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FAA Dedicates New Airport Traffic Control Tower for LaGuardia Airport

For Immediate Release
January 21, 2011

NEW YORK–The Federal Aviation Administration today dedicated a new airport traffic control tower for LaGuardia Airport (LGA) that will replace the one that has served the airport since 1964. In 2010, air traffic controllers at LGA handled nearly 400,000 takeoffs and landings.

“LaGuardia Airport plays an important role in our country’s aviation infrastructure,” said U.S. Transportation Secretary Ray LaHood. “This modern tower will help enhance the safety and efficiency of air travel in and out of the New York metropolitan area.”

The tower will be equipped with the latest aviation technology, including the Airport Surface Detection System Model X (ASDE-X), which allows controllers to track surface movement of aircraft and vehicles. Controllers will also be using the Integrated Control and Monitoring System (ICMS), which consolidates information including navigational aid displays into one screen.

“Today marks a culmination of years of hard work by many people both inside and outside the FAA,” said FAA Administrator Randy Babbitt. “This tower symbolizes the direction the FAA is taking by transforming the future of aviation with new technology.”

The new 233-foot high tower is 82 feet higher than the previous tower and has an 850 square foot tower cab. The total cost to design, equip, and construct the new tower was approximately $100 million.

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    Update to “Cold Temperature Restricted Airports” list


    Subject: Update to “Cold Temperature Restricted Airports” list located in Notice to Airmen Publication (NTAP) Graphic Notices. www/faa.gov/air_traffic/publications/notices.

    Purpose: This publication provides operators with information related to cold temperature altitude restrictions. It contains the addition and subtraction of airports to the Cold Temperature Restricted Airports list located in the NTAP.

    Background: In response to recognized safety concerns over cold weather altimetry errors, the Federal Aviation Administration (FAA) completed a risk analysis to determine if current Title 14 of the Code of Federal Regulations (14 CFR) Part 97 instrument approach procedures in the United States National Airspace System (NAS) are at risk during cold temperature operations. From this study the FAA published an NTAP providing pilots a list of airports, the affected segments and procedures needed to correct published altitudes at the restricted temperatures.

    Discussion: Pilots may correct all altitudes from the initial approach fix (IAF) through the missed approach (MA) final holding altitude (All Segments Method). There will be a single temperature in Celsius (C) next to the snowflake ICON to indicate when this procedure will be required. Pilots wishing to use the All Segments Method and familiar with the NTAP procedure for applying a correction are not required to review the NTAP airport list for affected segments. Pilots wishing to continue correcting segment by segment must review the NTAP airports list for segment(s) affected (NTAP Segment(s) Method). The front matter in the FAA U.S Terminal Procedures Publication will also provide this information.

    Added Airports

    Idaho: Driggs-Reed Memorial (KDIJ) (-31C)

    Maine: Greenville Muni (3B1) (-29C)

    New Hampshire: Laconia Muni (KLCI) (-25C), Parlin Field (2B3) (-24C)

    Pennsylvania: Washington County (KAFJ) (-27C)

    South Dakota: Pine Ridge (KIEN) (-33C)

    Washington: Richland (KRLD) (-19C)

    Deleted Airports

    Alaska: Perryville (PAPE), Togiak (PATG), Willow (PAUO), White Mountain (PAWM)

    Colorado: Spanish Peaks Airfield (4V1), McElroy Airfield (20V), Walden-Jackson County (33V)

    Maine: Eastern Slopes Rgnl (KIZG)

    Maryland: Greater Cumberland Rgnl (KCBE)

    Massachusetts: Walter J. Koladza (KGBR)

    Minnesota: St Paul Downtown Holman Fld (KSTP), Tower Municipal (12D)

    Montana: Cut Bank Intl (KCTB), Deer Lodge City County (38S)

    Nevada: Carson (KCXP), Minden-Tahoe (KMEV)

    New Hampshire: Dillant-Hopkins (KEEN)

    New Mexico: Taos Rgnl (KSKX)

    New York: Dansville (KDSV), Massena Intl-Richards Field (KMSS), Hamilton Muni (KVGC), Cortland County-Chase Field (N03), Randall (06N), Schenectady County (KSCH)

    North Dakota: Watford City Muni (S25)

    Oregon: Astoria Rgnl (KAST)

    Pennsylvania: Seamans Field (9N3)

    The current T-XX°C/XX°F icon will be changed to T-XX°C.

