Attachment 01 - TMB Siting Report_Final.pdf

Federal Aviation Administration

Miami Executive Airport Miami, Florida

Airport Traffic Control Tower Siting Report

Engineering Services Terminal Engineering Center, Atlanta

Developed by: Effective Date: November 15, 2022 Genique Clinton Maylisse Matos

EXECUTIVE SUMMARY

The Miami Executive Airport (TMB) Airport Traffic Control Tower (ATCT) is a Federal Aviation Administration (FAA) owned facility. The existing TMB tower is a non-standard tower commissioned in 1968. The existing cab size is approximately 216 square feet with a cab eye level of 80 feet Above Ground Level (AGL). The TMB ATCT is a Level 7 facility. The Quick Look Evaluation prepared June 11, 2018 documents the Line of Sight (LOS) obstruction areas of concern at the existing TMB ATCT. This siting report provides a discussion of the siting process, evaluation criteria for the new tower, an overview of all potential sites considered, a detailed evaluation of the primary site options, and the conclusions and recommendations. The cost estimates and building sizes presented in this report are for planning and site selection purposes only.

The proposed action is to identify and reserve a location on the airport for a replacement ATCT that meets the criteria of the FAA Siting Order 6480.4B, Airport Traffic Control Siting Process.

The first visit to the Airport Facilities Terminal Integration Laboratory (AFTIL-1) in Atlantic City, New Jersey, was conducted the week of March 9, 2020. Representatives from the Eastern Service Area (ESA) Engineering Services, Flight Procedures, Orlando Airport District Office, TMB Air Traffic Controllers, Airport Sponsor the Miami-Dade Aviation Department, Eastern Service Center Planning and Requirements Group among others participated in this meeting.

Eight initial sites were evaluated during the AFTIL-1; several sites were eliminated due to future airport developments, vehicle access, and excessive tower height to attain good visibility of the airport areas. Site 3, Site 10, and Site 11 were identified as viable sites. The viable sites were further evaluated during the AFTIL-2, conducted the week of August 31, 2021, with consideration to future airport expansion and the placement and orientation of the ATCT Cab to the airfield, control positions, equipment, mullion and stairwell locations, for the optimal visibility of the TMB Air Traffic Controllers.

Site 3 was removed as a non-viable site due to high-risk hazards the construction of the new ATCT would cause for Air Traffic Controllers working in the existing TMB ATCT. Site 11 was raised 16 feet in elevation to mitigate hazards caused by the non-visibility of the North Ramp area needed for situational awareness for Ground Control, restricted visibility of TWY G and the helipad, and limited visibility of the South Ramp.

Recommended Action/Location The recommended site is Site 10, located to the east of the existing ATCT, north of RWY 27L- 9R, and south of RWY 27R-9L. The proposed tower cab floor elevation is 167 feet AGL and 175 feet Above Mean Sea Level (AMSL). This is the shortest possible ATCT that meets all siting criteria and is deemed safe under the Safety Management System (SMS). The proposed tower provides unobstructed views of all controlled airport surface areas and maximum visibility of all airborne traffic.

The tower cab will be an 8-sided cab approximately 440 square feet in size. The proposed Base Building is estimated at approximately 10,362 square feet. The proposed tower will facilitate a safe operating environment for aeronautical activity at TMB well into the future. The Recommended Site provides the best possible Air Traffic Control Specialist (ATCS) visibility of air traffic operation and is the least expensive of the Preferred sites. Site 10 is the final recommended site.

Impacts Refer to Paragraph 1.3.3, Siting Criteria Evaluation, for TERPS and Part 77 for impacts from the proposed construction of this ATCT at Site 10. There are no other known impacts in terms of LOS or future airport development, and local weather phenomena with the potential to impair visibility.

