feet AMSL to 808 feet AMSL. Construction of
preliminary alternative transmission line segments which penetrate this surface would
adversely impact the AOS and is unlikely to be approved by the FAA.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
AOS are: D2, Q1, B2, N1 and C2.
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Randolf Air force Base Auxiliary (SEQ) Approach Surface
Figure 10: Randolf Air force Base Auxiliary (SEQ) airport Approach Surface
The Approach Obstacle Surfaces at the Randolf Air force Base Auxiliary (SEQ) airport are
denoted by the blue outlined areas. The Military Approach Surface is a 50:1 sloping surface
which begins 200 feet from the runway end then extends 50,000 feet outward. The surface
becomes a flat surface once the maximum allowable height reaches a height of 500 feet
above airport elevation. This point is indicated by a black line drawn across the surface. The
maximum allowable height within the portion extending over the study area is 1025 feet
AMSL. Construction of preliminary alternative transmission line segments which penetrate
this surface would adversely impact the AOS and is unlikely to be approved by the FAA.
Preliminary Alternative Transmission Line Segments will have no effect upon the Approach
Obstacle Surfaces at SEQ.
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portion of the military
AOS primary surface.
SEQ
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BAZ VFR Traffic Pattern Airspace
Figure 11: BAZ VFR Traffic Pattern Airspace
The VFR Traffic Pattern Airspace is made up of the VFR Horizontal, VFR Conical, and Climb
& Descend Areas. The VFR Climb & Descend area at the New Braunfels Regional (BAZ)
airport extends over the study area. The maximum allowable height within the VFR Climb &
Descend Area is 1008 feet AMSL. The FAA is usually very hesitant to allow penetrations to the
Climb & Descend area. If any preliminary alternative transmission line segments are located
within the VFR Traffic Pattern Airspace they would likely have an adverse impact upon it.
Preliminary Alternative Transmission Line Segments will have no effect upon VFR Climb and
Descend areas at BAZ.
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Huber Airpark E70 VFR Traffic Pattern Airspace
Figure 12: E70 VFR Traffic Pattern Airspace
The VFR Traffic Pattern Airspace is made up of the VFR Horizontal, VFR Conical, and Climb
& Descend Areas. The VFR Climb & Descend area at the Huber Airpark (E70) airport extends
over the study area. The maximum allowable height within the VFR Climb & Descend Area is
906 feet AMSL. The FAA is usually very hesitant to allow penetrations to the Climb & Descend
area. If any preliminary alternative transmission line segments are located within the VFR
Traffic Pattern Airspace they would likely have an adverse impact upon it.
Preliminary Alternative Transmission Line Segments will have no effect upon VFR Climb and
Descend areas at E70.
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New Braunfels Regional Airport Instrument Approach Procedures
BAZ LNAV RWY 13 Procedure
Figure 13: BAZ Runway 13 LNAV Procedure
The Runway 13 LNAV Procedure for the New Braunfels Regional Airport (BAZ) is shown
extending over the study area. The maximum allowable height within the Missed Approach Flat
Surface Area for the LNAV Runway 13 Procedure, highlighted in blue, is 1060 feet AMSL.
The maximum allowable height within the Missed Approach for the LNAV Runway 13
Procedure, highlighted in green, ranges from 1060 feet AMSL to 1809 feet AMSL.
Construction of the preliminary alternative transmission line segments will have no adverse
affect upon this procedure.
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BAZ VNAV RWY 13 Procedure
Figure 14: BAZ Runway 13 VNAV Procedure
The Runway 13 VNAV Procedure for the New Braunfels Regional Airport (BAZ) is shown
extending over the study area. The maximum allowable height within the Missed Approach Flat
Surface Area for the VNAV Runway 13 Procedure, highlighted in blue, is 878 feet AMSL. The
maximum allowable height within the Missed Approach for the VNAV Runway 13 Procedure,
highlighted in green, ranges from 878 feet AMSL to 1711 feet AMSL. Construction of the
preliminary alternative transmission line segments will have no adverse affect upon this
procedure.
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BAZ LPV RWY 13 Procedure
Figure 15: BAZ Runway 13 LPV Procedure
The Runway 13 LPV Procedure for the New Braunfels Regional (BAZ) Airport is a 3-
dimensional procedure that extends over the study area. The LPV primary area has 3 distinct
obstruction surfaces (W, X and Y), in addition to two missed approach areas. The maximum
allowable height within the 1B Missed Approach Surface, highlighted in blue, ranges from 920
feet AMSL to 1018 feet AMSL. The maximum allowable height within the Missed Approach
Surface, highlighted in green, ranges from 1018 feet AMSL to 1831 feet AMSL. Construction of
the preliminary alternative transmission line segments will have no adverse effect upon this
procedure.
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BAZ LNAV RWY 17 Procedure
Figure 16: BAZ Runway 17 LNAV Procedure
The Runway 17 LNAV Procedure for the New Braunfels Regional Airport (BAZ) is shown
extending over the study area. The maximum allowable height within the Missed Approach Flat
Surface Area for the LNAV Runway 17 Procedure, highlighted in blue, is 1120 feet AMSL.
The maximum allowable height within the Missed Approach for the LNAV Runway 17
Procedure, highlighted in green, ranges from 1120 feet AMSL to 2100 feet AMSL.
Construction of the preliminary alternative transmission line segments will have no adverse
affect upon this procedure.
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BAZ LNAV RWY 31 Procedure
Figure 17: BAZ Runway 31 LNAV Procedure
The Runway 31 LNAV Procedure for the New Braunfels Regional Airport (BAZ) is shown
extending over the study area. The maximum allowable height within the Primary Area for the
LNAV Runway 31 Procedure, highlighted in red, is 830 feet AMSL. The maximum allowable
height within the Secondary Area for the LNAV Runway 31 Procedure, highlighted in yellow,
ranges from 830 feet AMSL to 1080 feet AMSL. The maximum allowable height within the
Missed Approach Flat Surface Area for the LNAV Runway 31 Procedure, highlighted in
green, is 980 feet AMSL. Construction of some of the preliminary alternative transmission line
segments may adversely impact the Runway 31 LNAV Approach to BAZ.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 31 LNAV are: D2, G2, and I2.
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BAZ VNAV RWY 31 Procedure
Figure 18: BAZ Runway 31 VNAV Procedure
The Runway 31 VNAV Procedure for the New Braunfels Regional Airport (BAZ) is shown
extending over the study area. The maximum allowable height within the Primary Area for the
VNAV Runway 31 Procedure, highlighted in orange, ranges from 801 feet AMSL to 1646 feet
AMSL. The maximum allowable height within the Secondary Area for the VNAV Runway 31
Procedure, highlighted in yellow, ranges from 801 feet AMSL to 1551 feet AMSL. The maximum
allowable area within the Glide Slope Qualification Surface (GQS), highlighted in red, ranges from
644 feet AMSL to 844 feet AMSL. The maximum allowable height within the Missed Approach
Flat Surface Area for the VNAV Runway 31 Procedure, highlighted in green, is 907 feet AMSL.