    This change will be done incrementally on airport approach plates. The icon indicates a cold temperature altitude correction will be required on an approach when the reported temperature is, “at or below” the temperature specified for that airport. During this process, pilots may see temperatures on the current approach plates that are different than the temperature listed in the NTAP. The NTAP temperature is the updated temperature. Pilots may use the temperature published in the current TPP to make corrections if warmer than the NTAP listed temperature.

    Pilots must understand they will be responsible for applying altitude corrections and must advise Air Traffic Control (ATC) when these corrections are to be made on any segment other than the final segment. Air Traffic Control is not responsible for making any altitude corrections and/or advising pilots that an altitude correction is required at a restricted airport.

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    Fatigue Understanding between NATCA and FAA

    The Federal Aviation Administration (FAA) and the National Air Traffic Controllers Association (NATCA) announced agreement on important fatigue recommendations that were developed by a joint FAA-NATCA working group which was established under the 2009 collective bargaining agreement.

    “The American public must have confidence that our nation’s air traffic controllers are rested and ready to work,” said Transportation Secretary Ray LaHood. “We have the safest air transportation system in the world but we needed to make changes and we are doing that.”

    The agreement reinforces existing FAA policy that prohibits air traffic controllers from sleeping while they are performing assigned duties. The FAA will continue to provide air traffic controllers breaks on the midnight shift based on staffing and workload. While on break, air traffic controllers are expected to conduct themselves professionally and be available for recall at all times.

    The FAA and NATCA also agreed that all air traffic controllers must report for work well-rested and mentally alert. It is the employee’s responsibility to notify their supervisor if they are too fatigued to perform their air traffic control duties. As a result of this agreement, air traffic controllers can now request to take leave if they are too fatigued to work air traffic.

    This agreement marks the completion of the tasks required by this joint FAA-NATCA fatigue working group. The FAA and NATCA will continue to collaborate to reduce the risk of fatigue in the workplace.

    “Air traffic controllers have the responsibility to report rested and ready to work so they can safely perform their operational duties,” said FAA Administrator Randy Babbitt. “But we also need to make sure we have the right policies in place to reduce the possibility of fatigue in the workplace.”

    “We are pleased that the efforts of the joint NATCA-FAA fatigue workgroup that produced these science-based recommendations have resulted in an agreement and their implementation into the schedules and work environments of our nation’s dedicated and highly professional air traffic controller workforce,” said NATCA President Paul Rinaldi.

    “We supported the FAA’s action to enhance aviation safety by eliminating single staffing on the midnight shift and we fully support these recommendations that address fatigue. They are common sense solutions to a safety problem that NATCA and fatigue experts have consistently raised for many years.”
    Air traffic controllers will also now be allowed to listen to the radio and read appropriate printed material while on duty during the hours of 10PM and 6AM as traffic permits.

    The FAA had previously adjusted work schedules to give air traffic controllers a minimum of nine hours off between shifts. The FAA and NATCA will develop new watch schedule principles that incorporate fatigue science for schedules beginning no later than September 1, 2012. The FAA and NATCA are already beginning to work with local facilities on watch schedules that reduce the possibility of fatigue in the transition from the day shift to the midnight shift.

    The FAA has also agreed to develop policies that will encourage air traffic controllers to seek medical help for sleep apnea. Currently, air traffic controllers lose their medical qualification if they are diagnosed with sleep apnea. The FAA will work to develop a process for most air traffic controllers with sleep apnea to regain their medical qualification once they receive proper medical treatment. The FAA’s Office of Aerospace Medicine will also develop educational material to raise awareness of the symptoms and the physical effects of sleep apnea.