APPROVAL AUTHORITIES

Director of Air Traffic Services, Eastern Service Area

Director of Technical Operations, Eastern Service Area

Director of Air Traffic Control Facilities, FAA Headquarters

TABLE OF CONTENTS

1.0 PREFERRED SITES

1.1 Preferred Sites Aerial View

1.2 Site Comparison Chart

1.3 Site 10

1.3.1 Description

1.3.2 Site Reference Data

1.3.3 Siting Criteria Evaluation

1.4 Site 11

1.4.1 Description

1.4.2 Site Reference Data

1.4.3 Siting Criteria Evaluation

2.0 FINAL SITE RECOMMENDATION

3.0 CAB SIZE AND ORIENTATION

4.0 SUPPLEMENTAL INFORMATION

LIST OF APPENDICES

Appendix A – Airport Concurrence Letter ............................................................................ A-1

Appendix B – Cost Estimate .....................................................................................................B-1

Appendix C – All Sites Evaluated ........................................................................................... C-1

Appendix D – Panoramic Views from AFTIL ....................................................................... D-1

Appendix E – Drawings (Cab Layout, Airport Layout Plan, Cab Structures, Airport Cable Drawings) ...........................................................................................................E-1

Appendix F – Obstruction Evaluations/Airport Airspace Analysis (OE/AAA) .................. F-1

Appendix G – Environmental Documentation ....................................................................... G-1

Appendix H – Air Traffic Control Visibility Analysis Tool (ATCVAT) ............................. H-1

Appendix I – Servicing Security Element Evaluation ............................................................. I-1

Appendix J – Meeting Minutes and Other Pertinent Information ....................................... J-1

Appendix K – Safety Risk Management Document .............................................................. K-1

Appendix L – Siting Report Amendments...............................................................................L-1

LIST OF FIGURES

Figure 1. Preferred Sites Aerial View

Figure 2. Site 10 Cab Size and Orientation

LIST OF TABLES

Table 1. Site Comparison Chart

1.0 PREFERRED SITES

1.1 Preferred Sites Aerial View

Figure 1. Preferred Sites Aerial View

1.2 Site Comparison Chart

Table 1. Site Comparison Chart Item Description Site 10 Site 11

Recommended Site: AFTIL-2 action Yes No Latitude 25° 38′ 54.50″ N 25° 38′ 51.99″ N Longitude 80° 25′ 40.94″ W 80° 25′ 41.13″ W Cab Size 440 sq ft 440 sq ft Cab Orientation GC facing West GC facing West Columns/Mullions Mullions Mullions Console Type (traditional, slat wall) Slat Wall Slat Wall Land Area 3.1 acres 3.0 acres Eye-Level (AGL) 172′ 174′ Eye-Level (AMSL) 180′ 182′ Cab Floor Level (AGL) 167′ 169′ Cab Floor Level (AMSL) 175′ 177′ Top of Tower (AGL) 202′ 204′ Top of Tower (AMSL) 210′ 212′ Estimated Ground Level (AMSL) 8′ 8′ Maximum Distance (to farthest point on all runways and taxi ways) 6,036′ 6,084′

2-Point Lateral Discrimination (Deg) Pass Pass Object Discrimination (Pass/Fail) Front View (Dodge Caravan)

Pass Pass

Object Discrimination (Pass/Fail) Front View (C-172)

Pass Pass

Line of Sight Angle of Incidence Pass Pass

ATCT Orientation Direction West West Access to ATCT Site (Yes or No) Yes Yes NASWATCH Issues No No TERPS Impacts Yes Yes 14 CFR Part 77 Impacts Yes Yes Environmental Issues No No ATCT Potential Impacts to Future & Existing

NAVAIDS

No No

Comparative Cost Estimate* (AGL Height x $100K) $20,200,000 $20,400,000

Safety Assessment Initial Risk Ranking

H M L H M L

0 0 0 0 0 0 Safety Assessment Predicted Residual Risk Ranking

H M L H M L 0 0 0 0 0 0

* The comparative cost estimate is not for budgetary purposes; it is for site comparison purposes only.

1.3 Site 10

1.3.1 Description

Located east of the existing TMB ATCT, north of RWY 27L-9R.

