SENATE STATE AFFAIRS COMMITTEE February 18, 1997 3:37 p.m. MEMBERS PRESENT Senator Lyda Green, Chairman Senator Jerry Ward, Vice-chair Senator Jerry Mackie Senator Mike Miller Senator Jim Duncan MEMBERS ABSENT None COMMITTEE CALENDAR HOUSE BILL NO. 64 "An Act naming a new maritime vessel for the Alaska Marine Highway System; and providing for an effective date." - MOVED HB 64 OUT OF COMMITTEE ALASKA AIRLINES OVERVIEW PREVIOUS SENATE COMMITTEE ACTION HB 64 - State Affairs Committee minutes dated 2/18/97. WITNESS REGISTER Mike Swanigan Vice President of Flight Operations Alaska Airlines P.O. Box 68900 Seattle, WA 98168 POSITION STATEMENT: Presented Alaska Airlines Overview Douglas Wahto Alaska Airlines 10497 Fox Farm Trail Juneau, Alaska 99801 POSITION STATEMENT: Provided information on Alaska Airlines ACTION NARRATIVE TAPE 97-4, SIDE A Number 000 CHAIRMAN LYDA GREEN called the Senate State Affairs Committee meeting to order at 3:37 p.m. Senators Green, Miller and Duncan were present. CHAIRMAN GREEN announced HB 64 would be the first order of business. HB 64 NEW FERRY NAMED M.V. KENNICOTT CHAIRMAN GREEN explained HB 64 is identical to SB 46 which the committee heard last week and pertains to the naming of the new ferry the M/V Kennicott. SENATOR MILLER moved HB 64 out of committee with individual recommendations and any accompanying fiscal notes. There being no objection to the motion, it was so ordered. CHAIRMAN GREEN announced a brief at-ease to allow staff time to set up equipment. She called the meeting back to order at 3:43 p.m. and announced the arrival of Senators Mackie and Ward. ALASKA AIRLINES OVERVIEW MIKE SWANIGAN, Vice President of Flight Operations for Alaska Airlines (AA), informed committee members of his background and involvement with AA for 17 years. The Flight Operations Division oversees all pilots, flight simulation, fuel administration, hotel administration, audio production facilities, and flight crew payroll. He gave the following presentation to update legislative members on AA's efforts to use technology to solve some of the operational problems encountered at the Juneau Airport. The Juneau Airport is surrounded by high terrain in all quadrants. The combination of high terrain and weather systems that work their way in and out of this portion of the world create significant periods of low ceilings and low visibility. The high terrain also makes it very difficult for conventional navigation aids to guide airplanes in and out of the airport. Most traditional navigation aids use a VHF frequency to send navigational signals to airplanes to compute their positions. Those systems are not nearly as effective because VHF navigation is line of sight, therefore a mountain between the airplane and the VHF transmitter prevents reception of an adequate signal to use for precise navigation. To compensate for navigation limitations, a lot of areas use radar to guide airplanes in and out of airports, but radar also relies on line of sight. Whenever an airplane descends below the peaks and radar antennas, it drops off the radar screens. To compensate for such problems, a patchwork of navigation aids is used to bring airplanes into the Juneau Airport; consequently, the Juneau Airport has higher minimums than other airports. The flight profiles into Juneau are difficult and complex. AA feels pilots are not qualified until they can fly in and out of Juneau. MR. SWANIGAN REFERRED TO SLIDES DURING THIS PORTION OF THE PRESENTATION. The LDA approach to Runway 8 at the Juneau Airport requires a 1,000' ceiling at 2 miles of visibility for the jet to be able to commence the approach, whereas the Seattle airport requires a 200' ceiling and 1/2 mile of visibility. There are many days when a city has an 800' or 500' ceiling: at Juneau it's a problem, whereas at Anchorage, Fairbanks, Sitka, or Seattle it's not because the airplanes can get below the cloud layer and press on into the airport. A second problem is the visibility requirement. This slide is representative of the differences in requirements between the two types of facilities, comparing Seattle and Juneau. An airplane can get much lower to the ground and runway in Seattle, than in Juneau. AA's pilots must be able to pick up the runway coming into Juneau at 2 miles from the end of the runway. If they don't have good visibility to see beyond two miles, they cannot land. This problem has an enormous impact on the AA route system as well as Juneau. In the rotation of an AA flight 62, a plane departs from Anchorage, stops in Juneau, then goes to Sitka, Ketchikan, Seattle, Oakland, turns around at the John Wayne Airport