The maximum allowable height within the Missed Approach for the VNAV Runway 31 Procedure,
highlighted in blue, ranges from 907 feet AMSL to 1015 feet AMSL. Construction of some of the preliminary alternative transmission line segments may adversely impact the Runway 31 VNAV
Approach to BAZ.
Preliminary Alternative Transmission Line Segments which may have an impact upon the Runway
31 VNAV are: D2, G2, and I2.
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BAZ LPV RWY 31 Procedure
Figure 19: BAZ Runway 31 LPV Procedure
The Runway 31 LPV Procedure for the New Braunfels Regional (BAZ) Airport is a 3-dimensional
procedure that extends over the study area. The LPV primary area has 3 distinct obstruction surfaces
(W, X and Y), in addition to two missed approach areas. The maximum allowable height within the
‘W’ Primary surface, highlighted in red, ranges from 740 feet AMSL to 1106 feet AMSL. The
maximum allowable height within the ‘X’ Primary surface, highlighted in grey, ranges from 740 feet
AMSL to 1535 feet AMSL. The maximum allowable height within the ‘Y’ Primary surface,
highlighted in green, ranges from 883 feet AMSL to 1759 feet AMSL. The maximum allowable
height within the Glide Slope Qualification Surface (GQS), highlighted in black, ranges from 644
feet AMSL to 800 feet AMSL. The maximum allowable height within the 1B Missed Approach
Surface, highlighted in blue, ranges from 713 feet AMSL to 884 feet AMSL. Construction of some of the preliminary alternative transmission line segments may adversely impact the Runway 31
LPV Approach at BAZ.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 31 LPV are: D2.
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BAZ LNAV RWY 35 Procedure
Figure 20: BAZ Runway 35 LNAV Procedure
The Runway 35 LNAV Procedure for the New Braunfels Regional Airport (BAZ) is shown
extending over the study area. The maximum allowable height within the Primary Area for the
LNAV Runway 35 Procedure, highlighted in red, is 890 feet AMSL. The maximum allowable
height within the Secondary Area for the LNAV Runway 35 Procedure, highlighted in green,
ranges from 890 feet AMSL to 1140 feet AMSL. The maximum allowable height within the
LNAV Visual Segment, highlighted in orange, ranges from 644 feet AMSL to 939 feet AMSL.
The maximum allowable height within the Missed Approach Flat Surface Area for the LNAV
Runway 35 Procedure, highlighted in blue, is 1040 feet AMSL. Construction of some of the
preliminary alternative transmission line segments may adversely impact the Runway 35
LNAV Approach to BAZ.
Preliminary Alternative Transmission Line Segments which may have an impact upon the Runway
35 LNAV are: N1 and C2.
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BAZ VNAV RWY 35 Procedure
Figure 21: BAZ Runway 35 VNAV Procedure
The Runway 35 VNAV Procedure for the New Braunfels Regional Airport (BAZ) is shown
extending over the study area. The maximum allowable height within the Primary Area for the
VNAV Runway 35 Procedure, highlighted in red, ranges from 822 feet AMSL to 1665 feet AMSL.
The maximum allowable height within the Secondary Area for the VNAV Runway 35 Procedure,
highlighted in green, ranges from 822 feet AMSL to 1899 feet AMSL. The maximum allowable area
within the Glide Slope Qualification Surface (GQS), highlighted in orange, ranges from 644 feet
AMSL to 800 feet AMSL. The maximum allowable height within the Missed Approach Flat Surface
Area for the VNAV Runway 35 Procedure, highlighted in blue, is 949 feet AMSL. The maximum
allowable height within the Missed Approach for the VNAV Runway 35 Procedure, highlighted in
purple, ranges from 949 feet AMSL to 1100 feet AMSL. Construction of some of the preliminary alternative transmission line segments may adversely impact the Runway 35 VNAV Approach to
BAZ.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 35 VNAV are: N1, Q1, B2, F2, E2 and L2.
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BAZ LPV RWY 35 Procedure
Figure 22: BAZ Runway 35 LPV Procedure
The Runway 35 LPV Procedure for the New Braunfels Regional (BAZ) Airport is a 3-dimensional
procedure that extends over the study area. The LPV primary area has 3 distinct obstruction surfaces
(W, X and Y), in addition to two missed approach areas. The maximum allowable height within the
‘W’ Primary surface, highlighted in red, ranges from 737 feet AMSL to 1660 feet AMSL. The
maximum allowable height within the ‘X’ Primary surface, highlighted in grey, ranges from 737 feet
AMSL to 2314 feet AMSL. The maximum allowable height within the ‘Y’ Primary surface,
highlighted in green, ranges from 916 feet AMSL to 2593 feet AMSL. The maximum allowable
height within the Glideslope Qualification Surface (GQS), highlighted in orange, ranges from 644
feet AMSL to 800 feet AMSL. The maximum allowable height within the 1B Missed Approach
Surface, highlighted in blue, ranges from 729 feet AMSL to 938 feet AMSL. Construction of some of the preliminary alternative transmission line segments may adversely impact the Runway 35
LPV Approach at BAZ.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 35 LPV are: N1, Q1, C2, and B2
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BAZ VOR/DME -A Procedure
Figure 23: BAZ VOR/DME-A Procedure
The VOR/DME-A Procedure for the New Braunfels Regional (BAZ) extends over the study
area. The maximum allowable height within the Primary Area, highlighted in red, is 890 feet
AMSL. The maximum allowable height within the Secondary Area, highlighted in green, ranges
from 890 feet AMSL to 1280 feet AMSL. Construction of the preliminary alternative
transmission line segments will have no adverse affect upon this procedure.
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BAZ Circling Areas
Figure 24: Categories A – D Circling Areas at BAZ
The Category A, B, C, and D Circling areas at New Braunfels Regional Airport extend over the
study area. The maximum allowable height within the Category A circling area is 800 feet
AMSL. The maximum allowable height within the Category B circling area is 840 feet AMSL.
The maximum allowable height within both Categories C & D circling areas is 980 feet AMSL.
Construction of some of the preliminary alternative transmission line segments may adversely
impact the circling procedures at BAZ.
Preliminary Alternative Transmission Line Segments which will likely have an impact upon the
Circling Approach procedures at BAZ are: N1, Q1, B2, D2, D2, E2, F2, G2, and H2.
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D
B
A
C
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BAZ Runway 13 Initial Climb Area
Figure 25: BAZ Runway 13 Departure Surface
The Runway 13 Initial Climb Area at New Braunfels Regional Airport (BAZ) extends over the
study area. The Initial Climb Area is made up of the primary area and two diverse areas, A &
B. The maximum allowable height within the Runway 13 Initial Climb Area, highlighted in red,
ranges from 642 feet AMSL to 850 feet AMSL. The maximum allowable height for the
remainder of the initial climb area ranges from 850 feet AMSL to 953 feet AMSL. Construction
of some of the preliminary alternative transmission line segments may adversely affect the red
shaded portion of the Runway 13 Initial Climb Area.