1.3.2 Site Reference Data

A. Latitude/Longitude: 25° 38′54.50″N, 80° 25′40.94″W

B. Eye Level: 172′ AGL

C. Top of Tower: 202′ AGL

D. Site Elevation: 8′ AMSL

1.3.3 Siting Criteria Evaluation

A. TERPS

Per the final determination letter:

The new ATCT penetrates the RNAV (GPS) RWY 27L (LNAV mins (non-precision)) final segment raising the MDA from 420 ft to 520 ft No Effect Height (NEH) 157 ft AMSL W/4D to a MDA of 460 ft NEH 157 ft AMSL W1/A. It also penetrates the RNAV (GPS) RWY 27R (LNAV mins (non-precision)) final segment raising the MDA from 420 ft to 520 ft NEH 157 ft AMSL W/4D to a MDA of 460 ft NEH 157 ft AMSL W1/A.

This proposed ATCT location penetrates the KTMB VFR traffic pattern airspace and will have an adverse effect. The proposed tower also penetrates the Visual Horizontal Surface. The location and the proposed height of the building is a safety concern for VFR traffic to multiple runways. The adverse effect created by the tower location at its proposed height and location may be a hazard to VFR air navigation, especially during night operations and periods of ceiling and visibility conditions at or near the minimum allowed for VFR flight. Flight Standards would have no objection providing the adverse effect is mitigated to include proper lighting/marking in accordance with FAA Advisory Circular

(AC) 70-460-1.

Refer to Appendix F for the final determination letter.

B. 14 CFR Part 77, Obstruction Evaluation/Airport Airspace Analysis (OE/AAA) Requirements

The ATCT will exceed the Part 77 horizontal surface. The structure must be marked with a red obstruction light(s). Red obstruction light(s) must conform to Chapter 3, 4, 5, and

12 in accordance with FAA Advisory Circular (AC) 70/7460-1M, Obstruction Marking and Lighting.

C. Impacts to Communications, Navigation and Surveillance Equipment (NASWATCH)

Site 10 does not introduce any NASWATCH concerns. Refer to Appendix F for the final determination letter.

D. Visibility Performance Requirements

A visibility siting requirements analysis was conducted using the FAA’s Airport Traffic Control Visibility Analysis Tool (ATCVAT) to address the unobstructed view, object discrimination, and LOS angle of incidence requirements. Site 10 passed all analyses and does not require any additional mitigation strategies. Refer to Appendix H for additional details.

E. Safety Assessment

Site 10 has no hazards. Refer to Appendix K for the full comparative safety analysis.

F. Operational Requirements

The ATCT orientation, weather, look-down angle, look-up angle, look across angle, access, and visibility of non-movement areas were taken into consideration during the siting process with no hazards found. The cab was configured with mullions to minimize LOS impacts. The stairwell is to be located to the rear (east side) of the tower cab with a gate swinging towards the inside of the tower cab.

G. Economic Considerations

Consideration was given to economic factors when evaluating ATCT sites. Refer to Appendix B for a detailed cost estimate.

H. Environmental

There are no Recognized Environmental Conditions (RECs), Historical RECs (HRECs) or Controlled RECs (CRECs) in connection with Site 10. Refer to Appendix G for the complete Phase I Environmental Site Assessment (ESA) for additional information.

1.4 Site 11

1.4.1 Description

Located east of the existing TMB ATCT, north of RWY 27L-9R.

1.4.2 Site Reference Data

A. Latitude: 25° 38′ 51.99″ N and Longitude 80° 25′ 41.13″ W.

B. Eye Level: 174′ AGL

C. Top of Tower: 204′ AGL

D. Site Elevation: 8′ AMSL

1.4.3 Siting Criteria Evaluation

A. TERPS

Per the final determination letter:

Construction at this location creates an IFR effect. This location penetrates RNAV(GPS)RWY27L (LPV line of mins) missed approach segment raising the HAT from 200ft to 250ft NEH 150ft AMSL W/1A, it also penetrates the RNAV(GPS)RWY 27L&R (LNAV line of mins) missed approach segment raising the HATh from 412ft to 472ft NEH 170ft W/1A.

Proposed ATCT location penetrates the KTMB VFR Traffic pattern airspace of multiple runways. IAW FAA Order 7400.2, Section 6-3-3(b) and 6-3-8, d, 1, this proposal will have an adverse effect, structure may be distracting during the critical phase of flight. Flight Standards would have no objection providing the adverse effect is mitigated with proper marking/lighting. Refer to Appendix F for the final determination letter.

