Aircraft%20Vertically%20Separated%20Approaches%20[VSA]%20-Takeoffs%20[VST]%20and%20Split-Runway%20[SR]%20Operations

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Aircraft Vertically SeparatedApproaches VSA
-Takeoffs VST and Split-Runway SR
Operations

• Presented at
• 46th AIAA Aerospace Science Meeting and Exhibit
• Reno, Nevada
• January 7-10, 2008
• Author Daniel Gellert
• P.O. Box 3640
• Sequim, WA 98382

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Problem

• Airport delays are causing the FAA and Department
  of Transportation to initiate the reduction of
  airline schedules and also to consider charging
  peak hour user fees.
• New York airport problems are considered to
  account for about 75 of the nations airline
  delays and scheduling difficulties.
• New Yorks J. F. K. International Airport is
  recognized as most critical for delays.

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Limitations

• Most large domestic and international airports
  are locked into expensive real estate, with
  houses businesses nestled on their borders.
• Therefore, in most cases, land is not available
  for new airport construction or for major airport
  expansion.
• Even a new runway construction will cost a
  billion dollars or more, if at all possible.

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Solutions

• The inexpensive division of long runways
  medially, creates two separate and fully
  functioning runways for B-737, A-320 and EMB-190
  type airliners one for landing - another for
  takeoff. Since these airliners are the most
  frequent in flying from JFK and other airports,
  the Split-Runway, SR process provides exactly
  the same benefit as building an additional new
  runway.

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FAA MANDATE

• While delays resulting in airport gridlock are
  limiting the growth of air transportation,
  especially at New Yorks JFK, the only FAA
  solution is to cut airline schedules and force
  airlines to pay higher user fees.
• FAA is also considering auctioning off to the
  highest bidder, landing slots currently owned by
  airlines flying in an out of JFK.

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Requirements for New Generation Air Traffic
System Improvements

• Eliminate airport gridlock through SR
• Use VSA and VST technology
• Bypass en-route chokepoints
• Establish Continuous Descent Approaches
• Establish Jet Climb Corridors
• Airports provide and pay for ADS-B
• Airlines equip some airliners for ADS-B
• Develop RNP approaches departures

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Eliminate Airport Gridlock

• As an example divide the JFK 14,571 ft. long
  runways 13R and 31L medially, than use the
  approach end as an independent 7,000 ft. runway
  for landings, and use the 7,000 ft. far end as an
  independent takeoff runway for B-737, A-320 and
  EMB-190 type airliners. This will double
  operations.
• The full length will continue to be used for
  heavy A-380 and B-747 type airliners.

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Heavy Large Airliners
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JFK Split-Runways 13L 13R
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Are Split-Runway Operations OK?

• B-757 airliners, which are considerably larger
  than B-737 airliners, are currently landing and
  taking off on Chicago Midway Airports 31L and
  31R runways, which are only 6,519 feet long.
• Therefore the 7,000 feet Split-Runway SR
  procedures planned for JFK and the other major
  domestic and international airports are close to
  500 feet longer/safer.

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Midway 6519 6102 Ft. Runways
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New York LGA 7,000 ft. Runways

• Because the FAA approved me to fly 500,000 pound
  250 ton heavy L-1011 airliners from LGAs 7,000
  runways, the FAA cannot logically oppose to
  implement Split-Runway SR flight operations for
  large 170,000 pound 140 ton B-737 airliners at
  JFK by splitting the 14,571 ft. runways into two
  7,000 ft. independent landing and takeoff
  runways.

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LGA 7,000 ft. Runways
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JFK and LGA Comparisons
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JFK SR Missed Approaches
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JFK Airport Runways 31L 13R
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JFK Runways 4L 4R
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Washington DCA 6989 Runway

• Washington DCA Airports longest runway is 6,989
  feet long and handles up to B-757 airline
  traffic.
• This is further evidence that the 7,000 feet long
  JFK Split-Runway SR operations are practical,
  FAA approvable and safe.
• I have personally flown B-757 airliners from this
  6,989 DCA runway.

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Washington National Airport DCA
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FAA Regulation for Low Approach

• FAA 3-131 authorizes low approaches to not less
  than 500 feet above an aircraft in takeoff
  position on the runway.
• Since during SR flight operations at JFK, for
  instance, the takeoff airliner would be on the
  takeoff runway some 7,000 ft. from an approaching
  aircraft, this would be considerably safer under
  FAA 3-131, than current FAA approved low
  approaches.

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FAA Same Runway Separation

• FAA 3-122 provides in part Separate an arriving
  aircraft from another aircraft . . . (2) the
  aircraft is airborne, it need not have crossed
  the runway end if the following minimum distance
  from the landing threshold exists c When
  either is a category III aircraft 6000 feet.
• FAA category III in this case applies to jets.
  