    As a result of this agreement, the FAA will develop a Fatigue Risk Management System for air traffic operations by January of next year. This management system will be designed to collect and analyze data associated with work schedules, including work intensity, to ensure that the schedules are not increasing the possibility of fatigue. Systems like these are commonly used in other areas of aviation to evaluate levels of risk. The FAA is also designing a comprehensive fatigue awareness and education training program for employees.

    Read the agreement pdf here.

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    Delta Airlines Flight Makes Emergency Landing at Washington Dulles Airport

    Delta Airlines flight DL-5507 had to divert and make an emergency landing at Washington Dulles International Airport, Virginia, on April 17th.

    The plane heading from LaGuardia Airport, New York, to Richmond, Virginia, was diverted after it dropped a wheel during departure.

    The plane landed safely. All passengers and crew members remained unharmed.

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    Third NTSB Investigative Update on Boeing 787 Battery Fire in Boston


    January 20, 2013
    WASHINGTON – The National Transportation Safety Board today released a third update on its investigation into the Jan. 7 fire aboard a Japan Airlines Boeing 787 at Logan International Airport in Boston.

    The lithium-ion battery that powered the auxiliary power unit has been examined in the NTSB Materials Laboratory in Washington. The battery was x-rayed and CT scans were generated of the assembled battery. The investigative team has disassembled the APU battery into its eight individual cells for detailed examination and documentation. Three of the cells were selected for more detailed radiographic examination to view the interior of the cells prior to their disassembly. These cells are in the process now of being disassembled and the cell’s internal components are being examined and documented.

    Investigators have also examined several other components removed from the airplane, including wire bundles and battery management circuit boards. The team has developed test plans for the various components removed from the aircraft, including the battery management unit (for the APU battery), the APU controller, the battery charger and the start power unit. On Tuesday, the group will convene in Arizona to test and examine the battery charger and download nonvolatile memory from the APU controller. Several other components have been sent for download or examination to Boeing’s facility in Seattle and manufacturer’s facilities in Japan.

    Finally, examination of the flight recorder data from the JAL B-787 airplane indicate that the APU battery did not exceed its designed voltage of 32 volts.

    In accordance with international investigative treaties, the Japan Transport Safety Board and French Bureau d’Enquêtes et d’Analyses pour la sécurité de l’aviation civile have appointed accredited representatives to this investigation. Similarly, the NTSB has assigned an accredited representative to assist with the JTSB’s investigation of the Jan. 15 battery incident involving an All Nippon Airways B-787. Both investigations remain ongoing.

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    Boeing and State Corporation Rostechnology Finalize Order for Next-Generation 737s

    MOSCOW, Oct. 29 — Boeing and the State Corporation Rostechnology today announced the finalization of an order for 50 Next-Generation 737 airplanes. The order includes purchase rights for an additional 35 Next-Generation 737s. The State Corporation’s Supervisory Board approved the definitive agreement that was signed and announced on Sept. 17 during the Sochi Investment Forum in Russia. The order is valued at $3.7 billion at average list prices. Rostechnology’s order includes 15 Next-Generation 737-700s, 25 737-800s and 10 737-900ERs (extended range). 

    "The order of Next-Generation 737s by Rostechnology represents a substantial investment in our future and will accelerate the significant progress we are making in improving the global competitiveness and efficiency of our airline industry," said Roman Pakhomov, chief executive officer of Aviation Capital Services, aviation leasing division of Rostechnology. "This agreement continues to build upon the strategic partnership between Rostechnology and Boeing."

    The economic benefits, comfort and operating efficiencies consistently demonstrated by the Next-Generation 737 directly support Rostechnology’s plan to provide Russian airlines with efficient and reliable airplanes that will help them profitably grow domestic and international operations.