in Southern California, stops in Oakland, and returns to Seattle. Problems encountered in Juneau affect the entire route system. A review of 193 Juneau disruptions caused 1,061 down-line flights to be disrupted. When multiplied by 140 passengers per flight segment, an enormous number of people are affected. AA decided to turn to technology to fix the problems occurring in Juneau. In 1985, Seattle was shut down for several days by a dense fog that sat at the airport, which devastated AA's entire operation. AA turned to a technology named "Heads-Up Guidance System" which used fighter aircraft technology to provide improved navigation capability for the aircraft to allow them to fly in the densest fog possible. The program proved successful and fog is no longer a problem at AA's major airports. In AA's flight operations division, there is a group of people known as the "skunkworks." This group focusses on investigating emerging technologies for possible application to improve operations at AA. They came up with the concept, watching the Gulf War, to use the Global Positioning System (GPS) used to navigate cruise missiles to hit targets with precision. The GPS is a series of 24 satellites in constant orbit around the Earth that transmit radio signals. A GPS receiver picks up the signals and triangulates that information to determine an aircraft's precise location on the face of the Earth. After researching the GPS to operate jets in and out of Juneau, AA then investigated Differential GPS, a ground station that sends out a correction signal. During the Gulf War, the U.S. military built an error rate into their signal so that it could not be intercepted. The codes to the error rate were kept secret and put in missiles and military aircraft. AA began looking at a Differential GPS to put out a local signal at the Juneau Airport to provide a higher precision signal to operate by. The technology was advancing so rapidly, AA decided to come at the problem from a different perspective, and tied the GPS signal together with the Flight Management System (FMS) that comes aboard the 737-400s. The FMS is a navigation computer which is generally accurate to 1/4 to 1/2 mile, but not accurate enough to navigate in and out of Juneau at the lower minimums. AA then designed a system with two separate FMS computers and two GPS receivers, so that there are four independent navigation systems aboard the aircraft. The FMS is very reliable, and is the latest generation of navigation computers on the aircraft. The first generation was installed on DC 10s and 747s in the late 1960's and used a series of gyroscopes that tilted with longitudinal or latitudinal acceleration or deceleration and would send signals to a computer to translate distance. Those systems were good, but the gyroscopes wore out as they aged, and the system became less accurate. In the 1980's a system named the ring-laser gyro was developed. It is a ring, with a light transmitter facing one direction, and a light receiver behind it facing the other direction. It sent laser pulses around the ring to the pick-up unit facing the other way. Every time there is movement in the plane, the amount of time required to send the light around the ring shifts by millionths of a second. By measuring those shifts, one could determine speed, location, and the direction it was turning. AA then tied all systems together to create four independent navigation systems. These four systems talk to each other and compare notes on location. The biggest difference between any four units is called "Actual Navigation Performance." If the greatest difference between the location determined by each system is 200', the system is performing with the confidence the maximum error possible is 200'. With the four independent systems AA came up with three major bullet points of improvement in navigation. The first was accuracy: the ring laser gyros and the GPS satellite receivers are extremely accurate. Second, integrity exists because all four systems are comparing information with each other to determine the largest possible error in position. Third, availability is constant since pilots will rely on satellites rather than on ground systems which are vulnerable to power failures. With this new system, AA can design approaches that it could not consider before. An example is a GPS approach down Gastineau Channel, over the Douglas Island bridge, heading toward Fred Meyer, making a left turn, and landing on Runway 26. AA can now determine the maximum navigation error possible to fly that route into the Juneau Airport. That navigational tolerance is 3/10 per