Refer to Appendix F for the final determination letter.

B. 14 CFR Part 77, Obstruction Evaluation/Airport Airspace Analysis (OE/AAA) Requirements

The ATCT will exceed the Part 77 horizontal surface. The structure must be marked with a red obstruction light(s). Red obstruction light(s) must conform to Chapter 3, 4, 5, and 12 in accordance with FAA AC 70/7460-1M, Obstruction Marking and Lighting. Refer to Appendix F for the final determination letter.

C. Impacts to Communications, Navigation and Surveillance Equipment (NASWATCH)

Site 11 does not have any NASWATCH impacts. Refer to Appendix F for the final determination letter.

D. Visibility Performance Requirements

A visibility siting requirements analysis was conducted using the FAA’s Airport Traffic Control Visibility Analysis Tool (ATCVAT) to address the unobstructed view, object discrimination, and LOS angle of incidence requirements. Site 11 passed all analyses and does not require any additional mitigation strategies. Refer to Appendix H for additional details.

E. Safety Assessment

Site 11 has no hazards. Refer to Appendix K for the full Comparative Safety Analysis.

F. Operational Requirements

The ATCT orientation, weather, look-down angle, look-up angle, look across angle, access, and visibility of non-movement areas were taken into consideration during the siting process with no hazards found. The cab was configured with mullions to minimize LOS impacts. The stairwell is to be located to the rear (east side) of the tower cab with a gate swinging towards the inside of the tower cab.

G. Economic Considerations

Consideration was given to economic factors when evaluating ATCT sites. Refer to Appendix B for a detailed cost estimate.

H. Environmental

There are no RECs, HRECs or CRECs in connection with Site 11. Refer to Appendix G for the complete Phase I ESA for additional information.

2.0 FINAL SITE RECOMMENDATION

Site 10 is the final recommended site (refer to Paragraph 1.3 for site details). Site 10 provides the better overall visibility of the airfield for the controller from all operating positions, has no LOS issues and no hazards, and appears to be the most viable for future airport expansion projects.

3.0 CAB SIZE AND ORIENTATION

The cab for a new TMB ATCT will be 440 square feet and will be oriented with Ground Control facing west. Air Traffic selected mullions as the structural supports. Refer to Appendix E for relevant drawings.

Figure 2. Site 10 Cab Size and Orientation

4.0 SUPPLEMENTAL INFORMATION

Appendix A – Airport Concurrence Letter

Appendix B – Cost Estimate

Appendix C – All Sites Evaluated

Appendix D – Panoramic Views

Appendix E – Drawings (Cab Layout, Airport Layout Plan, Cab Structures, Airport Cable Drawings)

Appendix F – Obstruction Evaluations/Airport Airspace Analysis (OE/AAA)

Appendix G – Environmental Documentation

Appendix H – Air Traffic Control Visibility Analysis Tool (ATCVAT)

Appendix I – Servicing Security Element

Appendix J – Other Pertinent Information

Appendix K – Safety Risk Management Document

Appendix L – Siting Report Amendments

A-1

Appendix A – Airport Concurrence Letter

Refer to the Knowledge Sharing Network (KSN) for the Airport Concurrence Letter.

https://ksn2.faa.gov/AJW/AJW244C/dei/siting/Documents1/TMB

B-1

Appendix B – Cost Estimate

B-2

C-1

Appendix C – All Sites Evaluated

Site 1: Eliminated due to lack of visibility to TWY G Eye Height: 162′ AGL Top of Tower: 192′ AGL Site Elevation: 8′

Site 3: Eliminated due to hazards while working in the current ATCT during construction of the proposed ATCT.

North of existing ATCT, lawn area. Preferred site after AFTIL-1. Site 3 was eliminated at the AFTIL-2 due to possible high risk hazards and concerns with LOS issues and blockages of RWY 9L/27R from the landing threshold of RWY 27R to approximately 1000 ft. down the runway, a portion of TWY A and proposed TWY B, the North Ramp, the right downwind and right base to RWY 27R including a portion of the left downwind to RWY 9L, and the touchdown area of the existing RWY 27R.

