Summary Reagan National Airport Community Working Group Regular Meeting (21) March 22, 2018

Transcription

1 Summary Reagan National Airport Community Working Group Regular Meeting (21) March 22, 2018 Date: March 22, 2018 Time: 6:00 P.M. 8:00 P.M. Location: Metropolitan Washington Airports Authority (MWAA) Terminal A Historic Lobby Conference Center Agenda: February 22, 2018 Summary, FAA Update, Working Group Discussion Working Group Members Present: Dick DeiTos Metropolitan Washington Airlines Committee Marcio Duffles District of Columbia Ward 3 Ken Hartman Montgomery County Paul Janes Montgomery County John Mitchell Prince George s County Accokeek Ron Montague Arlington County Tracy Montross American Airlines Jim Phelps Fairfax County Dranesville Mike Rioux Fairfax County Mount Vernon Susan Shipp Montgomery County Steve Thayer City of Alexandria Edward Williams Prince George s County Ft. Washington Alternates: Ken Buckley District of Columbia Ward 3 Don Crockett District of Columbia Ward 2 William Noonan Montgomery County Janelle Wright Montgomery County Agenda Item 1 Welcome and Updates: Margaret McKeough, MWAA Chief Operating Officer: Welcomed Working Group and introduced Ken Buckley as the new DC Ward 3 Alternate replacing Dominic Patella. Facilitated the introduction of staff representing Maryland Congressman Jamie Raskin and Montgomery County Council President Roger Berliner. 1A) Approval of February 22, 2018 Meeting Summary: Approved. sph/cs Pg 1/8

2 Agenda Item 2 FAA Update: Debbie Hogan, FAA Eastern Service Center, Operations Support Group, Team Manager Matt Fisher, FAA Potomac Consolidated TRACON 2A) South Flow Arrivals: FAA DCA South Flow Arrivals Presentation: o FAA is responding to a Working Group request to explain why DCA arrivals fly over Waypoint FERGI versus following the Potomac River in South Flow. o Black lines (west side) are the downwind traffic setting up to arrive at IAD with altitudes between 3,000 4,000 ft. o DCA RNAV Standard Arrival (STARs) procedures: From West: FRDMM and TRUPS (August 2012): Descend from 8,000 ft to 5,000 ft STAND to 3,000 ft FERGI. From South: From Northeast: CAPSS: Descend from 10,000 ft to 6,000 ft BAAAM to 5,000 ft STAND to 3,000 ft FERGI. CLIPR and SKILS: Descend from 10,000 ft to EYESS to 6,000 ft MEGGS to 3,000 ft FERGI. FERGI is on the multiple South Flow arrival procedures: LDA-Z, RNP Runway 19, National and American Airlines Special (currently not in use). LDA-Z replaces LDA-DME Runway 19 which included FERGI and BESSE since In 2015, FERGI was moved 1 mile farther from the airport, along the localizer radial, to accommodate an RNP procedure update so more aircraft could fly a river procedure, as requested by the residents. FERGI is now miles from the DCA VOR. o Goal is to have aircraft on a 4 nm downwind (Purple Dotted-Line) on either side of final approach so arrivals are more consistent; 4 nm downwind is measured off the primary airport localizer, LDA Z. Location of anticipated 90-degree turn onto final approach may vary each day due to winds and traffic. sph/cs Pg 2/8