    "This is a great day in the history of our long and enduring partnership with Rostechnology," said Marlin Dailey, vice president of Sales, Boeing Commercial Airplanes. "Today’s order for 737-700s, 737-800s and 737-900ERs underscores Rostechnology’s confidence in the world’s most successful single-aisle airplane. The entire Next-Generation 737 family offers superior operating economics and the 737-900ER has the best seat mile cost of any single-aisle airplane and provides our Next-Generation 737 customers with a compelling low-risk growth opportunity."

    Rostechnology 737s will be delivered with the all-new 737 Boeing Sky Interior. Inspired by the passenger experience, it promises to redefine the 737 travel experience. In addition to the new design, Boeing also announced a performance improvement package offering a 2 percent reduction in fuel consumption through various airframe and engine improvements.

    Over the past 20 years, Boeing’s joint programs in Russia have resulted in almost $6 billion in highly successful joint projects with its Russian partners making Boeing the largest international aerospace investor in Russia.

    Boeing announced in September that its production rate for the Next-Generation 737 program will increase from the current rate of 31.5 airplanes per month to 35 in early 2012 and to 38 airplanes per month in the second quarter of 2013.

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    LIMITATIONS OF “SEE AND AVOID” CONCEPT AND DISTRACTED AIR TRAFFIC CONTROLLER LED TO MID-AIR COLLISION OVER HUDSON RIVER, NTSB DETERMINES

    National Transportation Safety Board
    Washington, DC 20594
    FOR IMMEDIATE RELEASE: September 14, 2010
    SB-10-37

    The National Transportation Safety Board today determined that the probable cause of last year’s midair collision over the Hudson River that resulted in the deaths of all nine persons aboard the two aircraft were the inherent limitations of “see-and-avoid” concept and a Teterboro Airport air traffic controller’s nonpertinent telephone conversation at the time of the collision. The see-and-avoid technique of averting mid-air collisions was not effective because of the difficulty the airplane pilot had in seeing the helicopter until the final seconds before the collision. In addition, the Teterboro Airport local controller engaged in a personal telephone conversation, which distracted him from his air traffic control duties, including the timely transfer of communications for the accident airplane to the Newark Liberty International Airport (EWR) tower and correcting the airplane pilot’s incorrect read-back of the EWR tower frequency.

    The Safety Board met today in a five-hour public meeting to determine the probable cause of the accident and issued five recommendations to the Federal Aviation Administration for improving the safety of the national airspace, and in particular, the airspace over the Hudson River near New York City. The Safety Board noted that contributing to the cause of the accident were the ineffective use by both pilots of their aircrafts’ electronic advisory system to maintain awareness of other air traffic, FAA’s procedures for transfer of communications among air traffic facilities near the Hudson River, and FAA regulations that did not provide for adequate vertical separation of aircraft operating over the Hudson River.

    On August 8, 2009, a Piper PA-32R-300 airplane, N71MC, and a Eurocopter AS350BA helicopter, N401LH, operated by Liberty Helicopters, collided over the Hudson River near Hoboken, New Jersey. The airplane flight was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91, with a pilot and two passengers. The helicopter flight, which carried a pilot and five passengers, was conducting an air tour of the area under the provisions of 14 CFR Parts 135 and 136. No flight plans were filed or were required for either flight, and visual meteorological conditions prevailed at the time of the accident.

    “This collision could have been prevented,” NTSB Chairman Deborah A.P. Hersman said. “While traffic alerts go a long way in helping pilots “see and avoid” other aircraft, these technologies are not, in and of themselves, enough to keep us safe. Strong operating procedures, professionalism, and commitment to the task at hand – these are all essential to safety.”

    As a result of the accident investigation, the NTSB made recommendations to the FAA regarding changes within the special flight rules area (SFRA) surrounding the Hudson River corridor; vertical separation among aircraft operating in the Hudson River SFRA; see-and-avoid guidance; and helicopter electronic traffic advisory systems.

    A synopsis of the Board’s report, including the probable cause, conclusions, and recommendations, is available on the NTSB’s website, at http://ntsb.gov/Publictn/2010/AAR1005.html.

    The Board’s full report will be available on the website in several weeks.

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