Preliminary Alternative Transmission Line Segments which may have an impact upon the Initial
Climb Area for Runway 13 are: and D2.
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BAZ Runway 17 Initial Climb Area
Figure 26: BAZ Runway 17 Departure Surface
The Runway 17 Initial Climb Area at New Braunfels Regional Airport (BAZ) extends over the
study area. The Initial Climb Area is made up of the primary area and two diverse areas, A &
B. The maximum allowable height within the Runway 17 Initial Climb Area, highlighted in red,
ranges from 645 feet AMSL to 850 feet AMSL. The maximum allowable height for the
remainder of the initial climb area ranges from 850 feet AMSL to 945 feet AMSL. Construction
of some of the preliminary alternative transmission line segments may adversely affect the red
shaded portion of the Runway 17 Initial Climb Area.
Preliminary Alternative Transmission Line Segments which may have an impact upon the Initial
Climb Area for Runway 17 are: N1, Q1, B2, and C2
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Radio Communication Link (RCL) Propagation Path
Figure 27: Radio Communication Link (RCL) Propagation Path surrounding study area
The line of site for an existing RCL (Radio Communication Link) Propagation Path runs directly
through the study area. The RCL’s Fresnel Zone Notice Area, highlighted in red, is 500 feet either
side of the line of site or centerline. Transmission structures to be located within this area will
require notice to the FAA for further study. Structures located inside the Fresnel Zone may
adversely impact the integrity of this communication link and may not be approved by the FAA.
Transmission line wires traversing the RCLR notice area will have no effect upon the RCLR.
Exemptions can be granted on a case by case basis dependant on the location of the structure
within the Fresnel zone and the height of the actual Fresnel Zone. Height of the Fresnel Zone can
be calculated throughout the study area using the distance between the two communications
towers and frequencies in use by the RCLR. Exemption criteria will also depend on the height of
the penetrating object and the width of the object within the RCLR path. For Fresnel Zone
Analysis please see Appendix H.
Preliminary Alternative Transmission Line Segments which may have an impact upon the RCLR
Propagation Path are: H, I, G, U, F1, P1, X1, and K1.
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Study area
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Minimum Vectoring Altitudes (MVA)
Figure 28: Impact of the San Antonio (SAT) (TRACON) facility to study area
The study area is within the 60 NM operational range of the San Antonio Terminal Radar
Approach Control (TRACON) facility (SAT). The maximum allowable height within the study
area is 1500 feet AMSL. Construction of preliminary alternative transmission line segments will
not adversely impact the SAT MVA.
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Study area
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RADAR Screening Analysis
ARSR Long Range Radar Screening
Figure 29: Impact of the San Antonio Air Route Surveillance Radar (ARSR) facilities to study area
The potential impact of the study area to Air Route Surveillance Radar (ARSR) Long Range
Radar facilities was analyzed using both FA&A’s proprietary Radar Screening Tool and the
FAA/DoD Preliminary screening tool. The nearest ARSR Radar Facility is located
approximately 28 NM from the study area. The maximum allowable height at the closest study
area point to the ARSR is 2340 feet AMSL. Construction of preliminary alternative line
segments will not impact the SAT ARSR.
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SAT ARSR
Study area
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National Weather Service (NWS) Radar Screening
Figure 30: Impact of the EWX NWS Weather Radar to study area
The potential impact of the study area to EWX National Weather Service (NWS) Weather Radar
was analyzed using both the FAA/DoD Preliminary Screening Tool and FA&A’s proprietary
Radar Screening Tool. The EWX NWS Radar Facility is less than 1NM from the study area.
Based upon the grazing angle of the antenna, in relation to the preliminary alternative
transmission line segments, there will be no significant impact upon the EWX NWS Weather
Radar.
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Study area
EWX NWS
Radar
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Airport Surveillance Radar (ASR) Radar Screening
Figure 31: Impact of the San Antonio (SAT) Airport Surveillance Radar (ASR) to study area
The potential impact of the study area to the nearest ASR Radar was analyzed using FA&A’s
proprietary Radar Screening Tool. The nearest ASR Radar Facility is San Antonio (SAT) located
approximately 16 NM from the study area. The estimated maximum allowable height at this
distance is approximately 1778 feet AMSL. Construction of the preliminary alternative line
segments will not adversely impact the SAT ASR.
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S A T A S R
Study area
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Military Operations Area (MOA) Screening
Figure 32: Impact of the Military Operation Areas to study area
Above depicts a graphical representation of the 638 Military Operations Areas (MOA) located
partially within the study area boundary. Military Operations Areas are not covered under Title
14 CFR Part 77 and thus are not afforded protections by the FAA. During the study of the
Military areas, the FAA’s DoD notice tool was utilized. It did not indicate that there would be an
impact within this area (Appendix I).
Consequently, there would not be any construction constraints placed upon the preliminary
alternative transmission line segments by the FAA if located within the 638 MOA. However,
notice to the military should be made prior to the start of construction for Transmission Line
Structures located within the MOA. This can be done two different ways; submission of a 7460-1
application to the FAA for structures within this area which do not exceed notice requirements or
by contacting the military contact(s) for this area directly. Their contact information for this
specific MOA is listed in Appendix I.
Preliminary Alternative Transmission Line Segments which may have an impact upon the 638
MOA are: I1, J1, K1, X1, and P1.
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Study area Special Use Airspace
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New Braunfels Regional Airport (BAZ) Local Zoning Ordinance
Horizontal and Conical Zones are identical to the Title 14 CFR Part 77.19 (a) & (b) surfaces
located within page 14 of this report. The mitigation for penetrating this surface is the same
as the FAA’s mitigation, obstruction marking and lighting.
Preliminary Alternative Transmission Line Segments which may impact the local zoning
Horizontal & Conical surfaces are: Q1, N1, C2, D2, B2, E2, L2, F2, G2, P2, N2, U1, A1,
M2, I2, J2, and K2.
The Primary and Transitional approach zones are the same as the FAR 77.19(d) Approach
Obstacle Surface for precision instrument category runway. The primary area is a sloping surface
which starts 200 feet beyond the end of the runway at runway level, and slopes upwards at a 50:1
slope for 10,000 feet. The surface continues to slope outward to a total of 50,000 feet from this
point using a 40:1 slope. The prescribed mitigation for penetration of this local zoning surface is
obstruction marking and lighting.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
local zoning approach surfaces are: N1, Q1, B2, C2, and D2.
The Inner Turning Zone is located 200 feet from the runway end and extends out at 45 degree
angles to form a semi-circle 5000 feet in radius. The maximum allowable height starts at runway
elevation and rises at a 50:1 slope out to the 5000 foot mark. The maximum allowable height
within the Runway 35 inner turning zone ranges from 644 feet AMSL to 746 feet AMSL.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
local zoning approach surfaces are: N1.
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Figure 33: New Braunfels Regional Airport (BAZ) local zoning area
Figure 33 depicts all of the local zoning areas surrounding the New Braunfels Regional Airport
(BAZ). The majority of these surfaces mirror the FAA Title 14 Part 77 Obstruction Surfaces.
