NY/NJ/PHL Airspace Redesign --- Industry Participation File
-- Update from NJCAAN.org --
May 2002: NY/NJ/PHL Metropolitan Redesign Blurb posted on the FAA’s
National Airspace Redesign Internet page. The site serves the aviation industry. Uncovered in early 2003. NAR Blurb
Early 2003: Mitre-caasd Internet site.
NJCAAN unearths password protected NY/NJ/PHL Metropolitan Redesign link on Mitre’s National Airspace Redesign home page. This Internet link disappears but the current link, also password protected, is labeled RTCA AWG. The site cannot be accessed by the public.
May 8, 2003: Memo from the Fifteenth Meeting of the Airspace Work Group
(AWG) of the Free Flight Select Committee (RTCA) at NBAA in DC. The NYSAWG will meet on August 15. Agenda includes updated information on the integrated airspace plan, benefits estimates, and distance impacts. (scroll to page bottom)
2002 ACE Report: Aviation Capacity Enhancement Plan
In the airspace redesign chapter (chapter 6), cites that a couple of airlines (includes Continental) are trying out new routes based on the FAA’s new technology. (P.p. 63) (Note: ACE Plans are published in the summer of the subseqent year.)
July 22, 2003: Roadmap for Performance-Based Navigation.
The cover letter is by Administrator Marian C. Blakey to the aviation industry. The aviation industry and the FAA worked together to develop this Roadmap for Performance-Based Navigation as part of a collaborative effort that included aircraft and avionics manufacturers, airlines, business and general aviation, research organizations and the Department of Defense (DOD).
Joint government/industry groups such as the Terminal Area Operations Aviation
Rulemaking Committee (TOARC) and the RTCA Free Flight Steering Committee provided recommendations for strategic direction, operational concepts, implementation priorities, and regulatory action. (P.p. 2) New arrival and departure pattern concepts for Newark and LaGuadia Airport are cited in the report. (P.p. 8-9)
Memo from the January 7 meeting of the Free Flight Select Committee (RTCA) Agenda item 3—Airspace. Bob Lamond (from National Business Aviation Association) reports that the New York group has been developing four proposals but determined that more work is needed. An effort to develop a fifty proposal will convene shortly. Lamond reports that the Airspace Working Group review material will be distributed in advance of the next Select Committee meeting during which a more detailed update will be provided. (Note: RTCA pulled this memo from its Internet site.)
March 26, 2004 FAA Congressional Update Slide Show:
FAA is awaiting formal input from the RTCA process and airport operators. Industry comments are expected in mid-April (slide 7). Additional modeling will be required to evaluate feasibility of industy recommendations. Final recommendations from the RTCA group are expected in mid-April. These recommendations may result in either design modifications to current alternatives or the development of an additional alternative. (slide 9) (Note: this comment cross references to the RTCA January 7 meeting as reported by Bob Lamond of NBAA.) (scroll to bottom of left hand column to Congressional Briefing section.)
May 15, 2000: FAA’s Use of RTCA, Inc.
as an Advisory Committee, Office of Inspector General, Department of Transportation—Audit Report, May 15, 2000 In order to comply with the Federal Advisory Committee Act (FACA) the OIG issues a number of recommendations including public disclosure of the FAA’s use of the RTCA.
The audit specifically cites the FAA’s use of the RTCA Free Flight Select Committee and its subgroups and the lack of public disclosure. The OIG reported that the FAA concurred with its recommendations.
June 2001: Flip-Flop article
Article reporting on the test of the flip-flop. The test was undertaken at the William J. Hughes Technical Center at Atlantic City International Airport, NJ.
July 2002: Highlights from tests of the NYICC undertaken at the William J. Hughes Technical Center. (Note: additional information on these tests is not available.)
2003: OIG at the DOT audit of the Flip-Flop.
May 5, 2003: Quarterly Update To Congress --Dual Modena -- Did industry motivation call for these new procedures in order to prepare the airspace for the arrival of Southwest Airlines, the US Airways pull out from Pittsburgh International Airport (PIT) and the extension of 17-35 at PHL ? --You know the 80,000 flights that will have no impact on the region?
