Chief Operation Officer Henry Krakowski Outlines New Procedures For Congressional Panel

FAA Air Traffic Organization Chief Operation Officer Henry Krakowski told the House Committee on Transportation and Infrastructure, Subcommittee on Aviation, that the FAA has already implemented some changes in the Hudson River corridor following last months' fatal mid-air collision, and that the process for rulemakeing is being expedited.

"Since the investigation of the accident remains under the formal processes of the National Transportation Safety Board (NTSB), I will not be commenting on the specifics of the accident," he said in prepared remarks. "I will, however, share with you the immediate actions we have taken, as well as discuss some of our longer-range plans to improve safety."

Krakowski outlined the "VFR Flyways" in which pilots have been allowed to operate under "see and be seen" rules in the corridor. "(T)his VFR flyway is commonly called the “exclusion area,” which has existed in some form since 1971, and is bounded by the Hudson River and has a ceiling of either 1,100 feet or 1,500 feet.

Chart Showing Current Airspace Use

The August 11 NOTAM reiterated long-recommended practices for this VFR flyway, including speed limitations (not exceeding 140 knots) and taking precautionary measures (turning on anti-collision, position/navigation, and/or landing lights and self-announcing their position on the Hudson River frequency for all other aircraft to hear)."

He also described the efforts of the task force created to study how air traffic uses the Husdon River corridor, and outlined the recommendations of that group. " One of the most significant changes would divide the airspace into altitude corridors that separate aircraft flying over the river from those operating to and from local heliports or seaplane bases."

Krakowski said the new exclusionary zone would be comprised of four components:

• It would establish a uniform “floor” for the Class B airspace over the Hudson River at 1,300 feet, which would also serve as the “ceiling” for the exclusionary zone. This removes some confusing complexity that currently exists.
• Between 1,300-2,000 feet, aircraft will operate in the Class B airspace under visual flight rules but under positive air traffic control and communicate with controllers on the appropriate air traffic frequency.
• Below 1,300 feet, aircraft must use a single common radio frequency. Mandatory routes for aircraft flying up and down the river will require them to favor the “right side” of the river (i.e. the east side for northbound traffic and the west side for southbound traffic) to provide horizontal separation as well.
• Coordination of traffic and handoffs between Air Traffic Controllers at the Teterboro tower, Newark tower, and radar control will be improved."

Chart Showing Proposed Airspace Use

Krakowski concluded that the proposed changes for the Hudson Corridor could have implications for the broader air traffic control system nationwide. "As we implement these changes in the New York airspace and have an opportunity to analyze their effectiveness, the FAA intends to examine the other major metropolitan areas and congested corridors for similar airspace and operational risks to see if such procedures would be appropriate elsewhere. We expect this larger effort to carry well into next year," he said.

FMI: www.house.gov, www.faa.gov