3 Discussion: William Noonan: o Does Air Traffic Control vector aircraft individually so they don t turn at the same place? o Aircraft arriving via CAPSS or CLIPR/SKILS procedures will cross PACKE or MEGGS and fly northwest-bound indefinitely until ATC issues turn instructions. Ken Hartman: o Re-stated request for pre/post 2015 data, specifically to quantify the concentration of aircraft converging over FERGI after 2015 procedure changes. o Asked how the procedure was flown when FERGI was 1 mile closer to the airport. o From , aircraft were vectored to FERGI in its former location, 1 mile closer to the airport. FRDMM/TRUPS ONE were installed in August 2012 and FERGI was a fix on those procedures. o Inclement weather restricts the use of the River Visual procedure when ceiling height drops below 3,500 ft. There are ceiling height minimums for each procedure, i.e. aircraft cannot be legally cleared for a procedure if ceiling height is below: River Visual: 3,500 ft LDA-Y (former Rosslyn LDA): 1,100 ft LDA-Z (former LDA-DME): 721 ft (most commonly used during bad weather) RNP: ~400 ft William Noonan: o Commented that moving FERGI 1 mile farther from the airport had a significant noise impact because it reduced aircraft altitudes ~300 ft (based on 3 glideslope) by the time aircraft are over the former FERGI location. Janelle Wright: o Asked if aircraft flying the River Visual are obligated to follow published altitudes for a procedure? o Aircraft cleared for the River Visual, can either follow the River Visual or RNP (both are charted); some airlines may have their own RNAV approach procedure that provide River Visual altitude guidelines. o DCA has the 2 nd highest go around rate in the country resulting from: One primary runway for arrivals and departures Improved aerodynamic efficiency and performance of modern aircraft, i.e. too high, too fast etc. Mike Jeck/MWAA Noise Information Office: o Clarified that the River Visual procedure and the DCA Prototype RNAV GPS Runway 19 are different types of procedures. Prototype RNAV GPS is an instrument approach procedure that does not have the same limitations of a Visual procedure. o Intent of the RNAV GPS prototype was to create an electronic procedure (flight path) that mimics a River Visual procedure. Janelle Wright: o What percentage of arrivals overfly FERGI? Is there anything that can be done to adjust vectoring so aircraft don t hit the same 6.5 miles? sph/cs Pg 3/8

4 o Motion needed from Working Group to review the DCA Prototype RNAV GPS Runway 19 approach procedure. o At some point, all the aircraft need to be over the river; there is some variance through procedure design off the downwind track that could potentially alleviate some of the arrivals over FERGI by transitioning aircraft to the river inside of FERGI. There are ~450 daily arrivals: 1/3 Arrivals (~150): Would continue over FERGI via FRDMM/TRUPS from the west. 2/3 Arrivals (~300): Potential candidates to transition off FERGI. o There is a huge benefit to Air Traffic Control to vector to one point given the challenges that arise due to the variability of aircraft performance and pilot technique. Currently, there is a high percentage of arrivals going over FERGI in order to sequence them miles apart which allows for alternating arrivals and departures on the airfield. o Changes that impacted FERGI use: RNP Procedure Changes: Old RNP procedure was designed without input from Potomac Consolidated TRACON and rarely used unless requested by flight crew, typically Alaska Airlines. Low attachment rate associated with the Old RNP procedure due to required: o Onboard equipment o Manufacturer s certification to use equipment o Flight crew training to fly the approach Potomac Consolidated TRACON participated in the RNP redesign and requested FERGI be added to procedure so it would link with the FRDMM and TRUPS arrival procedures that would match the LDA-Z. Change in DCA Operators: Southwest Airlines now operates at DCA and usually flies the RNP. Ron Montague: o Emphasized the need for a Working Group consensus regarding RNAV GPS re-design and that FAA needs to work with the Working Group prior to implementing any changes. Tracy Montross: o Stated that American Airlines is supportive of an RNAV GPS procedure, however, repositioning FERGI was not part of the original intent of the GPS procedure. Ken Hartman: o Introduced Motion with 2 nd : Motion: Recommendation #12 The FAA meet with the North of the Airport Sub-Committee to explore further modifications to the DCA prototype RNAV GPS Runway 19 Arrival Procedure that can be brought back to the CWG for endorsement. Completing work on this procedure in a manner consistent with Community Working Group recommendation #7 is a worthwhile endeavor. Working Group Voting Results: o Yay (12): o Nay (0): o Abstain (0): Dick DeiTos, Marcio Duffles, Ken Hartman, Paul Janes, John Mitchell, Ron Montague, Tracy Montross, Rick Murphy, Jim Phelps, Mike Rioux, Susan Shipp, Steve Thayer, Edward Williams None None sph/cs Pg 4/8

