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Summary Reagan National Airport Community Working Group

Regular Meeting (14) – June 22, 2017 Date: June 22, 2017 Time: 6:00 P.M. – 8:00 P.M. Location: Metropolitan Washington Airports Authority (MWAA) Terminal A – Historic Lobby Conference Center Agenda: May 25, 2017 Meeting Summary, FAA Update, Working Group Discussion Working Group Members Present:

Dick DeiTos Metropolitan Washington Airlines Committee Ken Hartman Montgomery County John Mitchell Prince George’s County - Accokeek Ron Montague Arlington County Rick Murphy District of Columbia - Ward 2 Jim Phelps Fairfax County - Dranesville Mike Rioux Fairfax County - Mount Vernon Brian Stout Arlington County Steve Thayer City of Alexandria Wayne Tonkins, Sr. Prince George’s County - Ft. Washington

Alternates: Don Crockett District of Columbia - Ward 2 Carol Hawn Fairfax County At-Large William Liebman Montgomery County Don Minnis Fairfax County - Mount Vernon William Noonan Montgomery County - Inside Beltway Dominic Patella District of Columbia - Ward 3

Agenda Item 1 – Welcome and Updates: David Mould, MWAA Vice President of Communication

Welcomed Working Group and shared that Ms. McKeough would join the committee shortly.

Welcomed new Working Group member Rick Murphy, District of Columbia - Ward 2.

1A) May 25, 2017, Meeting Summary: o Abstained (2): Carol Hawn, Jim Phelps o Approved.

1B) Noise Complaints Distributed to Members:

o Confirmed distribution of requested noise complaint data to Working Group.

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Agenda Item 2 – FAA Update:

2A) Revised Notional North Flow Graphics: o FAA Presentation – Conceptual West & East RNAV SIDs – Update with 10 DME and 328

Radial: Bennie Hutto / FAA NACTA Representative

Presented *updated DCA Runway 01 and 33 graphics for Conceptual West & East RNAV SIDs:

*10 nm DME Arc (white solid line).

Prohibited Airspace P-56A/B (red).

Conventional 328° radial (white dotted line).

Current published procedure (yellow-brown).

Notional procedure (green).

Aircraft would depart northwest off Runways 01 and 33, avoid P-56, then align with the center of the Potomac River:

o ADAXE waypoint would be replaced with WP395 (slight shift to left). o BEBLE waypoint would remain in current location. o COVTO waypoint would be replaced by WP173.

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Westbound traffic: o New WP398 waypoint where aircraft will disperse west and

southwest.

Eastbound traffic: o ALEEX_[UD] moved very slightly to northeast o DCA eastbound traffic sequenced with other eastbound traffic,

including Dulles, to get into flows headed to New York, Boston etc.; some may turn early to be sequenced into flow.

o FAA has limited options regarding eastbound traffic; eastbound traffic cannot go west then turn around and go east due to spacing, sequencing, safety and efficiency, i.e. – it encumbers more airspace and exposes more people to aircraft overflights.

Pre-NextGen, eastbound traffic was more dispersed prior 10 DME due to pilot-ATC interaction delays, sequencing and airspace requirements associated with ground-based navigation.

Post-NextGen, onboard flight management systems use performance-based satellite navigation that automatically turn aircraft (eliminating human interaction delays) and provide more predictable flight paths and turn locations.

o Discussion: William Liebman:

Pre-NextGen, north-flow departing aircraft, and their accompanying noise, were dispersed over a wide-geographical area, thus mitigating the noise impact on area residents.

Post-NextGen, north-flow departing aircraft flying the NextGen LAZIR-based SIDs, and their accompanying noise, are channeled into narrow corridors, thus significantly increasing the noise impact on people residing under and near the corridors. (See Pre/Post NextGen Data Presentation.)

FAA’s 2013 Environmental Assessment for the DC Metroplex evaluated environmental impacts like noise for existing flight paths using radar data for only 282 days in 2011.

None of that 2011 data included data for the NextGen LAZIR-based SIDs, as those departure procedures did not exist in 2011.

Unlike the NextGen LAZIR-based SIDs, the 2 north-flow departure procedures in effect in 2011—NATIONAL ONE and LAZIR ONE—did not channel aircraft into narrow corridors over Montgomery County.

Carol Hawn:

Notional procedure positions more aircraft over Virginia than Montgomery County, Maryland.

Despite more flights over Virginia, I’m willing to support the proposed procedure as a Fairfax County Representative because the flights are higher and it is more equitable for the region.

Ken Hartman:

NextGen channelization is Montgomery County’s issue.

Existing and recommended east-bound flights turn before the 10 DME – This is not consistent with the DCA Noise Abatement Procedure. Before OAPM DC, flights turned east after the 10 DME. What is the status of the Noise Abatement Procedure?

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Benny Hutto:

DCA Noise Abatement Procedure states, while avoiding prohibited airspace P-56:

o Aircraft depart and reduce power at 1,500 ft altitude (or 2 mile DME fix) to a 500 ft/mile climb rate calculated for hot day conditions at maximum takeoff gross weight.

o Follow Potomac River to abeam Georgetown Reservoir (or 4 mile DME fix) then continue over the river or via the 328°radial until past the 10 mile DME arc.

However, aircraft were often turned off the radial prior to 10 DME based on ATC operational necessity.

