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AIRPORT MASTER PLAN <br /> <br /> <br />infrastructure. It should be noted that the northeast corner of the RPZ associated <br />with Runway 17 does protrude slightly over William Pettus Rd. <br />This alternative also includes the establishment of a RNAV/GPS approach with ¾ <br />mile visibility minimums for Runway 17. To evaluate the feasibility of lowering the <br />approach minimums to ¾ mile with the northerly runway extension, an airspace <br />analysis was completed to determine whether the rising terrain north of the TX 21 <br />would impact the feasibility of the approach. The analysis determined that the <br />terrain itself would not prevent the establishment of the lower approach minimums <br />but that many of the trees and utility poles in the area would likely need to be <br />removed or modified. The results of the analysis are shown in Figure 5-1. The blue <br />lines represent LIDAR data ground elevation contours. The numbers shown indicate <br />the vertical distance between the ground and the non-precision FAR Part 77 <br />approach surface associated with the runway. At its closest point, the ground <br />elevation is expected to be approximately 20 feet from the bottom of the FAR Part <br />77 non-precision approach surface. The visibility minimums for Runway 35 are <br />expected to remain at ¾ mile. <br />It should be noted that the FAA completed a separate airspace analysis to <br />determine the feasibility of lowering the approach minimums for Runway 17 to ¾ <br />. The analysis identified that there was a single <br />utility pole that would need to be lowered by 1 foot to improve the existing <br />approach minimums to ¾ mile. The airport has held discussions with the <br />landowner regarding making this change. <br /> <br />Alternatives Chapter Page 4of 60 <br />October 2020 <br /> <br />