The MITRE Corporation 7515 Colshire Drive

McLean, Virginia 22102- 7508, U.S.A.

1 For the purposes ofthis letter, Runway 6 is used interchangeably with Runway OIR/19L.

During MITRE's visit to Mexico City on 15-16 February 2017 to meet with officials from GACM and other stakeholders, MITRE was made aware of plans pertaining to the development of infrastructure (e.g., hangars, buildings, aircraft parking areas, etc.) in the southeast campus (i.e., the area east and southeast of Runway 61) at the Nuevo Aeropuerto Internacional de la Ciudad de México (NAICM). At that time, MITRE was provided with a paper drawing ofthe southeast campus. On 1March2017, MITRE was provided with an AutoCAD drawing, entitled "20170123_ WGS84-NAICM_SE Campus.dwg," in order to get a better understanding of the proposed layout of infrastructure being considered for the southeast campus. Figure 1 shows the content ofthe above-mentioned AutoCAD drawing.

It is MITRE' s understanding that, to date, the vertical components of all infrastructure on the southeast campus (e.g., building heights) have yet to be determined. To help GACM and other stakeholders in the planning of the infrastructure being considered in the southeast campus, MITRE was asked to analyze appropriate obstacle clearance and limitation surfaces that are located over the southeast campus; thus, providing guidance, from an aeronautical perspective, on the maximum allowable heights of such infrastructure without impacting future operations at NAICM. The purpose of this letter is to present this preliminary guidance.

Dear Lic. Lavin:

Subject: Technical letter: Preliminary Analysis of Obstacle Clearance and Limitation Surfaces over the Southeast Campus

Ing. Enrique Lavin Director de Planeación Evaluación y Vinculación Grupo Aeroportuario de la Ciudad de México (GACM) Insurgentes Sur 2453, Piso 2 Col. Tizapán, Del. Álvaro Obregón C.P. 01090, México, D.F., México

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,,.,.--.. For this analysis, MITRE examined obstacle clearance surfaces associated with the

development ofrelevant Instrument Landing System (ILS) Category (CAT) I/II/III approach procedures, Required Navigation Performance Authorization Required (RNP AR) approach procedures, and departures, both conventional and Area Navigation (RNAV), in accordance with United States (U.S.) Federal Aviation Administration (FAA) Standard for Terminal Instrument Procedures. MITRE also examined appropriate parallel approach obstruction assessment surfaces, which are associated with independent ILS approaches. In addition, MITRE examined relevant Intemational Civil A viation Organization (ICAO) Annex 14 Obstacle Limitation Surfaces (OLS).

Figure l. Proposed Layout for the Southeast Campus

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2 Note: each surface listed is a three-dimensional surface with specific slopes and dimensions. When consolidated, the resulting single surface (also three-dimensional) corresponds to the lowest of the contributing surfaces at each point.

MITRE assessed each ofthe individual surfaces listed above and then consolidated the individual surfaces into a single surface2, which is represented by a set of color-coded areas corresponding to elevations in meters (m) above Mean Sea Level (MSL). See Figure 2. More specifically, these color-coded areas illustrate the most restrictive surface elevations at any given point within the southeast campus. Consideration should be given to these elevations in determining the maximum allowable building and infrastructure heights. Buildings and other infrastructure should be designed to not penetrate these elevations. This will ensure vertical clearance of the above-mentioned obstacle clearance and limitation surfaces. Additionally, it is important.that planners consider the heights of aircraft, especially their tail heights, at proposed parking areas within the southeast campus and on adjacent taxiways.

It is not advisable to develop buildings and other infrastructure right up to obstacle clearance/limitation limits. This is because it is more desirable to maintain areas adjacent to and immediately beyond approach and departure ends of runways free ofhigh buildings and other infrastructure. Therefore, it is prudent to design buildings and other infrastructure to elevations as low as possible.

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• Runway O 1 R CA T IIIIIIII Parallel Approach Obstruction Assessment Surface 2

• Runway O 1 R CA T IIIIII Parallel Approach Obstruction Assessment Surface 4

• Runway OlR RNP AR Final Segment ofthe Approach Procedure

• Runway OlR RNP AR Missed Approach Segment ofthe Approach Procedure

• Runway 19L Initial Climb Area (ICA) for Conventional Departures

• Runway 19L ICA for RNAV Departures

• Runway OlR ICAO Annex 14 Approach Surface

• Runway 19L ICAO Annex 14 Takeoff Climb Surface

• Runway OlR ICAO Annex 14 Transitional Surface

• ICAO Annex 14 Inner Horizontal Surface

• Runway 19L ILS CAT IIIIII Missed Approach Segment ofthe Approach Procedure

The specific surfaces that were considered in this analysis are as follows:

