Airport Operations

FAA Finally Delivers NextGen Fuel-Efficient OPD Approaches

January 24, 2022 by Scott Spangler

To reduce aircraft fuel consumption and reduce the aviation’s contribution to the CO2 saturated atmosphere, the FAA implemented 42 new Optimized Profile Descents that allow planes to make a low-power continuous descent from cruising altitude at the nation’s largest airports.

Compared to the traditional and typical stair-step or step-down descent from cruising altitude, the benefits are easily conveyed and understood. Coasting at idle uses less gas than adding power to level off at each lower altitude on the way to the airport.

In its announcement, the FAA estimates that for each group of descents used at an airport, aircraft will save an average of 2 million gallons of Jet-A and eliminate 40 million pounds of emissions by 2050. “That is equivalent to eliminating the fuel and emissions of 1,300 Boeing 737 flights from Atlanta to Dallas.”

Dallas-Fort Worth got its OPD in 2021, along with Fort Lauderdale-Hollywood International, Orlando International, Reid International and North Las Vegas, Port Columbus International, New Jersey’s Lakehurst Maxfield, Portland International, and other mid-sized airports. And the FAA will more OPD procedures in 2022.

These efficient procedures are, without argument, a good thing for everyone on the planet, but despite contrary to the announcement’s inference, Optimized Profile Descents are nothing new. As the agency noted in its announcement, the FAA has been developing OPD procedures since 2014, establishing them “in Atlanta, Charlotte, Cleveland, Denver, Detroit, Houston, Northern California, and Washington, D.C.”

And old timers might remember that OPDs, originally called continuous descent approaches, were one of the primary selling points when the FAA introduced its Next Generation Transportation System (NextGen) effort in, what was it, 2008?

All things considered, looking at all the necessary building blocks, all the operational aircraft and ATC equipment and procedures, including Performance Based Navigation, ADS-B, and the unseen infrastructure (like WAAS, for example) that make NextGen work, the introduction of OPDs could still be on the FAA’s to-do list.

Where OPDs stood on the FAA’s initial NextGen timeline really isn’t important now. What matters is that the FAA is carrying through on its NextGen promises for the benefit of all who travel through the air as well as all of us who breathe it.

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. — Scott Spangler, Editor

Sunny Sunday Easter Airport Survey

April 22, 2019 by Scott Spangler

Spring in Wisconsin came with the Easter Bunny. With sunshine and temperatures climbing above the 40s for the first time, and shooting for the mid 70s, it seemed the perfect day to go flying. Curious to witness whether others were so inspired, after lunch I set out on an impromptu Sunny Sunday Airport Survey.

Riding a 120-mile triangle, I’d visit Brennand Airport (79C), a privately owned, public-use airport in Neenah. Then it was off to the Waupaca Municipal Airport (PCZ), with a finish line at the Wautoma Municipal Airport (Y50). They had three things in common: no control tower, paved runways, and service to a small town. They also had one more thing in common; as I approached each of them in turn, I saw no airplanes flying to or from them.

Brennand Airport

Nearly a dozen cars filled the parking spaces outside the two-story airport office with its unique twisted brick pillars that support the second-floor deck. The only person I saw was a young man, MJ, sitting in an Adirondack chair out front. With self-service fuel, I didn’t think he was a line person, but maybe he was one of a dying breed, the airport kid. His answers to my questions whether anyone had gone flying today led me to believe this was not the case, but he thought he’d heard an airplane takeoff earlier in the day.

Heading to the far end of the line of hangars in search of other aeronautical humans, I passed the airport’s open maintenance hangar. Perched in the doorway was a flashy RV-10. Behind it was a Robinson helicopter, and behind that a decowled Cessna. As I passed, a gentleman said I was welcome to come in and look around. I promised to stop in on my way back.

Only two of the 25 hangars had their bifold doors lifted slightly to form ventilating isosceles triangles that seemed to be pointing at the windsock on the other side of the runway. Both of them were homes to Cessna 150s whose owners were silently at work. The second 150 was wingtipless, and it shared the space with on old Cessna 172. Through the door’s open apex I could see that it was red and white and that it wore two venturis on its right flank.

There were cars parked between two other hangars, one a Ram pickup with AOPA Aircraft Owner sticker on its back window, which suggested that its owner was winging his or her way to an Easter assignation. There was no car next to the door with the hangar nameplate that bore the resident’s name and the lithographed scribe of a homebuilt Acro Sport II. Pity. Today was prime open cockpit biplane flying weather.

Stepping through the maintenance hangar to the office, to my right was a magnificent two-lane aviation-themed bowling alley. To my left, just past a short alcove, was an open-plan lounge and commercial kitchen, with an island covered with a tasty looking meal. A crowd three generations strong were making their way to the ally, when a kind woman said hello. Colleen Mustain, who owns the airport with her husband, Keith, said the gathering was an Easter party with their kids and grandkids. After introducing me to her husband as he passed, I said I didn’t want to intrude. It was no problem, they said, and I was welcome to come back any time. You can count on that.