There are two prominent differences between the FAA obstruction surfaces and the Local
Zoning surfaces at BAZ.
The first difference is the application of a precision instrument approach obstacle surface, which
extends out 50,000 instead of 10,000 feet and is referred to as the Outer Precision Approach
zone. This surface is the one which extends south through the entire property. This surface does
not impact any preliminary alternative transmission line segments more than the AOS discussed
on page 15 of this report.
The only surfaces which are not enforced by the FAA are the inner turning zones. The runway
35 inner turning zone is depicted in Figure 33 at the end of Runway 35 in the shape of a pink
highlighted semi-circle. One preliminary alternative transmission line segment may adversely
affect this surface; N1.
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Conclusion
This Aeronautical Impact Statement (AIS) of the study area has identified the most restrictive
aeronautical surfaces that extend over the study area and which preliminary alternative transmission
line segments could potentially impact these surfaces.
Notice Criteria
Some of the preliminary alternative transmission line segments overall AMSL height and
distance to the nearest airport exceed Title 14 CFR Part 77.9:
a) Any construction or alteration that exceeds an imaginary surface extending outward and upward at 100:1 for 20,000 feet.
Notice to the FAA will be required for part or all of segments: N1, O1, R1, U1, S1, T1, X1, K1, W1, V1, Y1, Z1, A2, B2, C2, D2, E2, F2, G2, H2, I2, J2, K2, L2, M2, N2, O2, P2, Q2,
U2, and W2.
Obstruction Criteria
The New Braunfels Regional Airport (BAZ) Part 77.19 IFR Horizontal & Conical Surfaces
partially extend over the study area. The maximum allowable height within this area is ranges
from 808 feet AMSL to 1008 feet AMSL.
Preliminary Alternative Transmission Line Segments which may impact the Part 77.19 (a) & (b) surfaces: Q1, N1, C2, D2, B2, E2, L2, F2, G2, P2, N2, U1, A1, M2, I2, J2, and K2.Use of
obstruction marking and/or lighting will mitigate these impacts.
The New Braunfels Regional Airport (BAZ) Part 77.19 VFR Horizontal & Conical Surfaces
partially extend over the study area. The maximum allowable height within this area ranges from
808 feet AMSL to 1008 feet AMSL.
Preliminary Alternative Transmission Line Segments which may have an impact upon the VFR Horizontal and Conical Surfaces are: D2, N1 and C2. The FAA is usually hesitant to
approve penetrations to the VFR Horizontal and Conical surfaces.
The New Braunfels Regional Airport (BAZ) Approach Obstacle Surfaces extend partially over
the study area. The maximum allowable height within this area ranges from 643 feet AMSL to
808 feet AMSL.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
AOS are: D2, Q1, B2, N1 and C2. The FAA typically does not approve penetrations to the
Approach Obstacle Surfaces because penetrations will exceed the visibility minimums
rendering visual approaches to the airport unusable.
Several local zoning surfaces at New Braunfels Regional Airport overlap with the FAR PART 77 obstruction surfaces. Penetrating transmission line sections must acquire local zoning approval in
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addition to FAA approval. Negotiations with the New Braunfels Regional Airport will be required to gain approval. Once approved, the mitigation for penetration of the local zoning areas
is obstruction marking and lighting.
Preliminary Alternative Transmission Line Segments which may impact the local zoning
areas are: Q1, N1, C2, D2, B2, E2, L2, F2, G2, P2, N2, U1, A1, M2, I2, J2, and K2.
TERPS Criteria
The New Braunfels Regional Airport (BAZ) Runway 31 LNAV procedure extends over the study
area. The maximum allowable heights within this procedure range from 830 feet AMSL to 1080
feet AMSL.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 31 LNAV are: D2, G2, and I2. The FAA is highly unlikely to approve penetrations
to Instrument Approach Procedures.
The New Braunfels Regional Airport (BAZ) Runway 31 VNAV procedure extends over the study area. The maximum allowable heights within this procedure range from 644 feet AMSL to
1930 feet AMSL.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 31 VNAV are: D2, G2, and I2.
The New Braunfels Regional Airport (BAZ) Runway 31 LPV procedure extends over the study area. The maximum allowable heights within this procedure range from 644 feet AMSL to
1759 feet AMSL.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 31 LPV are: D2.
The New Braunfels Regional Airport (BAZ) Runway 35 LNAV procedure extends over the study area. The maximum allowable heights within this procedure range from 644 feet AMSL to 1899
feet AMSL.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
Runway 35 LNAV are: N1 and C2.
The New Braunfels Regional Airport (BAZ) Runway 35 VNAV procedure extends over the study area. The maximum allowable heights within this procedure range from 644 feet AMSL to
1899 feet AMSL.
Preliminary Alternative Transmission Line Segments which will likely have an impact upon
the Runway 35 VNAV are: N1, Q1, B2, F2, E2 and L2.
The New Braunfels Regional Airport (BAZ) Runway 35 LPV procedure extends over the study area. The maximum allowable heights within this procedure range from 644 feet AMSL to
2593 feet AMSL.
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Preliminary Alternative Transmission Line Segments which will likely have an impact upon the Runway 35 LPV are: N1, Q1, C2, and B2.
The New Braunfels Regional Airport (BAZ) Circling approach procedures extend over the study
area. The maximum allowable heights within these procedures range from 800 feet AMSL to 980
feet AMSL.
Preliminary Alternative Transmission Line Segments which will likely have an impact upon the Circling Approach procedures at BAZ are: N1, Q1, B2, D2, D2, E2, F2, G2, and H2.
The New Braunfels Regional Airport (BAZ) Departure Initial Climb Areas for Runway 13 and
Runway 17 extend over the study area. The initial climb areas are comprised of sloping surfaces
with a height range over the study area of 642 feet to 953 feet AMSL.
Preliminary Alternative Transmission Line Segments which will likely have an impact upon
the Initial Climb Area for Runway 13 are: and D2.
Preliminary Alternative Transmission Line Segments which will likely have an impact upon
the Initial Climb Area for Runway 17 are: N1, Q1, B2, and C2.
The line of sight for a RCL (Radio Communication Link) Propagation Path crosses through the
study area. The path is 1000 feet wide and any structures located within the path could potentially
adversely impact the RCLR’s integrity. Further analysis is required to determine the impacts, if
any.
Preliminary Alternative Transmission Line Segments which may have an impact upon the
RCLR Propagation Path are: H, I, G, U, F1, P1, X1, and K1.
The 638 Military Operations Area (MOA) is located partially within the study area. Operations within this area occur from surface to 3000 feet AMSL and any structures located within this area
will negatively affect these operations. The DOD Notice tool used by the FAA indicated that there
would be no impacts within this area. We cannot verify the accuracy of their data or software and
thus unable to determine if this will be an issue or not.
Preliminary Alternative Transmission Line Segments which will likely have an impact upon
the 638 MOA are: I1, J1, K1, X1, and P1. The FAA will typically coordinate with the military
to alleviate the impacts upon MOA’s by new construction; however, their response to this
specific case is unknown at this time.