5 Debbie Hogan: o FAA/Debbie Hogan will coordinate personnel and schedules to build an FAA Working Group to re-open design discussions for DCA Prototype RNAV GPS Runway 19 Approach. o Request will be addressed similar to a process since it is outside the normal RNAV GPS procedure process. o Meetings between FAA and North Airport Sub-Committee will likely be conducted virtually or by tel-con. 2B) Environmental Assessment (South Flow Departures): Debbie Hogan: o On April 26, 2018, FAA PBN team will present an interactive briefing specifically for the DCA Noise Working Group regarding South Flow Standard Instrument Departures only: Briefing will be for DCA Working Group only and not open for public comment. o FAA Full Working Group conducted six meetings because DCA South Flow SIDs impacted IAD and BWI. o NEPA process will start after FAA receives the Working Group s feedback/endorsement resulting with FAA pencils down. o After pencils down, FAA will follow NEPA standards and policies for the South Flow SIDs including a community involvement mandate and guide, public meetings, demographics review and noise modelling. NEPA process will test which category format the project will follow: Categorical Exclusion Environmental Assessment (~ 1 year) Environmental Impact Statement (~3-5 years) o FAA will provide a NEPA Environmental Fact Sheet to be posted on MWAA s Working Group website. Discussion: Steve Thayer: o After pencils down and NEPA process begins, will FAA conduct public outreach meetings including separate meetings with elected officials (mayors)? Debbie Hogan: o Public outreach meetings will be conducted, likely in local gymnasiums, using the same storyboard format. o Elected officials were briefed on August 15, 2017 regarding FAA s participation with the Working Group including WG recommendations; letters will be sent to the elected officials to re-engage. Mike Rioux: o Heard the community will attempt to bring a large number of people to the April 26 th meeting, possibly the media. Margaret McKeough: o Out of respect for the Working Group members, the presentation should be delivered first to the Working Group so they have an opportunity to deliberate. sph/cs Pg 5/8

6 John Mitchell: o Prince George s County has raised the issue multiple times that Prince George s County was led to believe that Recommendation #8 would be addressed in full, including North Flow Arrivals. o Prince George s County residents are upset about being mistreated through misrepresentation while everybody else s issues are being addressed. o If North Flow Arrivals are not addressed, FAA should anticipate that Prince George s residents will be very dissatisfied with proposed increases in South Flow Departures without do anything to alleviate North Flow Arrival noise problems; FAA will hear from the humans living in Prince George s County during the environmental assessment process. 2C) Optimized Descents at DCA: o Main goal of the DC Optimization of Airspace & Procedures in Metroplex project (DC OAPM), implemented , was to design procedures with integrated optimized descent profiles. Prior step-down procedures were inefficient for modern airframes and technologies. o However, optimized approach profiles cannot descend straight into DCA from 30,000 ft to FERGI due to airspace constraints. Profiles are designed backwards with consideration for other air traffic flows, weather and aircraft performance, for example: Start FERGI at 3,000 ft STAND at 5,200 5,300 ft FRDMM at 8,000 ft o Optimized descents: FRDMM/TRUPS Arrival: Yes Richmond-Fredericksburg Enroute: Yes NE Arrivals: No (not part of DC OAPM scope) Discussion: Janelle Wright: o What can be done to minimize noise when an aircraft transitions from idle to a dirty aircraft configuration with flaps down? o It doesn t matter which profile an aircraft uses, aircraft will always need to deploy flaps, slats and landing gear (dirty configuration) to reduce speed as it descends to the airport on final approach. John Mitchell: o Questioned why KATRN is only 2,500 ft when FERGI is 3,000 ft. o Asked for clarification of a stabilized approach (shallowing out). o It s hard to say in a vacuum why KATRN is 2,500 ft; it may be a technical issue associated with the localizer equipment, glideslope angle, other traffic flow altitudes or required separation. o Stabilized approach needs a straight-in final that starts 7 miles out from the airport when altitude is not an issue; stabilized approach is not possible for Runway 19. sph/cs Pg 6/8

