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National Airspace Representative/Established on Required Navigation Performance (EoR) 

Josh Haviland is the Article 114 National Airspace Representative and Article 114 National EoR Representative.  

Background: Required Navigation Performance (RNP) describes an aircraft’s capability to navigate using certain performance standards. When an aircraft is “RNP equipped,” it has the ability to monitor the aircraft’s flight track conformance and alert pilots when area navigation performance that cannot be met. The typical RNP conformance requirement for an RNAV (RNP) instrument approach procedure is 0.3 nautical miles from the centerline of the final approach course.  

Unlike vectoring an aircraft to the extended runway centerline for an approach, once established on an RNP approach on the downwind or a base segment, controllers can allow an aircraft to turn to final without providing a minimum of 1000 feet vertical or 3 miles radar separation from aircraft established on an approach to a parallel runway. Application of EoR is available to airports having independent operations with the following runway configurations: Parallel Dual – Runways between 3600 and 9000 feet separated for dual operations; Parallel Triple – Runways between 3900 and 9000 feet apart; Parallel Widely-Spaced – Runways greater than 9000 feet apart.  

EoR: RNP Instrument Approach Procedure amendments for Los Angeles International Airport are still pending, currently slated for publication on August 12. Flight Standards Services is convening a Procedures Review Board to discuss waiving some procedure design criteria requirements that are not applicable to SoCal TRACON and LAX ATCT operations.  

Airspace: Weekly meetings continue with Special Use Airspace activation, Instrument Flight Procedure Optimization, and the Airspace Modernization Roadmap activities. Some 30+ Agency (AJV) commitments have been compiled and are continually being assed for pending “waterfall” schedules and overall program status. The Airspace Modernization group (AJV-S3) recently gave a presentation to the NextGen Advisory Committee, providing a general overview of their roadmap planning activities.  

Western Service Center (WSC) Performance Based Navigation (PBN)    

Chris Thomas is the Article 114 Representative for WSC PBN.    

Background: PBN Co-Leads are responsible for the oversight of designing, developing, and implementing PBN procedures and/or routes. Using a collaborative work group structure, PBN Co-Leads are also responsible for organizing work group activities and making every effort to reach agreement through a group consensus. Each FAA Service Center is represented by an FAA and NATCA Co-Lead, with the exception of the Eastern Service Center, which has two sets of Co-Leads due to the high demand of PBN resources for ongoing national initiatives.  

Alaska T-Routes – Work continues updating T-Routes in Alaska. We have been doing communication surveys on proposed routes. Delays in implementation will happen due to Flight Check restrictions. A Full Work Group meeting with Alaska facilities and area users was completed on Feb 18 & 19, 2021 to discuss the status of this project. Due to the remote areas and terrain throughout Alaska there are many areas where we had a difficult time finding usable altitudes for new T-Routes. We may need to request some waivers for comm. in the future. We will know more after these meetings conclude.  

Florida Metroplex   

Christian Karns is the Article 114 Representative for Florida Metroplex.   

Background:  The Florida Metroplex project consist of two projects. One project is tasked with design and implementation of new Q & Y routes to replace existing J-Routes. The second project is the design and implementation of new Standard Terminal Arrivals (STARs) and Standard Instrument Departures. (SIDS) The intent for the STARs and SIDs is to make them Optimized Profile Descents (OPD) and Climb Via.    

Traveled to DCA on Feb 23 to work from MITRE. While working from MITRE we assisted the Las Vegas team on their implementation and tested out using the large lab war room type set up for Florida Implementation. With 11 facilities and different branches of the FAA involved for Florida Metroplex doing the implementation from home on one laptop is to challenging. The MITRE room with nine large monitors all running different things proved very helpful and will allow and help for a successful implementation in April and August. Metroplex Core Team, Miami Center (ZMA) Metroplex POCs, Scott Leis (AJV-I), FPT and ZMA Airspace Office met to discuss the moving of waypoint CANOA to meet a request from CUBA to move four waypoints that have discrepancies in databases. The distance Cuba requested to move is CANOA 171 feet. Three procedures are being implemented in August that utilize CANOA (BAHIA, MHITO and SNDBR). It would not be an issue for Metroplex to make the move but there are Y and Blue routes that also use the fix. Scott said Y routes are non-regulatory and should not be affected by the move. It does not change the definition of the airway. Metroplex will move the waypoint. Scott will coordinate the changes to the Y and Blue routes. Art will coordinate with other FAA Lines of Business to ensure that all are aware of the change that Metroplex is making. All of the April procedures were FC Satisfactory (SAT) or SAT with changes. All April Procedures have passed Flight Check as well as PRB. Received all approvals from PRB but have to make a few changes. Have a meeting with AFS, Bennie, Gary F., Core Team and FPT to determine the NOTAM language for BAYPO and ENDED (TPA procedures). Held meeting with MIST and Second Level Engineering with Jacksonville Center (ZJX) for introduction.  

Las Vegas Metroplex  

Jeff Plendl is the Article 114 Representative for Las Vegas Metroplex.  

Background: The recommendation to include the Las Vegas area into a Metroplex was decided in a September 2009 Final Report from the Radio Technical Commission for Aeronautics (RTCA) Task Force 5. The report identified McCarran Airport (LAS) in Las Vegas as a Core airport and provided recommendations to optimize the airspace and procedures around Las Vegas. Subsequently, In May 2012 an Operational Study Team (OST) was formed. In August of 2017, a Design and Implementation (D&I) team was formed to address identified operational and efficiency issues. Design work continued through February 2019. Since then, the Las Vegas Metroplex has been working through the Evaluation and Implementation phases of the project. Implementation date is currently scheduled for November 5, 2020.  

We have been gathering data and comment cards to prioritize our work for potential re-design. Tower and district management personnel were unaware of route limitations due to the environmental study and community outreach. We quickly corrected their behavior and have educated them on the proper usage of the GIDGT and RATPK SIDs of off RWY19. We will be holding out first post-implementation outreach with industry next week. The weeks ahead, we will be meeting with Albuquerque Center (ZAB), Salt Lake center (ZLC), Denver Center (ZDV) and Oakland Center (ZOA) to address any concerns they have or changes they require. The facility POCs will begin our re-design meetings in early April.  

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