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Recommendations
Once a transmission line route is approved and transmission line structure locations
developed, we recommend a full airspace point study be completed for each transmission
line structure identified as causing possible impacts. We also recommended a ‘1A’ civil
survey (±3’ vertical, ±20’ horizontal) for all final structure locations be commissioned and
submitted to the FAA.
Approved,
James P. Walker Clyde J. Pittman
Airspace Technician Director of Engineering
Federal Airways & Airspace
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Appendix
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A p p e n d i x A : R N A V ( G P S ) 1 3 B A Z A p p r o a c h P l a t e
NEW BRAUNFELS, 117AS AL-6080 (FAA) 15176 WAAS 5
CH 8244 W13A
APP CRS 128°
" id9 65°3 MZE use Apt Elev 658
RNAV (GPS) RWY 13 NEW BRAUNFELS RGNL (BAZ)
SC
-3,1
7 S
EP
20
15
to 1
5 O
CT
20
15
V 1304E/DME RNP 0.3 NA. When local altimeter selling not received, use Son Marcos
Ea altimeter sat1ng and (arose all DA 43 feet and all MDA 60 feet, and increase INA,/ VNAV all Cots visibility 14 mile, increase (NAV and Cirlcing Cat C, D visibility % mile. For uncompensated Bon, VNAV ware, LNAV/VNAV NA below 6•C (22°F) or above 54°C (130,). Bono VNAV cad VbP NA when using San Marcos algmeier milting.
MAL'S as -
---
MISSED APPROACH: Climb b 3500 direct NUMMO and bold, continue climb in hold to 3500.
ATS
119325 SAN ANTONIO APP CON
124.45 335.625 NEW BRAUNFES TOWER*
127.05 2854 GND CON
120.175 CINC DEL
134-75 UNICOM
122.7 OAF
127.05 0
,c<7.N
4 NM a" MAftN (FAAME / MARNE t 47; -
$oPI) o ED .1 A1728 0 4
rip (N......„..
E / ENVY 4 2800(3.7) (F 30MARN 14*
alli % 128* / WU HE GH
9' ee E 1633A /
2500 / 128°(2.11 895 A 964
‘r 1412
A 1130A RW13
1225A 702
793
i
A 438
MAWIOX ... 4 ei. NM 4
ita
E g
e tte
9 la
E
g3 t... ,
E.EV 658 MZE 658 RCS. ) 1280 to
tAmaimAis Aux
„... RW13 ...," \ N. A A760 t e..
820:
4 NM
Holctng Redfern moisE
-4-308° 3100
&IVY t
3500 NUMMO
-<:).-
C?
vAGHE •INAV
% +
-1:0, a
128`1--m- ../,280
2800
e•es...............2500
I cw4 1.4 NM to I RW13
* GS 3.00' RWI3 #
A TCH 50 2500 / ... 759 -.-3.7 NM 2.1 NA-. 4.2 NM-.I 1.4 NM
* , rif CATEGORY A I B I C D
• LPV DA 908-3, 250 (300 M)
PAIR
715 (NAV/ DA serbxv 1039-11A 3814m ths
35 LNAV MDA 1 160. I 502(6001) 1160.1% 502 (600 1411
ROL Rwy 13 MIRL Rv.iys 13.31 and 17-35 el el CIRCUNG
11601 502 (600-1)
12401 58216001)
1280-1% 1320-2 622 1700-1 h ) 662 (700-2)
NEW BRAUNFELS, TEXAS NEW BRAUNFELS RGNL (BAZ
Amck 1 30APR15 29°47N 9r021A1 RNAV (GPS) RWY 13
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A p p e n d i x B : R N A V ( G P S ) 1 7 B A Z A p p r o a c h P l a t e
NEW BRAUNFELS, TEXAS AL 6080 (FAA) 15176 APP CRS
1730
fiwY Ida 4842 Toza 651 Apt Elm, 651
RNAV (GPS) RWY 17 NEW BRAUNFELS RGNL (BAZ)
V When local altimeter *Bing not received, *Son Marcos Mani okinweer sating and za inaeose all MDAs 60 feet,Increose ItaVuond circling vfolilk• Cols C and D Y. mile. VD? NA
when using Son Marcos Muni oltimeter suing. DMEM ME RNP-0.3 NA.
...6AL,SSED,APPR°,JACH; cl„1,t,_,I° 3500 ''''" '''''"' "'"' '1° ' ' ' "'''' b NUMMO and h old, climb in-holt b 3.5 continue
03.
SC
-3, 1
7 S
EP
201
51
0 1
6 O
CT
2015
ATIS 119.325
SAN ANTONIO API" CON
12445 335.625
NEW BRAUNFELS TOWS*
127.05 2854
GND CON 120175
ONC DEL 134.75
UNICOM
122.7
RAF
127.05 0
Procedure NA for °Wads at SHEFE va V17 southwest bound. 17
25
I Ar
steill 3;()°,......e. -St. am.,,1, .. o#
e
X(0 ---
s Dr —
$ P 4
1
"ii T 5.I
1 S li
09) CA PS;
•••• V' 1728A --
* DXOP
2000 _...-
A1633 148918 ---
964 8"A AR
1412A 113
0 A
A1225 702 Rwi
CUDvl
1
WM RAZVY
i
4\739 A739 A8
•
NUmm0
ELEV 651 TOLE 651 <,e.
.... A -- - 820 t
419 0
173° to
/X760 *
„,---RW17Aux -A N,,,,
45,4 NM meows me et„.;
A 638 i.
1,"at
Z 1 3
5
0
0
t
CUDVI
.4...
tr 1 12°
NUMMO
-,C- EKKOP e.
ACGET
310°
.1 0
* A
759
R&M 1 6 NM* _. „•
RW17 4.03 agg2
Procedure orn
O ef 11 RW17 I T0145 x 2000
NA
a TWR ' '"•• kr......aso/
715 ire1.4*-2.514,4 3 nen —al Km - 35 CATEGOR
Y A I B C 0
LNAV MDA 1220-1 569(6001) 1220.11/2
569 (600111 1220-13/4
569 (600.1%)
REIL Rwy 13 MlftL Rwys 1331 and 17.350 CIRCLING 1220-1 569(6001) 1280-13/4
029 (700.1%) 1280.2
629 (7002)
NEW BRAUNFELS, TEAS NEW BRAUNFELS RGNL (BAZ)
Or;g 1 tIFEB08 29°4711.98°02'W RNAV (GPS) RWY 17
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A p p e n d i x C : R N A V ( G P S ) 3 1 B A Z A p p r o a c h P l a t e
NEW BRAUNFELS, TEXAS AI:6080 (FAA) 15176
WAAS 018 605
W31A
APP CRS 3°
" icig 65°3 tom 648 Apl Elev 658
RNAV (GPS) RWY 31 NEW BRAUNFELS RGNL (BAZ)
SC
-3,1
7 S
EP
2015 to
16 O
CT
2015
cir DME/DME RNP 0 3 NA. When local climates- setting not received, use Son Marcos
altimeter Zst :drag and increase all DA 43 Feet and oil MDA 60 fed, and increase LW d I cds, INAV/VNAV
all Cols, and Cird ng Ccts C and D visibility 14 mile, ond LNAV Cob C end D visibility 4 mile. For uncompensated Born-VNAV systems, INAV/VNAV NA below -5°C (231)ce doom 54°C (1301). 8cpro-VNAV and VDP NA when using Son Marcos olgrneler setting. Hercopler /slay reduction below V4 SM NA.
missat opttoAckt: Climb to 3100 direct MARNE and hold.