• Since the 7,000 ft. distance of the takeoff
  runway at JFK is 1,000 feet more than 6,000 ft.
  required by the FAA - the departing airliner is
  more than 1,000 ft. beyond the required 6,000 ft.
  minimum. Therefore, SR runways are in FAA
  compliance.

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Split-Runway SR Safety

• Split-Runway operations will prevent the type of
  crashes, such as a USAIR B-737 landing on top of
  an airliner positioned on the end of a LAX runway
  awaiting takeoff clearance. This cannot happen
  with SR.
• Split-Runway operations are unique in that
• these are independent runways, marked as such,
  and are dispatched accordingly.

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SR Implementation Policy

• Phase One aircraft cleared into position for
  immediate takeoff after landing aircraft safely
  on runway. This phase provides for training and
  for operational confidence.
• Phase Two takeoff to commence when approaching
  aircraft has landing assured.
• Phase Three simultaneous landing and takeoff
  operations.

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SR Requirements

• Captain only landings, unless emergency is
  declared.
• Prior to SR landing clearance, report of three
  green, landing gear down and locked must be
  reported to ATC.
• Aircraft must be configured for landing prior to
  final approach fix FAF or missed approach must
  be initiated.

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Special SR Crew Training

• Flight crews must have training in SR flight
  operations and procedures.
• For all flight operations the avoidance of
  hydroplaning is essential. Pilots must know the
  hydroplaning speed and use engine reverse to drop
  below this speed.
• 7,000 ft. runway is sufficient under most
  conditions for B-737 type airliners, still proper
  braking should be emphasized.

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Precision-But-Not-This-Much
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Gee-I-Didnt See Him Coming
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Going-My-Way-MARSA
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Blue Angel-Ground Effect on Water
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NOT-The-Way
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(No Transcript)
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St. Thomas Restricted Airport
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Special/Restrictions St. Thomas
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Split-Runway SR Benefits

• B-737, A-320 and EMB-190 type SR capable
  airliners departing JFK, do not have to taxi long
  distances to the far end of the long 14,571 ft.
  runway as today.
• SR operations saves about 700 gallons of jet
  fuel, reduces crew costs, increases aircraft
  utilization, eliminates passenger confinement on
  departing airliners since takeoff sequences are
  greatly increased.

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Vertically Separated Approaches VSA and
Takeoffs VST

• VSA and VST are offered as a means to reduce
  approach and takeoff distances between heavy
  and other airliners to the minimum 3 miles of
  separation required to avoid collision of
  aircraft in flight.
• Airliners use Vertical Separation VSA VST
  technology to fly safely above wake turbulence
  when following heavy aircraft.

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Vertically Separated Approaches VSA

• B-737 type airliners on VSA approaches follow
  heavy airliners 3 miles behind and flying above
  the wake turbulence land 7,000 feet down on the
  second half of the Split-Runway.

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Vertically Separated Approaches Can Also Be Used
By Two Similar Airliners To Expedite Landings
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Vertically Separated Takeoffs VST

• The B-737 type aircraft following a heavy
  aircraft takeoff climbs on a minimum 15 degree
  divergent course to 1,000 feet above the heavy.

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VSA and VST Diagram
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Dangerous LAX Runway Incursions

• Los Angeles International Airport, LAX has
  continuous runway incursions. LAX is
  relocating/moving two runways to create taxiways
  between the two north and also the two south
  parallel runways.
• LAX should install colored taxi crossing lights
  to supplement voice instructions on radio and
  build Split-Runway crossings.

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Los Angeles LAX Airport
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Bypass En-Route Chokepoints

• Establish the use of INS/IRS, GPS and FMC-offset
  free-flight for en-route traffic to bypass the
  presently existing chokepoints on airways.
• Air traffic with out operating systems to self
  navigate can be vectored around these chokepoints
  by ATC.

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Create CDA and JCC Corridors

• Continuous Descent Approaches CDA and Jet Climb
  Corridors JCC operations take up less
  airspace, save fuel, create less noise, less
  controller work load, more
• efficient, cause considerably less airport
  delays, and are safer by avoiding near miss
  incidents.

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Airports Buy and Pay for ADS-B

• Airports, especially JFK should buy their ADS-B
  equipment to eliminate delays.
• Airlines should equip and dedicate some of their
  aircraft to fly into these selected and ADS-B
  equipped airports. This will make it possible for
  airlines to take advantage of the RNP approach
  and departure technology.

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Conclusions

• If the the Department of Transportation or the
  FAA had a plan or idea how to solve the airport
  delays and gridlock, they would not be cutting
  airline schedules.
• The break-through Split-Runway SR VSA, VST
  technologies are the only registered
  possibilities offering hope to resolve these
  major disruptive problems.

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LAX Crash
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TWA 800 Fuel Explosion
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American B-757 Cali Crash
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American B-757 Page 2, Cali