Eye Level: 174′ AGL Top of Tower: 204′ AGL Site Elevation: 6′

Site 6 – Not Viable/Eliminated. Relocation of road necessary; the airport and Engineering Services did not prefer this site.

Added Sites Site 7 (Added at AFTIL-1): Not preferred, obstructed views of many movement areas. TERPS impacts.

Site 8 (Added at AFTIL-1): Too close to road, does not provide required setbacks without moving road.

Site 9 (Added at AFTIL-1): Good site, good visibility 65′ feet away from Site 10. Eliminated due to proximity to Site 10 and better visibility at Site 10.

Site 10 (Recommended): Preferred Site Clears all Quick Look visibility problems. 65′ away from Site 9. Better view of TWY G.

Coordinates: Lat: 25° 38′ 54.50″ N, Long: 80° 25′ 40.94″ W Eye Height: 172′ AGL Total Height: 202′ AGL Site Elevation: 8′ Orientation: Ground Control (GC) facing West Columns/Mullions: Mullions Stairs: Rear (east side) of cab

Site 11: Preferred Site South of Site 10, good view of all airport. Between Site 8 and Site 9. Only issue was potential view of heli pad, but will be addressed by airport.

C-2

Coordinates:

Lat: 25°38′ 51.99″ N Long: 80° 25′ 41.13″ W Eye Height: 174′ AGL Total Height: 204′ AGL Site Elevation: 8′ Orientation: Ground Control (GC) facing West Columns/Mullions: Mullions Stairs: Rear (east side) of cab

The MDAD inquired as to whether a set of proposed hangars, originally introduced in the AFTIL-1 evaluation and running north/south, could be displayed and reviewed. The team agreed to raise the height 16 ft to 174 ft AGL cab floor and revaluate Site 11. The Siting Team re-evaluated Site 11 with both the East/West and North/South proposed hangars. The North/South proposed hangars were viewed with a maximum height of 45 feet AMSL/37 feet AGL. No changes were made to orientation of cab or placement of control position locations, mullions and stairwell location. No hazard LOS issues were identified at this elevation.

D-1

Appendix D – Panoramic Views from AFTIL

Refer to the KSN for the panoramic views.

E-1

Appendix E – Drawings (Cab Layout, Airport Layout Plan, Cab Structures, Airport Cable Drawings)

Refer to the KSN for all associated drawings.

F-1

Appendix F – Obstruction Evaluations/Airport Airspace Analysis (OE/AAA)

Refer to the KSN for the final determination letters.

G-1

Appendix G – Environmental Documentation

Refer to the KSN for Phase I ESA.

H-1

Appendix H – Air Traffic Control Visibility Analysis Tool (ATCVAT)

Refer to the KSN for ATCVAT results.

I-1

Appendix I – Servicing Security Element Evaluation

The Security requirements which must be taken into consideration at this time are:

• An FAA Security perimeter fence around the complete area to include the tower, base building and parking area.

• The exterior requirement (from perimeter fence) commonly referenced as the Clear Zone must be twenty feet from perimeter fence outward towards any building, road, etc. The property line may cause the fence to be placed closer to the tower and other buildings to maintain the clear zone.

• In addition, interior requirement of twenty feet (minimum) inward Buffer zone from the fence to tower, base building, parking lot, etc. must be kept.

(NOTE) The twenty foot exterior (Clear Zone) and interior (Buffer Zone) requirements can be addressed prior to final location selection.

Thank you, Rafael Murcia Infrastructure Protection Specialist IPS Atlanta Infrastructure Protection Branch, AXF-420 (Desk) 305-716-1624 (Cell) 305-986-3431 rafael.murcia@faa.gov

J-1

Appendix J – Meeting Minutes and Other Pertinent Information

Refer to the KSN for meeting minutes and other pertinent information.

K-1

Appendix K – Safety Risk Management Document

Refer to the KSN for the complete report.

L-1

Appendix L – Siting Report Amendments

Not applicable.