FAA introduces the integrated airspace proposal for the first time. The agency also reports that it has isolated the ocean routing analysis and is not considering it in a broader redesign. (Slides 13-16) (scroll to bottom of left hand column to Congressional Briefing section)
Effects of Collocation and Reduced Lateral Separation Standards in the New York Integrated Control Complex test undertaken at the William J. Hughes Technical Center.
The New York Airspace Redesign Team
--- has developed a concept of operations called the NYICC to address the congested NAS. In addition to redesigning the structure of the airspace, there are two basic elements of the NYICC. First, it would collocate the New York terminal and en route facilities to improve communication and coordination between them. Second, it would expand the terminal airspace to reduce the number of transfer and control points and to move these points further from the airports to improve overall traffic flow. The expanded terminal airspace also would allow sequencing, spacing, and holding to occur close to the arrival airports. (P.p. xv)
In the Terminalized condition, the participants were able to increase the number of arrivals they could provide and the number of departures they could accept. (P.p. xv)
The Terminalized condition caused some slight increases in the participants’ taskload and workload; however, thse increases did not exceed moderate levels. (P.p. xv)
2003 ACE Plan: (Chapter 5--Airspace Redesign)
The first alternative would make minor adjustments to the existing route structure. The second alternative, referred to as the Ocean Routing Concept is focused on departure procedures for EWR, but affects JFK and LGA flight procedures as well. Under this concept, Newark departures from the south runways (22L/R) would be routed eastbound over the Atlantic, regardless of their destination. (P.p. 50-51)
Environmental and operational analyses on these two alternatives are expected to be completed in late 2003. (P.p. 51)
Integrated Airspace or NY Integrated Control Complex The third alternative is referred to as the Integrated Airspace Alternative, or the NY Integrated Control Complex (NYICC). Under this proposal, the NY TRACON and en route center would be combined. (P.p. 51)
Existing secondary surveillance radar coverage throughout the area allows terminal separation standards of three miles between aircraft instead of the en route standard of 5 miles between aircraft. (P.p. 51)
Bringing portions of the en route airspace under terminal control will provide additional airspace to support a more even balance of arrivals among arrival fixes and holding patterns within the TRACON. (P.p. 51)
A Concept of Operations for this proposal in the final stages of development. The proposal is also beginning the Investment Analysis process, in accordance with Acquisition Management System guidelines. (P.p. 51)
Inernet Link http://www.faa.gov/ats/asc/03ACE.html
The Free Flight Select Committee, was chaired by Roger Wall of Federal Express,
and consisted of aviation industry and FAA members, and was closed to the public. The committee was retired in June 2004 when a new committee, the RTCA Air Traffic Management Advisory Committee, was formed. The new committee is headed by Russ Chew, chief operating officer of the FAA's Air Traffic Organization.
All this money spent for the redesign of the NAS and the FAA still uses 40 year old ILS technology to bring jets in over NY/NJ/PHL in poor weather? The use of ILS is the main reason FAA has capacity problems in low visibility/poor weather. The prolonged use of ILS by FAA increases the demand for runways because currently less
aircraft are able to land land in poor weather.
Benefits of MLS
-- more landings per hour, higher rates of descent, proven ability
to route away from noise sensitive areas in low visiblity, will reduce the need for more runways. Used by the U.S. Military so training of pilots and controllers would be less expensive.
Could it be that the heavy industry participation in this type of project (airspace redesign) has shelved the use of technology that would lessen the need for airport expansion and controversial runway projects like 17-35? The selection of software and technology is supposed to enhance the process not become the process. We are demanding strong congressional oversight to stop this government waste.
Read more about (MLS) Microwave Landing System
Yet mention of Europe’s MLS activity raises a disturbing issue for the U.S. aviation industry as well as the nation itself. A long-time industry observer, upon learning of the LAAS cancellation, said, “This decision will be very damaging to U.S. leadership and credibility in air-traffic systems,” he said. “In the late 1980s we persuaded ICAO to adopt MLS as the world’s future precision approach aid and, as a result, many nations launched major MLS development programs. But in 1995 we went back to ICAO and told them that we now had a better system, so they should scrap their MLS plans and adopt GPS and LAAS, which they agreed to do. Now we are going to tell ICAO that we’ve changed our mind again because we can’t get LAAS to work. Is it really surprising that the Europeans are taking over leadership in air-traffic technology?”
www.delawareonline.com The News Journal : BUSINESS : Southwest takes Phila. airport by storm