Direct Testimony of Aimee Pasquarella - LCRA · DIRECT TESTIMONY OF AIMEE L. PASQUARELLA ... 26 Marion 345-kV Transmission Line Project within ... 19 A. LCRA TSC will design the Project

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

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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


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



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


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


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


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


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


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


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


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


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


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


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


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

https://oeaaa.faa.gov/

EXHIBIT ALP-1


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 VOR/DME -A Procedure ..................................................................................................... 29

BAZ Circling Areas ...................................................................................................................... 30

BAZ Runway 13 Initial Climb Area ............................................................................................. 31


EXHIBIT ALP-1


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


EXHIBIT ALP-1


Zorn to Marion 5

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.


N

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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


Study area

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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


Study area

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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.


Study area

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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.


Study area

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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.


Study area

EXHIBIT ALP-1

Page 13 of 59

Aeronautical Impact Statement Zorn to Marion 13

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.


Study area

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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.


Study area

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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.


AOS are: D2, Q1, B2, N1 and C2.


Study area

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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.


Study area Start of flat surface

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.


Study area

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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.


Study area

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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.


Study area

EXHIBIT ALP-1


Zorn to Marion 20

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


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.


Study area

EXHIBIT ALP-1


Zorn to Marion 21

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.


Study area

EXHIBIT ALP-1


Zorn to Marion 22





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.


Study area

EXHIBIT ALP-1


Zorn to Marion 23




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.


Runway 31 LNAV are: D2, G2, and I2.


Study area

EXHIBIT ALP-1


Zorn to Marion 24





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.


Study area

EXHIBIT ALP-1


Zorn to Marion 25



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.


Runway 31 LPV are: D2.


Study area

EXHIBIT ALP-1


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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.


Study area

EXHIBIT ALP-1


Zorn to Marion 27





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.


Runway 35 VNAV are: N1, Q1, B2, F2, E2 and L2.


Study area

EXHIBIT ALP-1


Zorn to Marion 28



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.


Runway 35 LPV are: N1, Q1, C2, and B2


Study area

EXHIBIT ALP-1


Zorn to Marion 29

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.


Study area

EXHIBIT ALP-1


Zorn to Marion 30

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.


Study area

D

B

A

C

EXHIBIT ALP-1


Zorn to Marion 31

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.


Study area

EXHIBIT ALP-1


Zorn to Marion 32

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


Study area

EXHIBIT ALP-1


Zorn to Marion 33

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.


Study area

EXHIBIT ALP-1


Zorn to Marion 34

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.


Study area

EXHIBIT ALP-1


Zorn to Marion 35

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.


SAT ARSR

Study area

EXHIBIT ALP-1


Zorn to Marion 36

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.


Study area

EWX NWS

Radar

EXHIBIT ALP-1


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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.


S A T A S R

Study area

EXHIBIT ALP-1


Zorn to Marion 38

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.


Study area Special Use Airspace

EXHIBIT ALP-1


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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.


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.


local zoning approach surfaces are: N1.


EXHIBIT ALP-1


Zorn to Marion 40

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.


EXHIBIT ALP-1


Zorn to Marion 41

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.


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


EXHIBIT ALP-1


Zorn to Marion 42

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.


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.


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.


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.


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.


EXHIBIT ALP-1


Zorn to Marion 43

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.


the Initial Climb Area for Runway 13 are: and D2.


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.


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.


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.


EXHIBIT ALP-1


Zorn to Marion 44

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


EXHIBIT ALP-1


Zorn to Marion 45

Appendix


EXHIBIT ALP-1

Page 46 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 46

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


EXHIBIT ALP-1


Zorn to Marion 47

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


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


EXHIBIT ALP-1


Zorn to Marion 48

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


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


EXHIBIT ALP-1


Zorn to Marion 49

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


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(

A IA7S9 RW35

. 844 . 4

TI M

?DC° /g044

'et/ ------______,

1 Fol

far arrival at SAT (IF/IAF)

V19hbound.8112 westbound

FORES

A

•

5

—

BOO

N. en ..—

A793

340••

-.1g

/

RMITOU

H IIN

RFS

KAM

A-638

}

/

10

E

g l'S

a to

E

gJ A

REV 651 I TD7E 650 CT) 4 NM

•

820 ±

(9 0

A 760 ± % . 4

N M

Holding Poem PORES 3000e 173°

3100

1

FONEK

4 tr'

340

BRAU

N A

#.,.

co a

* A

759

3530-3-

GS 3.00•

--`• 3 TAB

... X

2500"

1ANMb RW35

I RW35 ...3/4%.%•%.0....I

*WAY ally.

.14

t TCH 45

4.1 tat ___ 42 NM —.- 14 row ..—

TWIL• C.nlEGORY A I B C I D 715 IPV DA 929-1 279 (300 1) 35 (NAV/ DA

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


EXHIBIT ALP-1


Zorn to Marion 50

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


EXHIBIT ALP-1


Zorn to Marion 51

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.


EXHIBIT ALP-1

Page 52 of 59


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.


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.


RND AIR RANDOLPH AFB 238.87 12.36 +17 YES



You are 72026 feet from the nearest runway threshold and the threshold elevation is 743 feet. Please review runway analysis for remaining

2


EXHIBIT ALP-1

Page 53 of 59


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.


HYI AIR SAN MARCOS MUNI 35.75 18.985 +183.3 YES


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.


This airport has Instrument Procedures. Please review published US Terminal (TERPS®) Approach Procedures for this landing facility to determine impact.


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.


1T8 AIR BULVERDE AIRPARK 287.64 20.576 -302 YES

This facility does not have a runway over 3,200 feet in length.



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


EXHIBIT ALP-1


Zorn to Marion 54

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


EXHIBIT ALP-1


Zorn to Marion 55

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


Type

Runway

RE

Classification

Type

XS98 Guadalupe Hospital H1 N/A N/A N/A

Runway


Type

Runway

RE

Classification

Type

SEQ Randolph AFB Aux 13 PIR 31 PIR

Runway


Type

Runway

RE

Classification

Type

RND Randolph AFB 14L PIR 32R PIR

14R PIR 32L PIR

Runway


Type

Runway

RE

Classification

Type

HYI San Marcos Muni

08 D 26 D

13 PIR 31 D

17 C 35 D

Runway


Type

Runway

RE

Classification

Type

MDA Martindale AHP 18 UNK 36 UNK

Runway


Type

Runway

RE

Classification

Type

1T8 Bulverde Airpark 16 A(V) 34 A(V)

Runway


Type

Runway

RE

Classification

Type

T94 Twin-Oaks 12 A(V) 30 A(V)


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.


http://www.airspaceusa.com/

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.

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Any questions interpreting the map, please email Steve Sample with your question/s and phone number at [email protected]

http://qpk.f.tv/

EXHIBIT ALP-1


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.


EXHIBIT ALP-1


Zorn to Marion 59

This Page Intentionally Left Blank


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

rhernan2

Text Box

EXHIBIT ALP-2 Page 1 of 1

Documents

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