J2e DWH_V2.0_Siting_Report_Final.pdf

Federal Aviation Administration

David Wayne Hooks Memorial Airport Tomball, Texas

Airport Traffic Control Tower Siting Report Version 2.0

Engineering Service Terminal Engineering Center

Developed by: Effective Date: January 10, 2025 David Hull

EXECUTIVE SUMMARY

David Wayne Hooks Memorial Airport (DWH) is a privately owned airport with a Federal Aviation Administration (FAA)-owned Airport Traffic Control Tower (ATCT) in Houston, Texas. DWH is a public-use regional airport located about 23 miles northwest of Houston’s central business district and about 10 miles northwest of George Bush International Airport (IAH) in Tomball, Texas. The existing DWH tower is a Hunt/AVCO tower commissioned in 1979. The existing cab size is approximately 225 square feet with a cab floor height of 40 feet above ground level (AGL). The DWH ATCT is a Tier 2 Level 6 ATCT facility. 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 potential replacement of the ATCT with an intermediate activity level ATCT facility. Representatives from the FAA and the DWH airport authority met at the Airport Facilities Terminal Integration Laboratory (AFTIL) in Atlantic City, New Jersey on March 22, 2022 and March 23, 2022 (AFTIL-1); June 22, 2022 and June 23, 2022 (AFTIL-2); and April 23, 2024 (AFTIL-3) to participate in ATCT siting activities. The team followed FAA Siting Order 6480.4, Airport Traffic Control Tower Siting Process, to determine viable/preferred ATCT sites for a potential new ATCT.

Recommended Action/Location

The recommended site is Site 5. The tower center coordinates are latitude 30° 03' 55.36" N and longitude 95° 33' 19.72" W, and the cab floor height is 90.58 AGL [242.58 feet above mean sea level (AMSL)]. The proposed top of tower height is 125.58 feet AGL, with a ground elevation of 143.7 feet AMSL for a total height of 277.58 feet AMSL. This is the shortest possible ATCT that meets all siting criteria and is deemed safe under the Air Traffic Organization (ATO) 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 will have an eight (8)-sided, 550 square-foot (sf) cab with mullions and slat-wall consoles. The proposed tower will facilitate a safe operating environment for aeronautical activity at DWH well into the future and will be built to resist seismic events. The recommended site provides the best available location for visibility of airport traffic control.

Impacts

The Obstruction Evaluation/Airport Airspace Analysis (OE/AAA) identified that the structure at Site 5 must be lighted in accordance with Advisory Circular 70/7460-1M, Obstruction Marking and Lighting. The Site 5 construction phase creates a blockage of the base and final approach patterns to Runway (RWY) 35L, resulting in the identification of four (4) hazards; however, after further examination using the Hazard Analysis Worksheet (HAW) the four (4) hazards were mitigated to a low risk level.

Refer to Paragraph 1.4.3, Siting Criteria Evaluation, for impacts from the proposed construction of this ATCT at Site 5. There are no other known impacts in terms of Line of Sight (LOS);

Terminal Instrument Procedures (TERPS); Communications, Navigation and Surveillance Equipment (NASWATCH); future airport development; or local weather phenomena with the potential to impair visibility.

APPROVAL AUTHORITIES

Director of Air Traffic Services, Central Service Area

Director of Technical Operations, Central Service Area

Director of Facilities & Engineering Services, FAA Headquarters

TABLE OF CONTENTS

1.0 PREFERRED SITES

1.1 Preferred Sites Aerial View

1.2 Site Comparison Chart

1.3 Site 1

1.4 Site 5

1.5 Site 9

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 .............................................................................................. D-1

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

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

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

Appendix H – Human Factors Analysis ................................................................................. H-1

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

Appendix J – Other Pertinent Information ............................................................................. J-1

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

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

1.0 PREFERRED SITES

Nine pre-sites were evaluated against the required siting criteria. Visibility and impacts were assessed and documented to determine which sites were viable sites. Air traffic representatives selected the following preferred sites based on team discussion and inputs on the advantages and disadvantages of each site: Site 1, Site 5, and Site 9.

Though a particular site may be preferable in terms of safety, operations, cost, constructability, or other criteria, it is understood that any of the preferred sites would be acceptable as the recommended site should the identified recommended site be eliminated for any reason.