7 Agenda Item 3 General Working Group Discussion: 3A) Bruel & Kjaer Software Update: Simon Heath, Bruel & Kjaer, Manager of Products Greg Bracci, Bruel & Kjaer, VP Americas Simon Heath: o Community Complaint Dashboard Update: Launch - TBD Dashboard will provide complaint data transparency related to community zipcodes, complaint concerns, times, and dates from 2010 to present. Complaint Webform: 2017: o Update included the option to select multiple disturbance types; each selected disturbance type is a percentage of a single complaint. o Update limited the number of submissions to 1 per minute; MWAA changed policy after user history confirmed that multiple complaints were routinely submitted within seconds TBD: o User will create login accounts; accounts will improve the user experience and data consistency. o Mobile App Update: Launched February User selects which airport they want to submit a complaint. Selection of multiple disturbance types is being developed. Discussion: Susan Shipp: o Shared that she anticipates the community will be very excited about the Complaint Dashboard and asked how people should provide application feedback? Mike Jeck: o Feedback should be directed to the MWAA Noise Office. Janelle Wright: o Will MWAA publish 2017 Annual Aircraft Noise Report? o Asked when MWAA will release noise complaint data. Mike Jeck: o MWAA is working on addressing issues associated with multiples identities for numerous individuals. Margaret McKeough: o MWAA is working with industry leaders (B&K) to advance technology to be responsive to requests for more data, more frequently and tools to help analyze the data. o MWAA team is reviewing online data options. 3B) Charter and Standard Operating Procedures: Deferred to the April 26, 2018 meeting. Working Group members should submit Charter and Standard Operating Procedures comments to David Mould, MWAA VP Communications, for discussion at the April 26, 2018 meeting. sph/cs Pg 7/8

8 Agenda Item 4 Other Business/Next Meeting Agenda: 4A) April Tower Tour: Mike Jeck: o March 29, 2018 tour at 11 a.m.: FAA can accommodate a tour up to 15 people, with 6 at a time in the Tower. MWAA will survey Working Group members to confirm March 29, 2018 DCA Tower Tour attendees by jurisdiction. o April Tour: MWAA will coordinate with FAA/Hilary King to determine the availability of an April Tower Tour. 4B) Next Meeting: April 26, 2018 Action Items Prior to Next Meeting or Future Meeting: FAA: FAA/Debbie Hogan will coordinate personnel and schedules to build an FAA Working Group to reopen design discussions for DCA Prototype RNAV GPS Runway 19 Approach. FAA will provide a NEPA Environmental Fact Sheet to be posted on MWAA s Working Group website. MWAA: MWAA will survey Working Group members to confirm March 29, 2018 DCA Tower Tour attendees by jurisdiction. MWAA will coordinate with FAA/Hilary King to determine the availability of an April Tower Tour. MWAA will forward Recommendation #7 Update to FAA. Working Group: MOTION: Recommendation #12 - The FAA meet with the North of the Airport Sub-Committee to explore further modifications to the DCA prototype RNAV GPS Runway 19 Arrival Procedure that can be brought back to the CWG for endorsement. Completing work on this procedure in a manner consistent with Community Working Group recommendation #7 is a worthwhile endeavor. Working Group members should submit Charter and Standard Operating Procedures comments to David Mould, MWAA VP Communications, for discussion at the April 26, 2018 meeting. sph/cs Pg 8/8