Amendments to existing SAA boundaries, altitudes, or times of use
DOD, Federal, state or other governmental or civil aviation mission requirements and scheduling needs
Why is Real-Time SAA Data Important?
Failure of Having Accurate Real-Time SAA Data can cause the following problems.
Canceled flights, delayed flights, scrubbed training missions
Increased operating and/or training costs for all NAS users
Operational deviations/errors as a result of incorrect SAA data
Failure to conduct strategic or real-time tactical NAS planning
Unnecessary restrictions on military flight operations (capping air traffic control assigned airspace (ATCAA), DOD and Civil Aviation flights circumnavigating “cold” airspace, etc.)
Benefits
Access to real-time SAA information:
Improved flight planning and scheduling for DOD and Civil Aviation
Simplifies processing of SAA schedules and status
Reduces the chances of miscommunication and human error
Developing training/certification process for SAMS/MADE
Establishing a process for identifying and validating future SAA system upgrades or changes
NSAAP KSN Site
NSAAP Benefits Analysis – Final Draft due July 31, 2012
Human In The Loop (HITL) Simulation/testing with DOD, Civil, and FAA
ID and Selection of Key Test Sites for field testing (DOD, Civil and FAA)
NSAAP Benefits Analysis
Aviation Stakeholder Benefits
Flight path savings based on having SAA schedule & status data
Benefits accrue to multiple flight types
DOD Point A to Point B and Point A to A
Civil scheduled and on demand
General Aviation Scenario
Business Process/Safety Improvement Benefits
Visited 4 ARTCC to learn business process improvement needs
Reduce Operational Deviations/Operational Errors
Continuous Process Improvement Benefits
Benefits Analysis will show a Low and a High Average range of numbers
Questions?
Has there been a Concept of Operations (CON OPS) been established for this activity?
Yes there have been many people involved and every conceivable variable has been evaluated and included in the Con Ops.
Is this a web based system?
This will include a scheduling agency inputting scheduling information that goes to the FAA and will be compatible with all current FAA systems.
The data will then be available for any NAS user that desires access for what every they want to do with the information.
There will be mandatory spending by the DoD and FAA to facilitate the development of the system.
There will have to be investment by agencies/companies that want to have this data available to them.
NAS users can continue to fly around cold airspace or invest in this system to have real-time SAA utilization information.
American Airlines is getting a BETA level data stream today to evaluate the usefulness of this data.
Does this require another system to be used by the units?
The Air Force system that will interface with the FAA is CSE and it is currently being fielded as the single Air Force scheduling system.
The FAA was requested to define the input required but did not make hardware requirements.
Mr. Chupein stated that the Air Force is looking at electronic flight bags that would include a smart device such as an iPad that would interface with the FAA system to graphically present real-time airspace utilization.
Mr. Yadouga added that NSAAP:
Does not take away airspace from the DoD.
It will allow for the use alternate airspace when required.
It does not change the way the DoD will schedule.
It provides accurate status information on SAA in a timely manner.
If airspace goes cold, that time and the projected time that it will remain cold is now available for all NAS users to determine if that information will allow them to improve their flight operations in a real-time manner.
Can this system automatically update a flight plan during flight?
That is not available today but it is one of the growth features in the next generation of flight planning tools that are being developed right now.
Business Aviation Fact vs. Myth – Robert G Lamond Jr - National Business Aviation Association (NBAA), Director, Air Traffic Services
Only 22% of passengers are top management; the majority is other managers (50%) or technical, sales or service staff (20%)
Companies using business aviation typically operate one aircraft
75% of companies operate only one turbine-powered aircraft
80% of business aircraft flights are made into secondary airports or airports with infrequent or no scheduled airline service
NBAA has 5,000+ operating members (individual Part 91/135 Flight Departments) representing over 11,900+ aircraft
Millions of Highly Skilled Jobs…
FACT: Business aviation contributes $150 billion to U.S. economic output, and employs more than 1.2 million people.
FACT: The vast majority of general aviation aircraft used for business worldwide are manufactured, operated, serviced and maintained in the United States.
FACT: Business aircraft manufacture is one of the remaining sources of good manufacturing jobs in this country. It is also one of the few industries still contributing to the nation’s positive balance of trade.
FACT: Schedulers, dispatchers, maintenance technicians, pilots, training professionals and airport employees are just a few of the many support professions involved in business aviation.
A Lifeline To Communities…
FACT: Although some 500 airports have limited commercial airline service, almost all airline flights go from only 70 major hubs. For the myriad communities in America that are not serviced by these few hubs, there is simply no way to get there without business aviation.
FACT: Over the past several years, dozens and dozens of cities across America saw a decline in scheduled commercial airline service. What's worse, dozens more lost airline service entirely.
Efficiency & Productivity Tool For Tens Of Thousands Of Businesses…
FACT: Companies needing to reach multiple destinations in a single day rely on business aviation. This type of itinerary is often impossible to keep using other modes of transportation.