Waupaca Municipal Airport

A Cessna 172 and Piper Tomahawk were tied down on the ramp at Waupaca, and the pilot of an old straight-tailed Cessna 150 was reading the instructions at the self-service fuel island. While he was reading, a bright yellow Stinson 108 with red trim worked its way around the island and found a place on the ramp, taking the Tomahawk’s place as the man and women in it taxied to the other side of the fuel island. Finally, someone was putting the beautiful spring day to proper use.

In the terminal, a young man with long hair sat looking out at the ramp from the office’s bay window. Patrick, who works for Beth, the contract airport manager, had the weekend duty. He’s been working at the airport for about a year, and when he’s not working, he’s “doing homework.” Such is the life for a student at Weyauwega High School. His dad, Brian, has the contract to plow the ramp and runways, and made the suggesting that a job was a productive use of free time.

Patrick said the airport had a pretty busy weekend, with more than a dozen visiting airplanes. Most of them, he guessed, had flown into town for Easter visits. While we talked, a man entered the lounge and stretched out on the couch. Bob Harvey was local, he said, having flown in from his home strip in the Stinson. He has a Piper Vagabond there to keep it company. “I’ve also got an RV-10 that I keep here in the northwest hangar.”

Out for a short jaunt because it was a nice day, in chatting about flying he said that one of his flying friends had just passed. We agreed that in this chapter of our lives, this event was becoming more common and it made our adventures even more special. The loss was particularly poignant for Bob because his friend joined him for extended trips to the mountains and other regions in the RV. Quickly turning to happier topics, he gave me a bundle of other airports and activities to investigate on my next airport survey.

Wautoma Municipal Airport

The airport is just past the south edge of town. A large hangar with a For Sale or Lease sign greets those heading to the terminal. The parking lot was empty. Walking back to the hangar for sale revealed that at one time it was home to an operation that catered to ultralight and light aircraft. The middle section of the sign, bearing the majority of its name, was missing. On the left third of the sign was a single-seat ultralight pusher, a make and model unknown to me. On the right third was the image of a composite Quickie Q2.

Continuing my circumnavigation of the hangars, I passed the EAA Chapter 1331 hangar with its covered grill and open picnic tables, and crossed a newly asphalted ramp and a new self-serve fuel island. Walking among the cluster of new and well-kept hangars, I saw only two vehicles. I met Larry, the owner of the late-model white pickup, in the terminal’s flight planning room. He said he was “a snowbird from Florida.” He was dropping a load of stuff in his hangar before he returned south. Asking what he flew, he said a Cessna 172.” Wishing him a good flight, he said he was going commercial. “I leave the airplane here.”

Asking if there had been any activity at the airport this day, he said it was a sleepy town, and “no one is flying today—it’s Easter. Besides, it’s too windy.” Pointing at the weather station screen over his head, the wind was blowing a steady 14 knots from the south. It wasn’t much of a crosswind component, but maybe if you hadn’t flown all winter….

It was a semi-sad finish to my survey. Surely there was more activity than this, and if not, I wondered about the economic sense of each airport’s aircraft owners. Maybe it’s just my frugal tendencies, but I can’t see the fixed-cost rationale of hangar rent and insurance for an airplane you rarely fly.

A more positive observation is that all three airports are tidy and well kept. Given the harsh winter and an April snow dump, patches and mounds of which are just now returning to grass greening liquid, this surprised me. Despite the lack of sunny Sunday activities, each of the airport’s operators is keeping their aerodrome in top shape, ready to welcome all comers. — Scott Spangler, Editor

Chasing Ghosts at NAS Brunswick Maine

October 1, 2014 by Scott Spangler

On Monday, September 29, I completed a lifetime quest of visiting all 50 states by chasing ghosts at Brunswick Executive Airport (BXM), the former Naval Air Station Brunswick Maine. I chose it because my late father, a naval aviator, served here as an SB2C Helldiver (below) pilot at the war’s end. In seeking the ghost of my dad’s aviation past I wandered unmolested with the ghost of aviation’s present and saw glimpses of what may be the ghost of aviation’s future.

The Navy commissioned NAS Brunswick in 1943, two years before my dad arrived with his squadron, which was transferred from NAS Fallon Nevada when the bomb made the invasion of Japan unnecessary. I didn’t take the time to explore each of its 1,487 acres, but I found no evidence from my father’s aviation era. The ghost of aviation present speaks with a loud silence on the airport’s parallel 8,000-foot runways and 103 acres of taxiways and ramps that were once covered with P2v Neptunes and then P-3 Orions. No one was flew during my afternoon sojourn, and the only airplanes I saw were two Cirrus SRs and four amateur-built experimental aircraft tied down around the the old Navy tower and ops building. The only people I ran into was the lineman/counterman at the FBO and a steady stream of moms and their offspring at the daycare center. This, I think, could be the ghost of aviation’s future.