1.1 Preferred Sites Aerial View

Figure 1. Preferred Sites Aerial View

1.2 Site Comparison Chart

Item Description Site 1 Site 5 Site 9 Recommended Site: Recommended Latitude 30° 03′ 58.26″ N 30° 03′ 55.36″ N 30° 03′ 55.1738″ N Longitude 95° 33′ 20.69″ W 95° 33′ 19.72″ W 95° 33′ 21.3964″ W Cab Floor Level (AGL) 90.58 feet 90.58 feet 119.83 feet Cab Floor Level (AMSL) 242.58 feet 242.58 feet 272.83 feet Eye-Level (AGL) 95.58 feet 95.58 feet 124.83 feet Eye-Level (AMSL) 247.58 feet 247.58 feet 277.83 feet Top of Tower (AGL) 125.58 feet 125.58 feet 154.83 feet Top of Tower (AMSL) 277.58 feet 277.58 feet 307.83 feet Estimated Ground Level (AMSL) 152 feet 152 feet 153 feet Maximum Distance (to farthest point on all runways and taxiways)

5,021 feet

(RWY 35R)

4,717 feet

(RWY 35R)

4,747 feet

(RWY 35R)

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

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

Line of Sight Angle of Incidence Pass – 1.19 Pass – 1.27 Pass – 1.62 ATCT Orientation Direction East East East Cab Size 550 sf 550 sf 550 sf Columns/Mullions Mullions Mullions Mullions Console Type (Traditional, Slat-Wall) Slat-Wall Slat-Wall Slat-Wall Land Area 3 acres 3 acres 3 acres Access to ATCT Site (Yes or No) Yes Yes Yes Tech Ops Preliminary Review Issues Yes Yes Yes

TERPS Impacts No No Yes 14 CFR Part 77 Impacts No No Yes ATCT Potential Impacts to Future & Existing NAVAIDs Yes Yes Yes

Environmental Issues No No No Comparative Cost Estimate* ($100K per vertical foot) $32,039,072 $32,293,071 $38,724,521

Safety Assessment Initial Risk Ranking

L M H L M H L M H 1 3 0 1 4 0 1 0 0

Safety Assessment Predicted Residual Risk Ranking

L M H L M H L M H 4 0 0 5 0 0 1 0 0

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

1.3 Site 1

1.3.1 Description

Site 1 is located approximately 300 feet south/southeast of the existing ATCT and is oriented to the Local Control East (LCE) position facing southeast. The additional eye-level height and location provides a much-improved view over that of the existing ATCT. Site 1 provides a good view of all movement and most non-movement areas from all control positions and provides a very good view of all hot spot areas. Existing ATCT parallax issues are improved, if not resolved. However, there are potential hazards associated with construction of Site 1 and the possibility of having to work from a temporary ATCT for an extended period.

1.3.2 Site Reference Data

Site 1 is located at latitude 30° 03' 58.26 "N and longitude 95° 33' 20.69" W with a cab floor height of 90.58 feet AGL (242.58 feet AMSL) and a top of tower height of 125.58 feet AGL (277.58 feet AMSL). Refer to Paragraph 1.2, Site Comparison Chart, for additional site reference data.

1.3.3 Siting Criteria Evaluation

A. TERPS

Site 1 has no TERPS impacts. Refer to Appendix F for additional information.

B. 14 CFR Part 77, OE/AAA Requirements

There are no objections to the construction of an ATCT at proposed Site 1. This structure will exceed the RWY 17R and RWY 35L Part 77 Transitional Surface. The structure must be lighted with red obstruction lights in accordance with FAA Advisory Circular 70/7460-1, Obstruction Marking and Lighting, Chapter 4, Chapter 5, and Chapter 12. Refer to Appendix F for additional information.

C. Impacts to Communications, Navigation and Surveillance Equipment

Site 1 has no NASWATCH impacts. Refer to Appendix F for additional information.

D. Visibility Performance Requirements

A visibility siting requirements analysis was conducted using the FAA’s human factors tool to address the unobstructed view, object discrimination, and LOS angle of incidence requirements.

• Unobstructed View: Site 1 is near the existing ATCT and provides a very good unobstructed view of the approach/departure paths and patterns to all runways at the eye level to 95.58 feet AGL.

• Object Discrimination: An object discrimination analysis to assess observers’ probability of detection of an object on the airport surface was performed on Site 1 at an eye level of 95.58 feet AGL using the approach end of RWY 35R as a key point.