FACT: When using a business airplane, employees can meet, plan and work en route. Employees can discuss proprietary information in a secure environment and without fear of eavesdropping, industrial espionage or physical threat.
FACT: Many aircraft have technologies that allow employees to remain in communication with colleagues on the ground throughout the duration of their flight. This is critical for companies managing a rapidly changing situation.
FACT: Business aviation allows companies to safely transport tools and materials that cannot be carried aboard airlines, enabling them to solve urgent problems efficiently and quickly.
FACT: Business aviation is a time multiplier allowing key employees to do more, faster. Much like an investment in state of the art computer software, a business airplane boosts employee efficiency and productivity. Efficiency=Productivity=Profits.
A Life Saver for People in Need…
Through volunteer organizations like Angel Flight, Air Care Alliance, Corporate Angel Network, and Corporate Aircraft Responding in Emergencies, companies and pilots regularly provide life-saving services to people in hard-to-reach communities around the globe. These missions include:
Disaster relief - shipping food, medicine and clothing to people in need
Life-flight service - transporting terminally-ill patients for life-saving medical procedures
Volunteer transportation for U.S. Military service personnel, Red Cross, and National Guard units
A Short Business Aviation Works Video was presented that described the various types and sizes of company aviation departments that comprise the membership of NBAA.
Aircraft Owners and Pilots Association (AOPA) – Ms. Melissa Martin (Senior Government Analyst – Air Traffic)
AOPA is a not-for-profit organization dedicated to general aviation, incorporated in May 1939 with over 400,000 members today.
AOPA’s Mission is to preserve the freedom to fly.
Advocating on behalf of our members.
Educating pilots, non-pilots, and policy makers alike.
Supporting activities that ensure the long-term health of General Aviation.
Fighting to keep General Aviation accessible to all.
AOPA has Seven Geographical Regions, many with new regional managers.
Shaw MOA Proposal (Bulldog, Gamecock and Poinsett MOAs)
In the Final Environmental Impact Statement, the USAF has largely addressed general aviation concerns with the Mitigated Proposed Action which eliminates any changes to the Gamecock and Poinsett MOAs.
AOPA’s only remaining concern is access to V70 and T-209 when either the Bulldog C or E MOAs are active. This impact would be greatly reduced with the addition of real-time SUA status information.
AOPA Priorities
Real time SUA status information.
Ability to have early input and collaboration- prior to concept phase.
Charted frequencies for in-flight updates of SUA status.
Questions?
What is AOPA’s position on RNAV routes verses Victor Airways?
FAA has asked if all Victor Airways should be replaced by RNAV routes, AOPA does not recommend eliminating Victor Airways at this time but that may happen in the future.
Does AOPA have a stated policy on UAS operations in the NAS?
Ms. Williams replied that AOPA does have a policy since 2003 AOPA has advocated the integration of UAS into the NAS.
Safely with no harm to other users
AOPA’s position is that no additional segregated airspace should be created to contain UAS operations.
AOPA is seeking open discussion on UAS issues and they may be regional such as the proposal in North Dakota.
How does AOPA manage the desires of the VFR pilot that does not want any restrictions to his flight and the GA business aircraft owner that sees the FAA NextGen as beneficial to his flight operations?
Ms. Williams is busy with those issues daily, it is a balancing act for our members. In the past our membership supported FAA modernization but did not want anything to go away. That has changed and there will be some pain and cost to move to NextGen systems.
Action Item Update - Mr. Hebner (D3ASO)
Environmental CATEX
BACKGROUND: CATEXs in 32 CFR Part 989 – discussion suggested that the FAA regulation should be changed to accept DoD CATEXs.
Status: E-mails exchanged between AF/A30-BR and PBFA. Nothing Significant to report.
Key Issue: To support adding new CATEXs, the FAA would have to "adopt“ DoD (or any other Agency's) NEPA documentation as their own, then go through the above administrative process. However, they probably would not say, "we are incorporating DoD CATEXs.”
AIRSPACE COORDINATION PLAN
DISCUSSION: Airspace Coordination Plans for States are needed for deconfliction of participating military aircraft in support of Civil Emergencies
ACTION ITEM: Regional Co-Chairmen will work with State Aviation Officials and State NG DOs to finalize Memorandum of Agreement between the State National Guard and HQ 1st Air Force (AFNORTH).
OPR: AFNORTH (601st AOC) OCR: ARC Co-Chairs
Status: ARC Co-Chairs to pursue with each State in their respective Regions. – May be OBE by FAA initiative.
Tours of FAA Facilities
BACKGROUND: At the SO-SW ARC in Feb 2010, Colonel Chupein suggested FAA tours should be offered to unit leadership at FAA Air Route Traffic Control Centers.
ACTION ITEM: During Airspace/Range Council Executive Sessions, tours of FAA ARTCCs should be offered to unit commanders to better understand FAA operations and open lines of communication.