ARTS
119.325
SAN ANTONIO APP CON 12445 335.625
NEW BRAUN:ELS TOWER •
127.05 285.4
Gal) CON
120.175
CLNC DR
130.75
UNICOM
122.7
RAF
127.05 0
WO '
r, ----.' ... "6.
4.A. MARNE No *Si
4 NM 4- [ CI .-i,.% tet..r
A1728
1633A ..•\ ..•895 964
1412 4/
NWANO rt/if
/ /
vo NUAW10 A
A 1130/s sr C)
1225A 702 ..RW31 -------,
'I; 793 30 NM
A. icy% 800
• F80,11
f / • 2000
308°121
4 Bets
Mt4ODUINFS
MA tinWe 4 NM
ri
O Ive a
El°
gI rt..
ELEV 658 Toza 646 21( '
41FJ/1141;. A-638
A A760 t
' Mt
3100
i
MARNE
4,...
VLSI and RNAV glidepoth
Nosi Ansh 3.00ficti 50.NUM.VIO FI30,11
coincident 4 NM
Ebbing W- tern
® 10 LNAv ally. TWO 1 28°—.-
3
"t o-308° 4, CI
it> . :alb 2000313
Rw3i 4c 2500
* ....„ .... __eel \ CS 3.00° A .. ..... •-...tr 2000 TCH 45 ... 759
0 w-1.2 te.....1.-28 rim 2 t4M-- ass Ma —.-
\ "a CATEGORY A I B I C I o
/ Nei LPV DA 896- k 250 (300 MI 715 308° to
RW31 LNAV/ VNAV DA
1068-14 422150013:1
35 LNAV MDA 1080-1 4341500-)) 1080-11/4 434 (500 1%)
REIL Rwy 13 MIRL Itvrys 13.31 and 17-350 @CIRCLING
1100-1 442 (500.1)
1240-1 582 (6001)
1280-134 622 (700-13134)
1320-2 662 (700-2 )
NEW EtRAUINTBS,11XAS NEW BRAUNFELS RGNL (BAZ
Ana 1 30APR15 29°47N 98°02W RNAV (GPS) RWY 31
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A p p e n d i x D : R N A V ( G P S ) 3 5 B A Z A p p r o a c h P l a t e
NEW BRAMMIS, TEXAS AL 6060 (FAA) 15176
WAAS CH 93900
W35A
APP CRS
353°
Rwy Idg 6384 TDZE 660 Apt Elev 651
RNAV (GPS) RWY 35 NEW BRAUNFELS RGNL (BAZ)
SC
-3, 1
7 S
EP
20
15 to
15 O
CT
20
15
When local altimeter signs not received, we Son Marcos Muni altimeter setting and V intro,» all DAs 42 Feet LPV visibility 3/4 all Cots, Memos, all MDAs 60 feet LNAV and A circling Vsibilhy Cat C and D%. VDP and Bore VNAV NA whom using San Mamas la WM' d$meter selling. For uncompensated BaroVNAV ryrlens, LNAV/VNAV NA
below -16•C14•F) or above 47•C (116 3NA.
„,„.„ MISSED APPROACH: CI'mbb 3100 direct PONS< and via 3400 tree to BRAUN and hold, continue climb in hdd b 3100.
ATIS
119.325 SAI4 ANTONIO MP CON NEW BRAUNFELS TOWER .
124.45 335625 127.05 2854 GND CON
120.175 CD•C DEL
134.75
UNICOm
122.7
an 127.05 0
1728 ,•..... MAKS 035 25 A. BRAUN at ,4 NIt--Hv41
_I— 4 NM 7EM2----
SAN ANTONIO SAT
Procedure NA VOTACV163 is ond Nort
A1633 I' ,.... A----"
1412 1130
895A9644 A A 1225 702.-F°1113(
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VNAV 1110-Ws 4601500.13/4)
mob— RW35
INAV MDA PEIRwy 13490
1140-1 490(500-1)
1140.1% (500 13/4)
1140-11/2 .190 (500 nil
MIRE Rwys 13 31 and 17-35 0 CIRCLING 11401 489(500 I)
1280-13/4 629 (700.13/4)
1280.2 629 (700-2)
NEW BRAUNFELS, TUAS NEW BRAUNFELS
Arndt 2 10E808 29.471$9134071/ RNAV
RGNL (BAZ)
(GPS) RWY 35
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
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Appendix E: Private Airport List
Remarks:
TYP: Indicates type of the landing facility, either heliport or airport
Bearing and Range: Calculation from the fictitious center point
FAR P77: Indicates if FAR Part 77 criteria would be applicable to the private landing
facility
FAA IFR: Indicator flag if the landing facility has any special procedures associated.
Blank means no special procedures
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
Page 51 of 59 Aeronautical Impact Statement
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Appendix F: Public Airport List
Remarks:
All public use landing facilities within 20NM; applicable FAR Part 77 notice criteria as well as
specific obstruction criteria for runways greater than 3,200 feet in length is identified for each
public landing facility.
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EXHIBIT ALP-1
Page 52 of 59
Aeronautical Impact Statement Zorn to Marion 52
XS98 HEL GUADALUPE HOSPITAL 121.12 7.883 +248 YES
Category 'B' Circling Area extends 1.84 NM Category 'C' Circling Area extends 2.89 NM Category 'D' Circling Area extends 3.78 NM Category 'E' Circling Area extends 4.73 NM
from all runways. from all runways. from all runways. from all runways.
FACIL BEARING DISTANCE DELTA ARP FAR IDENT TYP NAME To FACIL IN N.M. ELEVATION P77
Your structure DOES NOT EXCEED FAR 77.9(b) Notice Criteria for this heliport. You are not locating within 5,000 feet of facility. You are beyond limit by: 42898.02 feet.
FACIL BEARING DISTANCE DELTA ARP FAR IDENT TYP NAME To FACIL IN N.M. ELEVATION P77
SEQ AIR RANDOLPH AFB AUX 115.51 9.698 +253 YES
This facility has at least one runway over 3,200 feet in length.
Your structure DNE FAR 77.9(a) or 77.9(b) Notice Criteria for this airport. However, you may EXCEED other Notice Standards. As a minimum, please review reports for FAR Part 77 Obstruction Surfaces, Air Navigation and Communication facilities.
You are 56884 feet from the nearest runway threshold and the threshold elevation is 528 feet. Please review runway analysis for remaining airport surfaces.