Site 1 passed both probability of detection, with a value of 99.5% (threshold 95.5%) and, probability of recognition, with a value of 53.2% (threshold 11.5%). The distance to the Key Point Approach End RWY 35R is 5,021 feet.

• LOS Angle of Incidence: A LOS angle of incidence analysis was performed on Site 1 at an eye level of 95.58 feet AGL. Site 1 passed the LOS angle of incidence with a value of 1.19 degrees.

Site 1 passed all analyses and does not require any additional mitigation strategies. Refer to Appendix H for additional information.

E. Safety Assessment

The Safety Risk Management (SRM) Panel identified three (3) low level hazards for Site 1 in relation to construction and construction equipment, which creates a blockage of the base and final approach patterns to RWY 35L from the existing ATCT and parallax concerns for aircraft on final for RWY 35L and RWY 35R.

Additionally, trees, both on and off the airport, obstruct the view of a major portion of Taxiway (TWY) Golf and were mitigated to a low-level hazard during the AFTIL-1 meeting. The trees remain a hazard concern with all three (3) preferred sites. This hazard also currently exists at the present ATCT.

The full report is shown in Appendix K.

F. Operational Requirements

1. ATCT Orientation: Site 1 is oriented to the LCE position facing east.

2. Weather: Any weather issues at Site 1 would be mitigated as per normal ATC procedures.

3. Look-Down Angle: DWH Air Traffic Control (ATC) found a clear view of all movement areas with the exception, from Ground Control (GC) position due to cab structure, of a small portion of the proposed parallel taxiway west of RWY 17R and RWY 35L. DWH ATC determined the limited use of and portion not visible would not create a hazard. In addition, moving a few steps towards Flight Data (FD)/Clearance Delivery (CD) area would allow visibility of that portion of the proposed taxiway.

4. Look-Up Angle: DWH ATC found no blockages or obstructions to this view.

5. Look Across LOS: Aircraft, typical to DWH, were placed at specific points on the airport movement area. DWH ATC had a very good view of aircraft on all movement areas and were able to differentiate type aircraft at these specific points.

6. Cab Mullion/Column Orientation: An eight-mullion cab structure was selected.

7. Construction: Site 1 is located approximately 300 feet south/southeast of the current ATCT. DWH ATC determined construction of Site 1 would create a blockage to the approach patterns to RWY 35L while working in the existing ATCT. Three (3) hazards were found, analyzed, and mitigated to a low-level risk using the HAW.

8. Access: DWH Administration will provide secure access to Site 1.

9. Non-Movement Areas: DWH ATC found no issues with visibility of non-movement areas.

10. Cab Size Evaluation: A space planning exercise was conducted in a virtual 550 sf cab to identify any space constraints on the proposed control cab. No issues were identified.

11. Rotating Beacon: The rotating beacon is currently located on the east side of the field and DWH ATC speculated no issues with Site 1. DWH airport management would work to alleviate any issues.

G. Economic Considerations

Economic factors impacting the proposed cost of the facility were evaluated. Refer to Appendix B for a detailed cost estimate.

H. Environmental There are no environmental issues associated with Site 1. Further environmental investigation, such as a need for a Phase II ESA, is not warranted for Site 1. Refer to Appendix G for additional information.

I. Servicing Security Element Physical security protective measures shall be implemented based on a Facility Security Level (FSL)-2 Critical Infrastructure (CI) site, per FAA Order 1600.69C. Refer to Appendix I for additional information.

1.4 Site 5

1.4.1 Description

Site 5 is located approximately 600 feet south/southeast of the current ATCT and is oriented to the LCE position facing southeast. The additional eye-level height and location provides a much-improved view over that of the existing ATCT. Site 5 provides the best view of all movement and most non-movement areas from all control positions and provides a very good view of all hot spot areas. Existing ATCT parallax issues are improved, if not resolved.

However, there are potential hazards associated with construction of Site 5 and the possibility of having to work from a temporary ATCT for an extended period.

1.4.2 Site Reference Data

Site 5 is located at latitude 30° 03′ 55.36″ N and longitude 95° 33′ 19.72″ W with a cab floor height of 90.58 feet AGL (242.58 feet AMSL) and a top of tower height of 125.58 feet AGL (277.58 feet AMSL). Refer to Paragraph 1.2, Site Comparison Chart, for additional site reference data.