OPR: AF/A3O-BR and Brig Gen Mitchell
Status: Open 2011 regional ARCs at So/SW, NWMtn, ENE at or near Center facilities. Included classified war-fighter briefs to controllers to demonstrate the connection between airspace and operational capabilities.
Comments: ARC Meetings at FAA Centers has been very successful.
MTR AVOIDANCE POINT IDENTIFICATION
BACKGROUND: NWM ARC, March 2010 -- AP1B identification of points along MTRs must include the coordinates of the point and the avoidance distance and altitude. Government Land Managers such as the National Parks should identify significant sites within MTR boundaries that would be adversely affected by overflights.
ACTION ITEM: Request that the Department of Defense work with the FAA to insure that all points to be avoided within MTR corridors include the latitude, longitude, distance and altitude required to avoid a particular site.
OPR: AFFSA OCR: HQ USAF/A3O-BR
Status: Low Level Deconfliction Tool is possible solution…Unfunded with delayed integration into CSE.
Comments: Mr. Chupein will follow up on this Action Item.
INVITE REPRESENTATIVES OF RENEWABLE ENERGY ASSOCIATIONS TO ARC
BACKGROUND: NWM ARC, March 2010 -- Need to look forward to protect present and future resources for Doppler Radar training and testing. F-35 capabilities briefing is a starting point to ensure our Operating Space is adequate. We need future requirements to limit surprises. Windmills will affect training - even if located outside SUA or MTRs (within up to 40 miles for current generation Doppler Radar). Renewable Energy associations are not unlike the Airline Transport Association representing the many renewable energy businesses before the government and the public. They provide the national public outreach for wind and solar.
ACTION ITEM: Identify national renewable energy organizations and invite representatives to regional Airspace/Range Councils.
OPR: HQ USAF/A3O-BR
Status: Need to develop invite list for RECs.
Comments: The Air Force Center of Environmental Excellence should encourage increased participation by Renewable Energy Organizations.
HISTORY AND PURPOSE OF THE AIRPACE/RANGE COUNCILS
BACKGROUND: NWM ARC, March 2010 -- Ms. Stewart included a very informative history and reasons for the creation and continuation of the Regional Airspace/Range Management Councils. Ms. Stewart suggested that this information be compiled and available to future Management Councils to ensure they are aware of the importance of these meetings, the cooperative solutions to past problems, and continued potential future challengers.
ACTION ITEM: Develop a document or briefing on the history and value of the Airspace/Range Councils
OPR: NGB/A3A OCR: HQ USAF/A3O-BR
Status: Completed - May be a Supplement to the Regional Roadmap document. NGB/A3A to provide an outline to the National ARC.
CIVILIAN/CONTRACTOR USE OF RESTRICTED AIRSPACE
BACKGROUND: There is a lack of guidance concerning civilian/contractor use of military restricted airspace. ANG Legal has determined that there is no guidance. AFMC at Edwards AFB frequently provides restricted airspace for civilian contractor use. The Navy has a concern that DoD guidance must be established to avoid precedent setting by a single Service.
ACTION ITEM: Develop DoD-wide guidance for non-DoD use of Restricted Airspace
OPR: HQ USAF/A3O-BR OCR:
Status: New, from 2010 ESA Exec ARC.
Comments: NGB believes that we are to support non-interference use of the ranges. The FAA UAS Test is moving the Air Force closer to the NGB position.
REGIONAL SOURCEBOOKS
BACKGROUND: Ms. McCusker, USFS, recommended updating the Western Pacific Regional Sourcebook and creating Sourcebooks for each of the regions.
ACTION ITEM: Develop On-line Regional Sourcebooks
OPR: HQ USAF/A3O-BR OCR:
Status: New, from 2011 So/SW ARC.
LATN Designation Clarification
BACKGROUND: Due to questions raised during the Cannon LATN process A3O-BR will examine the utility of identifying this training space. It is essentially a wing commander’s limit or boundary of unit operations.
ACTION ITEM: Clarify the LATN Designation and requirements.
OPR: HQ USAF/A3O-BR OCR:
Status: Open
DoD Standard for Airspace Utilization
BACKGROUND: The services need a DoD standard of data collection that allows vision into all service activities.
ACTION ITEM: Need DoD level airspace utilization standard.
OPR: HQ USAF/A3O-BR OCR:
Status: Open
Environmental Update to Legacy SUA
BACKGROUND: There is some question if legacy airspace that may be utilized again requires a fresh Environmental look. There are grandfathered routes that may never have been assessed.
ACTION ITEM: Determine requirement to periodically re-assess airspace.
OPR: HQ USAF/A3O-BR OCR:
Status: Open
Transfer Alaska from NWMnt to WP
BACKGROUND: Most of the issues addressing AK are managed by PACAF. Moving AK would consolidate their concerns
ACTION ITEM: Poll impacted parties on their preferences.