• Runway OlR ILS CAT IIIIIIII Final Segment ofthe Approach Procedure

• Runway O 1 R ILS CA T I Missed Approach Segment of the Approach Procedure

• Runway OlR ILS CAT II/III Missed Approach Segment ofthe Approach Procedure

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MITRE <lid not receive information pertaining to the ground elevation of the southeast campus. However, MITRE <lid consider the proposed runway threshold elevations at NAICM, as provided by GACM, in the development ofthe obstacle clearance and limitation surfaces. For example, the proposed threshold elevation provided to MITRE for Runway OIR is 2232 m above MSL (Runway 6 elevations were provided by GACM in a letter dated 30 September 2016). An elevation of 2232 m is also the starting surface elevation for the Runway OIR RNP AR Final Segment ofthe approach procedure and represents the most restrictive elevation over the southeast campus. Figure 3 shows a closer view of the portian ofthe southeast campus with the most restrictive elevations.

Figure 2. Consolidated Surface over the Southeast Campus

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Similarly, there are additional elevation considerations in the northern portion of the southeast campus, These elevations are principally derived from the Runway OlR ILS CAT I Missed Approach Segment ofthe approach procedure and the Runway OlR ICAO Annex 14 Transitional Surface. Figure 4 shows a closer view of the northern portion of the southeast campus.

Figure 3. Most Restrictive Elevations: Southern Portion of the Southeast Campus

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Attached to this letter is an appendix of additional figures which have been included for reference purposes, Figures 5 through 17, show the individual obstacle clearance and limitation surfaces that were considered during MITRE's analysis of the southeast campus.

MITRE recommends that once proposed building and infrastructure elevations in the southeast campus have been more formally determined, MITRE and Servicios a la Navegación en el Espacio Aéreo Mexicano (SENEAM) conduct another assessment against appropriate obstacle clearance and limitation surfaces to provide another check.

Due to the importance of the location and elevation of buildings and infrastructure in the southeast campus and their potential long term impact on aircraft operations, MITRE strongly recommends that SENEAM review this document and be involved in the overall decision-making process.

-- Figure 4. Most Restrictive Elevations: Northern Portion of the Southeast Campus ,,-.

Legend ELEVATION (in meters above MSL)

-2232 -2233-2240

2241 -2250 2251 -2260

-2261-2270 -2271-2272

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ce: Dr. Bernardo Lisker, MITRE

Ing. Robert W. Kleinhans Project Technical Coordinator

Sincerely,

I hope that this information assists GACM and other stakeholders in their ongoing planning efforts. Please do not hesitate to contact me if you need any clarification or assistance.

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Figure 5. Runway OlR ILS CAT l/Il/111 Final Segment of the Approach Procedure

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Appendix

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Figure 6. Runway OlR ILS CAT 1 Missed Approach Segment of the Approach Procedure

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Figure 7. Runway OlR ILS CAT 11/111 Missed Approach Segment of the Approach Procedure

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Figure 8. Runway 19L ILS CAT 11/111 Missed Approach Segment of the Approach Procedure

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Figure 9. Runway OlR CAT l/Il/111 Parallel Approach Obstruction Assessment Surface 2

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Figure 10. Runway OlR CAT 11/111 Parallel Approach Obstruction Assessment Surface 4

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Figure 11. Runway OlR RNP AR Final Segment of the Approach Procedure

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Figure 12. Runway OlR RNP AR Missed Approach Segment of the Approach Procedure

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:i The ICA for conventional departures and RNAV departures for Runway 19L are identical.

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Figure 13. Runway 19L ICA for Conventional Departures3

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Figure 14. Runway OlR ICAO Annex 14 Approach Surface

Legend ELEVATION (in meters above MSL)

-2232 2233-2240

2241 - 2250

2251 - 2260

- 2261-2270

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Figure 15. Runway 19L ICAO Annex 14 Takeoff Climb Surface

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Figure 16. Runway OlR ICAO Annex 14 Transitional Surface

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4 It is important to note that Dirección General de Aeronáutica Civil's Circular Obligatoria, Requisitos para Regular la Construcción, Modificación y Operación de los Aeródromos Civiles states that when constructing the Inner Horizontal surface for an airport, the airport reference elevation should be used. In the case of NAICM, the airport reference elevation has not been established. Therefore, for NAICM, MITRE used 2227 m above MSL as the lowest runway threshold elevation for conservative planning purposes when constructing the Inner Horizontal surface, resulting in an Inner Horizontal surface elevation of 2272.00 m above MSL r--,

Figure 17. ICAO Annex 14 Inner Horizontal Surface4 »<

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