Mike Jeck / MWAA Noise Information Office:

During the 1970’s and 1980’s, the departure climb performance of older stage 1 and 2 aircraft was less efficient resulting in lower pitch angles allowing pilots to better visualize the river.

Improved engine technology generates higher pitch angles that reduce pilot’s ability to visualize the river.

Bennie Hutto:

Departure speed is restricted to 220 knots.

There are performance tradeoffs associated with speed and altitude, i.e. – aircraft noise exposure increases with lower speeds and altitudes.

DCA eastbound traffic initially climb to 5,000 ft, then step up to 9,000 ft based on other air traffic in the area:

o DCA traffic held at 9,000 ft altitude. o IAD traffic held at 10,000 ft altitude. o BWI traffic held at 11,000 ft altitude.

Mark Steinbecker / FAA Flight Standards:

Modern engine technology is more efficient so it’s preferable to climb aircraft unabated to 5,000 ft altitude to minimize aircraft noise exposure.

John Belk / FAA PBN Technical Lead:

FAA has presented various notional concepts, however, the Working Group needs to reach a consensus to move forward as a region.

Bill Noonan:

Reluctant to endorse a proposal without fully vetting the environment impacts:

o Need to know the impact of each proposed change. o Need to compare Pre-NextGen versus Post-NextGen. o Useful to have a subset of Working Group work with a consultant.

Mike Jeck:

Clarification, Working Group is requesting 3 grid maps: o Pre-NextGen (2015). o Post-NextGen (current). o Conceptual (future).

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Margaret McKeough / MWAA Chief Operating Officer:

MWAA previously worked with our consultant, Ricondo & Associates, to provide a noise study requested by the Working Group.

MWAA is open to discussing available resources to progress to a common goal.

Working Group needs to provide MWAA a detailed Statement of Work. Bill Liebman:

Pre/Post NextGen Data Presentation:

Ron Montague:

Rosslyn, Arlington County receives 100% of all Runway 1/19 departures and arrivals.

Need to work together to understand the environmental impacts then develop a departure procedure the is equitable to the region, i.e. – including following departure waypoints close-in (in lieu of 328°radial) and dispersion farther out.

2B) East/West Percentages for North Flow Departures: o FAA Presentation – DCA West & East Departure Percentages for week of June 5, 2017

Bennie Hutto / FAA NACTA Representative Working Group requested East/West departure percentages. Summary for June 5-11, 2017:

Some days were mixed flow days containing North and South Flow departures.

Total Departures = 2985 o Westbound (64%) = 1910. o Eastbound (36%) = 1075.

Agenda Item 3 – General Working Group Discussion: 3A) Jurisdiction Updates (City of Alexandria, Arlington, District of Columbia, Fairfax, Montgomery, Prince George’s):

o Postponed to future meeting. 3B-C) Proposed Organizational Structure and 6 Point Plan Update:

o Ron Montague: Recommended modified 2 Point Plan with groups North and South of the airport to

limit conflict within the Working Group.

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o Carol Hawn: Although there’s merit to suggestion, the other four proposed sub-committees

address issues important to the Working Group. o Steve Thayer:

6 Point Plan proposal would create sub-committees to research issues that are difficult to address as a committee of the whole, then report to full Working Group.

Important to identify appropriate sub-committee topics and interested members to solve issues as a region.

o Brian Stout: Agreed in principle to organizing the sub-committees but there’s value in waiting for

a consultant to provide insight for committee structure. o Mike Rioux:

Sub-committees offer the opportunity to initiate momentum between meetings of the committee of the whole.

Recommended:

Procedures: o North Members – North Flow Departures/South Flow Arrivals:

DC, Arlington, Fairfax, Montgomery Counties o South Members – South Flow Departures/ North Flow Arrivals:

Alexandria, Mt Vernon, Accokeek, Ft Washington

Noise Assessment: o North and South Members

Fly Quiet: o Interested members to review and determine the relevant parts for

DCA.

Dulles Matters: o Interested members to engage local elected officials.

o Margaret McKeough: North procedures is where the stalemate exists for the committee. MWAA open to discussing consulting resources but airspace planning is the FAA’s

responsibility. o Ken Hartman:

North Flow discussion highlights the need for technical support. It is not efficient for the laypeople on the committee to recommend specific procedures without it.

The June 20, 2017 “BWI Traffic Analysis and Notional Paths” report by FAA to the DC Metroplex BWI Community Roundtable Working Group as an example of where FAA is considering dispersion paths. This is tremendous progress. The BWI working group has contract facilitation and technical support.

o Brian Stout: Agreed the Working Group needs to develop broad principles, then work with a

technical expert to deliver useful airspace concepts to the FAA for consideration. o Margaret McKeough:

Working Group will provide MWAA with names of sub-committee members and copy Mike Jeck/MWAA and Dick DeiTos/MWA on correspondence.

Working Group will provide MWAA with a draft Statement of Work for technical support.

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3D) MWAA Dulles Presentation Mike Stewart, MWAA Vice President of Airline Business Development

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Agenda Item 4 – Other Business/Next Meeting Agenda:

2017 Meeting Dates (4th Thursday) o Next Meeting scheduled for July 27th.

Action Items – Prior to Next Meeting or Future Meeting:

Working Group:

Working Group will provide MWAA with names of sub-committee members and copy Mike Jeck/MWAA and Dick DeiTos/MWA on correspondence.

Working Group will provide MWAA with a draft Statement of Work for technical support.