1.4.3 Siting Criteria Evaluation

A. TERPS

Site 5 has no TERPS impacts. Refer to Appendix F for additional information.

B. 14 CFR Part 77, OE/AAA Requirements There are no objections to the construction of an ATCT at proposed Site 5. This structure will exceed the RWY 17R and RWY 35L Part 77 Transitional Surface. The structure must be lighted with red obstruction lights in accordance with FAA Advisory Circular 70/7460-1, Chapter 4, Chapter 5, and Chapter 12. Refer to Appendix F for additional information.

C. Impacts to Communications, Navigation and Surveillance Equipment

Site 5 has no NASWATCH impacts. Refer to Appendix F for additional information.

D. Visibility Performance Requirements

A visibility siting requirements analysis was conducted using the FAA’s human factors tool to address the unobstructed view, object discrimination, and LOS angle of incidence requirements.

• Unobstructed View: Site 5 is located in close proximity to the existing ATCT and provides a very good unobstructed view of the approach/departure paths and patterns to all runways at the eye level of 95.58 feet AGL.

• Object Discrimination: An object discrimination analysis to assess observers’ probability of detection of an object on the airport surface was performed on Site 5 at an eye level of 95.58 feet AGL using the approach end of RWY 35R as a key point.

Site 5 passed both probability of detection, with a value of 99.6% (threshold 95.5%) and, probability of recognition, with a value of 59.5% (threshold 11.5%). The distance to the Key Point Approach End RWY 35R is 4,717 feet.

• LOS Angle of Incidence: A LOS angle of incidence analysis was performed on Site 5 at an eye level of 95.58 feet AGL. Site 5 passed the LOS angle of incidence with a value of 1.27 degrees. DWH ATC found a clear view of all movement areas with the exception, from the GC position due to cab structure, of a small portion of the proposed parallel taxiway west of RWY 17R and RWY 35L.

Site 5 passed all analyses and does not require any additional mitigation strategies. Refer to Appendix H for additional information.

E. Safety Assessment

The SRM Panel identified four (4) low level hazards for Site 5 in relation to construction and construction equipment, which creates a blockage of the base and final approach patterns to RWY 35L from the existing ATCT and parallax concerns for aircraft on final for RWY 35L and RWY 35R.

Additionally, trees, both on and off the airport, obstruct the view of a major portion of TWY Golf and were mitigated to a low-level risk during the AFTIL-1 meeting. The trees remain a hazard concern with all three preferred sites. This hazard also currently exists at the present ATCT.

The full report is shown in Appendix K.

F. Operational Requirements

1. ATCT Orientation: Site 5 is oriented to the LCE position facing southeast.

2. Weather: Any weather issues at Site 5 would be mitigated as per normal ATC procedures.

3. Look-Down Angle: DWH ATC determined the limited use of and portion actually not visible would not create a hazard. In addition, moving a few steps towards FD/CD area would allow visibility of that portion of the proposed taxiway.

4. Look-Up Angle: DWH ATC found no blockages or obstructions to this view.

5. Look Across LOS: Aircraft, typical to DWH, were placed at specific points on the airport movement area. DWH ATC had a very good view of aircraft on all movement areas and were able to differentiate type aircraft at these specific points.

6. Cab Mullion/Column Orientation: An eight-mullion cab structure was selected.

7. Construction: Site 5 is located approximately 600 feet almost due south of the current ATCT. DWH ATC determined construction of Site 5 would create a blockage to the approach patterns to RWY 35L while working in the existing ATCT. Four (4) hazards were found, analyzed, and mitigated to a low-level risk using the HAW.

8. Access: DWH Administration will provide secure access to Site 5.

9. Non-Movement Areas: DWH ATC found no issues with visibility of non-movement areas.

10. Cab Size Evaluation: A space study was conducted in a virtual 550 sf cab and adequate room for controller movement and combining positions is provided. No issues were identified.

11. Rotating Beacon: The rotating beacon is currently located on the east side of the field and DWH ATC speculated no issues with Site 5. DWH airport management would work to alleviate any issues.

G. Economic Considerations

Economic factors impacting the proposed cost of the facility were evaluated. Refer to Appendix B for a detailed cost estimate.