This facility has a circling approach procedure. Circling procedures have a Straight-In segment. The site can be out of the circling approach area and still be in the straight in approach segment. Please review published US Terminal Procedures for this landing facility to determine what impact (if any) this site has on the procedure(s) and/or airport.
DNE 77.9 IFR Notice Criteria SEQ
Category Category Category Category Category
'A' Circling Area extends 1.30 NM 'B' Circling Area extends 1.84 NM 'C' Circling Area extends 2.89 NM 'D' Circling Area extends 3.78 NM 'E' Circling Area extends 4.73 NM
from all runways. from all runways. from all runways. from all runways. from all runways.
FACIL BEARING DISTANCE DELTA ARP FAR IDENT TYP NAME To FACIL IN N.M. ELEVATION P77
RND AIR RANDOLPH AFB 238.87 12.36 +17 YES
This facility has at least one runway over 3,200 feet in length.
Your structure DNE FAR 77.9(a) or 77.9(b) Notice Criteria for this airport. However, you may EXCEED other Notice Standards. As a minimum, please review reports for FAR Part 77 Obstruction Surfaces, Air Navigation and Communication facilities.
You are 72026 feet from the nearest runway threshold and the threshold elevation is 743 feet. Please review runway analysis for remaining
2
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EXHIBIT ALP-1
Page 53 of 59
Aeronautical Impact Statement Zorn to Marion 53
airport surfaces.
This airport has both Circling and Straight-In Instrument Procedures. Please review published US Terminal (TERPS®) Approach Procedures for this landing facility.
DNE 77.9 IFR Notice Criteria RND
Category 'E' Circling Approach Area extends 4.73 NM from each runway.
FACIL BEARING DISTANCE DELTA ARP FAR IDENT TYP NAME To FACIL IN N.M. ELEVATION P77
HYI AIR SAN MARCOS MUNI 35.75 18.985 +183.3 YES
This facility has at least one runway over 3,200 feet in length.
Your structure DNE FAR 77.9(a) or 77.9(b) Notice Criteria for this airport. However, you may EXCEED ither Notice Standards. As a minimum, please review reports for FAR Part 77 Obstruction Surfaces, Air Navigation and Communication facilities.
You are 112519 feet from the nearest runway threshold and the threshold elevation is 588 feet. Please review runway analysis for remaining airport surfaces.
This airport has Instrument Procedures. Please review published US Terminal (TERPS®) Approach Procedures for this landing facility to determine impact.
FACIL BEARING DISTANCE DELTA ARP FAR IDENT TYP NAME To FACIL IN N.M. ELEVATION P77
MDA HEL MARTINDALE AHP 232.23 19.979 +104 YES
Your structure DOES NOT EXCEED FAR 77.9(b_ Notice Criteria for this heliport. You are not locating within 5,000 feet of facility. You are beyond limit by: 116394.7 feet.
FACIL BEARING DISTANCE DELTA ARP FAR IDENT TYP NAME To FACIL IN N.M. ELEVATION P77
1T8 AIR BULVERDE AIRPARK 287.64 20.576 -302 YES
This facility does not have a runway over 3,200 feet in length.
Your structure DNE FAR 77.9(a) or 77.9(b) Notice Criteria for this airport. However, you may EXCEED other Notice Standards. As a minimum, please review reports for FAR Part 77 Obstruction Surfaces, Air Navigation and Communication facilities.
You are 124456 feet from the nearest runway threshold and the threshold elevation is 1075 feet. Please review runway analysis for remaining airport surfaces.
No Circling or Straight-In Instrument Approach Procedures were found for this landing facility or your proposed location is greater than 10 nautical miles from the airport. No Expected TERPS® impact.
3
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FACIL BEARING DISTANCE DELTA ARP FAR
IDENT TYP NAME To FACIL IN N.M. ELEVATION P77
T94 AIR TWIN-OAKS 259.14 20.903 -95 YES
This facility does not have a runway over 3,200 feet in length.
Your structure DNE FAR 77.9(a) or 77.9(b) Notice Criteria for this airport. However, you may EXCEED other Notice Standards. As a minimum, please review
reports for FAR Part 77 Obstruction Surfaces, Air Navigation and Communication facilities.
You are 126384 feet from the nearest runway threshold and the threshold
elevation is 834 feet. Please review runway analysis for remaining airport surfaces.
No Circling or Straight-In Instrument Approach Procedures were found
for this landing facility or your proposed location is greater than
10 nautical miles from the airport. No Expected TERPS® impact.
THE NEAREST AIRPORT TO CASE COORDINATES IS: BAZ
NEW BRAUNFELS RGNL is an Airport type landing facility and is associated
with the city of NEW BRAUNFELS, TX. The facility is eligible for Study
under FAR Part 77 sub-Part C.
Its Reference Point (ARP) elevation is: 658.4 feet AMSL and you are
locating 27567 feet from this landing facility.
Airspace® State Data Version 2015.9.271
09-30-2015
14:02:08
4
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
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Appendix G: Public Airport Runway Part 77 Classification.
Runway Ident Landing Facility Name BE
Classification
Type
Runway
RE
Classification
Type
BAZ New Braunfels Rgnl 13 C 31 C
17 C 35 C
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
E70 Huber Airport Civic Club LLC 16 A(V) 34 A(V)
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
XS98 Guadalupe Hospital H1 N/A N/A N/A
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
SEQ Randolph AFB Aux 13 PIR 31 PIR
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
RND Randolph AFB 14L PIR 32R PIR
14R PIR 32L PIR
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
HYI San Marcos Muni
08 D 26 D
13 PIR 31 D
17 C 35 D
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
MDA Martindale AHP 18 UNK 36 UNK
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
1T8 Bulverde Airpark 16 A(V) 34 A(V)
Runway
Ident Landing Facility Name BE Classification
Type
Runway
RE
Classification
Type
T94 Twin-Oaks 12 A(V) 30 A(V)
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
Page 56 of 59
A e r o n a u t i c a l I m p a c t S t a t e m e n t
Zorn to Marion 56
A p p e n d i x H : F r e s n e l Z o n e A n a l y s i s
Federal Airways & Airspace
1423 South Patrick Drive Satellite beach, FL 32937 (321)777-1266 Fax: (321)777-8595 http://www.AirspaceusA.com
Executive Summary
Date: October 30, 2015
Subject: RCLR Fresnel Zone Analysis
Project: 2015-AIS-1866-OE
Site ID: Zorn to Marion
The analysis for the width of the QT5 to QT6 RCLR Microwave Link is complete. The below information should
be used to plan the Zorn to Marion power connectivity.
QT5 RCLR
Location: N. Latitude 29° 40' 54.30" and W. Longitude 97° 53' 59.88"
Ground Elevation: 731' AMSL (USGS)
AGL: 157'
Overall Elevation: 888' AMSL
QT6 RCLR
Location: N. Latitude 29° 32' 39.40" and W. Longitude 98° 21' 39.40"
Ground Elevation: 1016' AMSL (USGS)
AGL: 150' (estimated)
Overall Elevation: 1166' AMSL
Distance Between 0.T5 and QT6: 46,664.73 meters
Frequency: 7500 MHz
First Fresnel Zone radius: 21.6 meters (Widest Point)
Wire Spans through the Fist Fresnel Zone will be insignificant with respect to signal attenuation. Power Pole
should be no closer than the radius at its widest point which is at 23.33 km from QT5. KML documents (QT5-
East, 0.16-West and 055-QT6_RCLR) can be loaded into Google Earth for a visual presentation.
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
EXHIBIT ALP-1
Page 57 of 59
A e r o n a u t i c a l I m p a c t S t a t e m e n t
Zorn to Marion 57
A p p e n d i x I : F A A M i l i t a r y S c r e e n i n g R e s u l t s
Re vi s i on No. : FINAL Doc u me nt No: 2015 -AIS -1866 -OE Date : 19 J anu a ry 2016
DOD Preliminary Screening Tool - Desk Reference Guide V_2014.2.0
Disclaimer: The DoD Preliminary Screening Tool enables developers to obtain a preliminary review of potential impacts to Long-Range and Weather Radar(s), Military Training Route(s) and Special Airspace(s) prior to official 0E/AAA filing. This tool will produce a map relating the structure to any of the DoD/DHS and NOAA resources listed above. The use of this tool is 100 % optional and will provide a first level of feedback and single points of contact within the DoD/DHS and NOAH to discuss impacts/mitigation efforts on the military training mission and NEXRAD Weather Radars. The use of this tool does not in any way replace the official FAA processes/procedures.
Instructions: Select a screening type for your initial evaluation. Currently the system supports pre-screening on: -Air Defense and Homeland Security radars(Long Range Radar) -Weather Surveillance Radar-1988 Doppler radars(NEXRAD) -Military Operations Enter either a single point or a polygon and click submit to generate a long range radar analysis map. Military Operations is only available for a single point. At least three points are required for a polygon, with an optional fourth point. The largest polygon allowed has a maximum perimeter of 100 miles.
Screening Type: 'Military Operations Id Geometry Type: 'Single Point 'J
Point Latitude Longitude
Deg Min Sec Dir Deg Min Sec Dir
129 1 137 1 148.97 I Igs I 19 1 159.38 1
I w Horizontal Datum: I NAD83
Submit
The preliminary review of your proposal does not return any likely impacts to military airspace. Please contact Dr. Thomas (Thom) H. Rennie at the USAF Regional Enviromental Coordinator at (214)767-4678 for confirmation and documentation.
The preliminary review of your proposal does not return any likely impacts to military airspace. Please contact the US Navy Representative, FAA Central Service Area at the USN Regional Enviromental Coordinator at (817) 222-5930 for confirmation and documentation.
The preliminary review of your proposal does not return any likely impacts to military airspace. Please contact LTC Owen B. Castlemain at the USA Regional Enviromental Coordinator at (817) 222-5921 for confirmation and documentation.
The preliminary review of your proposal does not return any likely impacts to military airspace. Please contact the US Navy Representative, FAA Central Service Area at the USMC Regional Enviromental Coordinator at (817) 222-5930 for confirmation and documentation.
I UNILJ,A1-1-' WITHIN ?4 45\335.825 V
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13.2017v
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A(483)\_141.461 r
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r ( R N D ) 8.25-*
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630 - 19 Staples
Any questions interpreting the map, please email Steve Sample with your question/s and phone number at [email protected]
EXHIBIT ALP-1
Page 58 of 59 Aeronautical Impact Statement
Zorn to Marion 58
Glossary of Terms & Acronyms
AGL – Above Ground Level – Refers to a structures height above ground level.
AMSL – Above Mean Sea Level – Elevation or altitude of any object relative to the average sea
level.
FAR – Federal Aviation Regulations – Rules prescribed by the FAA that govern all aviation
activities in the United States. The FAR’s are part of Title 14 of the Code of Federal Regulations.
IFR – Instrument Flight Rules – Flight rules used when conditions are not suitable for VFR
flying.
MSL – Mean Sea Level – Refers to the average sea level.
MEA – Minimum En Route Altitude – is the lowest published altitude between radio navigation
fixes that assures acceptable navigational signal coverage and meets obstacle clearance
requirements (MOCA) between those fixes.
MOCA – Minimum Obstacle Clearance Altitude – The MOCA provides the required clearance
above obstacles contained inside the obstacle clearance areas.
MVA – Minimum Vectoring Altitudes - The lowest MSL altitude at which an IFR aircraft will be
vectored by a radar controller, except as otherwise authorized for radar approaches, departures,
and missed approaches. The altitude meets IFR obstacle clearance criteria
NEXRAD - Next Generation Radar – A network of 160 high resolution S-Band Doppler
Weather Radars.
RCL – Radio Communications Link – Microwave Path for radio communications
TERPS – Terminal Instrument Procedures – IFR procedures and procedure areas associated
with an airport. TERPS can also refer to the Aeronautical CAD program produced and used by
Federal Airways & Airspace.
TDWR – Terminal Doppler Weather Radar – Weather radar usually located near an airport.
VFR – Visual Flight Rules – Flights rules used in fair to excellent flying conditions and under
certain limitation. See Title 14 CFR Part 91.
VOR – VHF Omni directional Radio Range- Short range radio navigation system using land
based transmitters. VORs can be used as guidance along a route or for Instrument Approach
Procedure guidance.
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This Page Intentionally Left Blank
Revision No.: FINAL Document No: 2015-AIS-1866-OE Date: 19 January 2016
Maximum
Maximum
at CL
Maximum
20 ft from
CL
Maximum
40 ft from
CL
Maximum
60 ft from
CL
Maximum
80 ft from
CL
Transmission Line Configuration (kV/m) (kV/m) (kV/m) (kV/m) (kV/m) (kV/m)
Vertical Configuration with One Circuit Installed 4.06 3.51 3.90 2.17 0.76 0.14
Vertical Configuration with Two Circuits Installed 2.91 2.31 2.91 1.85 0.74 0.23
Maximum
Maximum
at CL
Maximum
20 ft from
CL
Maximum
40 ft from
CL
Maximum
60 ft from
CL
Maximum
80 ft from
CL
Transmission Line Configuration (mG) (mG) (mG) (mG) (mG) (mG)
Vertical Configuration with One Circuit Installed 16.30 15.27 16.00 12.48 8.62 5.96
Vertical Configuration with Two Circuits Installed 15.03 13.72 14.68 11.13 7.47 5.04
CL = Centerline of Structure
Zorn-Marion 345-kVExhibit ALP-2: Electric and Magnetic Field Calculations
Notes:
Electric fields calculated in kilovolts per meter (kV/m).
Magnetic fields calculated in milliGauss (mG).
For a visual representation of the typical vertical tangent configuration, please see Figure 1-7 of the EA.
Table ALP-1a: Electric Fields Summary
Table ALP-1b: Magnetic Fields Summary