H. Environmental

There are no environmental issues associated with Site 5. Further environmental investigation, such as a need for a Phase II ESA, is not warranted for Site 5. Refer to Appendix G for additional information.

I. Servicing Security Element

Physical security protective measures shall be implemented based on an FSL-2 CI site, per FAA Order 1600.69C. Refer to Appendix I for additional information.

1.5 Site 9

1.5.1 Description

Site 9 is located approximately 600 feet due south of the current ATCT and west of Site 5 and is oriented to the LCE position facing southeast. The additional eye-level height and location provides a much-improved view over that of the existing ATCT. Site 9 provides a very good view of all movement and most non-movement areas from all control positions and provides a very good view of all hot spot areas. Existing ATCT parallax issues are improved, if not resolved. However, Site 9 is further from RWY 17R and RWY 35L than the other preferred sites.

1.5.2 Site Reference Data

Site 9 is located at latitude 30° 03' 55.1738" N and longitude 95° 33' 21.3964" W with a cab floor height of 119.83 feet AGL (272.83 feet AMSL) and a top of tower height of 154.83 feet AGL (307.83 feet AMSL). Refer to Paragraph 1.2, Site Comparison Chart, for additional site reference data.

1.5.3 Siting Criteria Evaluation

A. TERPS

The study revealed that the structure at Site 9 would have a substantial adverse effect on the safe and efficient utilization of the navigable airspace by aircraft and/or on the operation of air navigation facilities. Therefore, it was determined that the structure would be a hazard to air navigation. Refer to Appendix F for additional information.

B. 14 CFR Part 77, OE/AAA Requirements

The Air Traffic Obstruction Evaluation Group (OEG) determined that the structure at 152 feet AGL will exceed the Visual Flight Rules (VFR) Traffic Pattern Airspace Airport Horizontal Surface by 4 feet. As defined in FAA JO 7400.2, 6-3-8, Evaluating Effect on VFR Operations, Paragraph d. Airport Areas, penetration of the VFR Traffic Pattern Airspace will adversely impact air navigation by being a physical obstruction to air navigation or by distracting a pilot’s attention during a critical phase of flight (refer to Appendix F for mitigations).

C. Impacts to Communications, Navigation and Surveillance Equipment

NOTE: The Site 9 airspace study returned a “Determination of Hazard to Air Navigation.”

The study revealed that the structure as described above would have a substantial adverse effect on the safe and efficient utilization of the navigable airspace by aircraft and/or on the operation of air navigation facilities. Refer to Appendix F for additional information.

D. Visibility Performance Requirements

A visibility siting requirements analysis was conducted using the FAA’s human factors tool to address the unobstructed view, object discrimination, and LOS angle of incidence requirements.

• Unobstructed View: Site 9 is in close proximity to the existing ATCT and provides a very good unobstructed view of the approach/departure paths and patterns to all runways at the eye level to 124.83 feet AGL.

• Object Discrimination: An object discrimination analysis to assess observers’ probability of detection of an object on the airport surface was performed on Site 9 at an eye level of 124.83 feet AGL using the approach end of RWY 35R as a key point.

Site 9 passed both probability of detection, with a value of 99.6% (threshold 95.5%) and, probability of recognition, with a value of 58.9% (threshold 11.5%). The distance to the Key Point Approach End RWY 35R is 4,747 feet.

• LOS Angle of Incidence: A LOS angle of incidence analysis was performed on Site 9 at an eye level of 124.83 feet AGL. Site 9 passed the LOS angle of incidence with a value of 1.62 degrees.

Site 9 passed all analyses and does not require any additional mitigation strategies. Refer to Appendix H for additional information.

E. Safety Assessment

Although the SRM Panel did not identify any hazards for Site 9, there are trees, both on and off the airport, that obstruct the view of a major portion of TWY Golf and have been mitigated to a low-level risk during the AFTIL-1 meeting (reference Appendix K, Hazard DWH-001-S5). The trees remain a hazard concern with all three (3) preferred sites.

This hazard also currently exists at the present ATCT. The full report is shown in Appendix K.

F. Operational Requirements

1. ATCT Orientation: Site 9 is oriented to the LCE position facing southeast.

2. Weather: Any weather issues at Site 9 would be mitigated as per normal ATC procedures.

3. Look-Down Angle: DWH ATC found a clear view of all movement areas. DWH ATC determined there were no LOS issues with the parallel taxiway west of RWY 17R and RWY 35L.

4. Look-Up Angle: DWH ATC found no blockages or obstructions to this view.

5. Look Across LOS: Aircraft, typical to DWH, were placed at specific points on the airport movement area. DWH ATC had a very good view of aircraft on all movement areas and were able to differentiate type aircraft at these specific points.

6. Cab Mullion/Column Orientation: An eight-mullion cab structure was selected.

7. Construction: Site 9 is located approximately 600 feet due south of the current ATCT and just west of Site 5. DWH ATC determined construction of Site 9 would not create any LOS issues.

8. Access: DWH Administration will provide secure access to Site 9.

9. Non-Movement Areas: DWH ATC found no issues with visibility of non-movement areas.

10. Cab Size Evaluation: A space study was conducted in a virtual 550 sf cab and adequate room for controller movement and combining positions is provided. No issues were identified.

11. Rotating Beacon: The rotating beacon is currently located on the east side of the field and DWH ATC speculated no issues with Site 9. DWH airport management would work to alleviate any issues.

G. Economic Considerations

Economic factors impacting the proposed cost of the facility were evaluated. Refer to Appendix B for a detailed cost estimate.

H. Environmental

There are no environmental issues associated with Site 9. Further environmental investigation, such as a need for a Phase II ESA, is not warranted for Site 9. Refer to Appendix G for additional information.

I. Servicing Security Element

Physical security protective measures shall be implemented based on an FSL-2 CI site, per FAA Order 1600.69C. Refer to Appendix I for additional information.

2.0 FINAL SITE RECOMMENDATION

The final recommended site selection for DWH based on the siting criteria is Site 5. DWH ATC explained that Site 5 field location and height provided the best optimal view of the airport, approach and departure paths and hot spot areas. It is an intermediate level tower with a cab floor height of 90.58 feet AGL. The airport sponsor has agreed to approximately 3 acres for the tower.

3.0 CAB SIZE AND ORIENTATION

The cab will be an eight (8)-sided 550 sf cab facing east. The tower has seven authorized positions in the cab: FD, CD, LCE, Local Control West (LCW), GC, Operations Supervisor/Controller-in-Charge (OS/CIC). See Figure 2 for the Site 5 cab orientation.

Figure 2. Site 5 Cab 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 Evaluation/Airport Airspace Analysis (OE/AAA)

Appendix G – Environmental Documentation

Appendix H – Human Factors Analysis

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/DWH/Version_2.0/Appendices

B-1

Appendix B – Cost Estimate

Figure 3. Site 1 Comparative Cost Estimate

B-2

Figure 4. Site 5 Comparative Cost Estimate

B-3

Figure 5. Site 9 Comparative Cost Estimate

C-1

Appendix C – All Sites Evaluated

The AFTIL-1 evaluated nine sites for the DWH replacement ATCT. From the nine sites, Site 1, Site 5, and Site 9 were determined to be the preferred sites to move forward to the AFTIL-2 for further assessment. Refer to Section 1.0, Preferred Sites, for details on Site 1, Site 5, and Site 9.

A. Sites Evaluated

1. Site 2

• Located approximately 300 feet almost due west of the current ATCT.

• Latitude: 30° 4' 0.90" N

• Longitude: 95° 33' 24.58" W

• Orientation: East

• .8 Lookdown Eye Level height: 62 feet AGL

• Panel members determined as monetarily unfeasible due to the eye level height necessary to attain an acceptable visibility of the approach end and short final to RWY 35L caused by trees.

• Trees obstructing a major portion of TWY Golf remained a LOS issue.

• Provided good line of sight with all other areas of the airport.

• The panel members determined Site 2 was not a viable site.

2. Site 3

• Located approximately 350 feet southwest of the current ATCT.

• Latitude: 30° 3' 58.28" N

• Longitude: 95° 33' 23.50" W

• Orientation: East

• .8 Lookdown Eye Level height: 58 feet AGL

• Panel members determined as monetarily unfeasible due to the eye level height necessary to attain an acceptable visibility of the approach end and short final to RWY 35L caused by trees.

• Trees obstructing a major portion of TWY Golf remained a LOS issue.

• Provided good line of sight with all other areas of the airport.

• The panel members determined Site 3 was not a viable site.

C-2

3. Site 4

• Located approximately 700 feet south southwest of the current ATCT.

• Latitude: 30° 3' 54.36" N

• Longitude: 95° 33' 22.92" W

• Orientation: East

• .8 Lookdown Eye Level height: 52 feet AGL

• Panel members determined as monetarily unfeasible due to the eye level height necessary to attain an acceptable visibility of the approach end and short final to RWY 35L caused by trees.

• Trees obstructing a major portion of TWY Golf remained a LOS issue.

• Provided good line of sight with all other areas of the airport.

• The panel members determined Site 4 was not a viable site.

4. Site 6

• Located approximately 1,100 feet almost due south of the current ATCT.

• Latitude: 30° 3' 51.08" N

• Longitude: 95° 33' 18.62" W

• Orientation: East

• .8 Lookdown Eye Level height: 45 feet AGL

• Look down LOS issue with a portion of TWY Echo is caused by closeness of Site 6 to TWY Echo.

• Possible look down LOS issue with the proposed parallel taxiway located west of RWY 17R and RWY 35L.

• Panel members determined as monetarily unfeasible due to the eye level height necessary to attain an acceptable visibility of the approach end and short final to RWY 35L caused by trees.

• Trees obstructing a major portion of TWY Golf remained a LOS issue.

• The panel members determined Site 6 was not a viable site.

C-3

5. Site 7

• Located approximately 850 feet almost due south of the current ATCT.

• Latitude: 30° 3' 52.83" N

• Longitude: 95° 33' 20.66" W

• Orientation: East

• .8 Lookdown Eye Level height: 50 feet AGL

• Eye level height elevated to 131 feet AGL to attain good visibility of the approach end and short final to RWY 35L.

• DWH ATC determined the construction of Site 7 would cause a LOS issue while working in the current ATCT.

• The panel members discussed possible mitigations which would take place at a future AFTIL-2 siting meeting.

• Trees obstructing a major portion of TWY Golf remained a LOS issue.

• After discussion of the requirement for dual egress [two (2) elevators] for any construction involving a cab floor level of 120 feet AGL or above, DWH ATC were able to lower the cab floor level to 119.5 feet AGL (eye level to 124.5 feet AGL) and negate the need for dual egress. The minor difference in height did not incur any additional LOS issue.

• The panel members determined Site 7 was not a viable site.

6. Site 8

• Located approximately 1,150 feet due south of the current ATCT.

• Latitude: 30° 3' 49.90" N

• Longitude: 95° 33' 21.78" W

• Orientation: East

• .8 Lookdown Eye Level height: 46 feet AGL

• Panel members determined as monetarily unfeasible due to the eye level height necessary to attain an acceptable visibility of the approach end and short final to RWY 35L caused by trees.

• Look down LOS issue with a portion of TWY Echo is caused by closeness of Site 8 to TWY Echo.

• Trees obstructing a major portion of TWY Golf remained a LOS issue.

• The panel members determined Site 8 was not a viable site.

D-1

Appendix D – Panoramic Views

Refer to the KSN for panoramic views of Site 1, Site 5, and Site 9.

E-1

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

Refer to the KSN for relevant drawings.

F-1

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

Refer to the KSN for the final determination letters for Site 1, Site 5, and Site 9.

G-1

Appendix G – Environmental Documentation

Refer to the KSN for the transmittal memo, technical conformance statement, and Phase I ESA reports for Site 1, Site 5, and Site 9.

H-1

Appendix H – Human Factors Analysis

Refer to the KSN for the human factors analyses.

I-1

Appendix I – Servicing Security Element

Physical security protective measures shall be implemented based on an FSL 2 CI site, per FAA Order 1600.69C. Refer to the KSN for the security protective measures.

J-1

Appendix J – Other Pertinent Information

Refer to the KSN for the AFTIL-1, AFTIL-2, and AFTIL-3 meeting minutes.

K-1

Appendix K – Safety Risk Management Document

Refer to the KSN for the complete safety analysis.

L-1

Appendix L – Siting Report Amendments

Doc.

Version Date Project Engineer

Lead Description

― 09/13/2023 Jeremy S. Hamby Basic issue.

2.0 01/10/2025 David Hull Update the siting report to reflect changes resulting from the 04/23/2024 siting re-look activity which re-evaluated preferred sites due to changes in the standard design.