mile. If, at Marmion Island, the actual navigation performance is less than 3/10 of a mile, the flight can continue the approach to Juneau. When the system is fully up and running, and fully certified, it will allow reduced minimums for the Juneau Airport. Right now, to land on Runway 8 at the Juneau Airport, pilots need 1000' ceilings and 2 miles of visibility. With GPS, the required ceiling is 750' and 1 mile of visibility. That may not sound like a substantial improvement, but in actuality it is enormous. Many times there is a cloud layer hanging between 800' and 100' on the approach course of Runway 8 which prevents landing. With a 750' ceiling, the plane can get much closer to the airport before the decision to land is made. The other benefit is that pilots will be able to approach through a "back door" on Runway 26 which will have a minimum of a 350' ceiling and 1 mile visibility. Pilots will be abeam Fred Meyer when they have to make the decision to land. Oftentimes, the problem of fog and clouds is north of the airport. AA will also be able to depart Runway 8 over downtown Juneau with 1600' of runway visual range (RVR). This will create an enormous improvement to the operational capability of the Juneau Airport. Right now, all approaches in and out of airports in the United States are designed by the FAA. Those approaches are designed to fit any type of aircraft. With the new system, AA will be able to design its own approaches in and out of the area for specific aircraft which will shave flight time and make more efficient use of the Juneau Airport. Often AA flights have to hold on the ground until another AA flight lands. AA will also see operational money saving benefits by determining the most precise path between airports. AA added another feature for safety reasons alone, the Enhanced Ground Proximity Warning System. Presently AA has a ground proximity warning system in its aircraft. That system alerts the crew to inadvertent penetration to terrain. In its present configuration, ground proximity warning sends a radio signal directly below the airplane that measures distance from the ground. It compares that distance to the configuration of the airplane. If the airplane is descending to 1000' above ground the ground proximity warning system checks the flaps to determine if the plane is preparing for landing before sending out an alarm. The system rechecks at 500' for landing gear. If the landing gear is not down, the alarm system kicks in. The only problem with the system is it does not send out a signal straight ahead. The new system will involve cruise missile technology. It will take the precise GPS position from another computer on the airplane, and transmit that information to a computer that contains a database of the world's terrain, developed by satellite imaging. It then sends a picture of that terrain to the flight deck. If the plane is at a safe distance from the terrain, the screen displays in a green color. Danger areas are displayed in yellow, then red, as the aircraft gets closer. AA is the very first airline in the world to use this system and have it certified. This is an enormous enhancement to the safety of AA's operations everywhere, but the main payoff will be in operations in Alaska. The FAA is so impressed with this system, it is giving serious consideration to mandating it on all jetliners in the United States. MR. SWANIGAN discussed a video taken on board an AA aircraft with a weather radar screen and Enhanced Ground Proximity Warning System as it approached Runway 26 at the Juneau Airport. The plane was equipped with a mapping radar screen and an Enhanced Ground Proximity screen. The approach was purposely "botched" to show how the Enhanced Ground Proximity Warning System worked. The plane came within 1 mile of land, at which time the system alerted the pilot and the potentially dangerous terrain turned from a green to yellow color on the Enhanced Ground Proximity map. As the plane neared the yellow area, the computer cautioned the pilot to pull up and the area turned red on the screen. As the pilot pulled up and turned the jet away, the screen returned to green, and the warning signal stopped. MR. SWANIGAN continued. The approach to the Juneau runway still requires a 1000' ceiling and 2 mile visibility at this time, but the GPS can get the aircraft 3/4 of a mile closer to the airport than the existing LDA approach now. On February 14, the FAA notified AA that they lowered the current minimums from 5000' to 3000' for Runway 26 and AA anticipates those minimums to be decreased to the new system's capabilities by the end of the summer. AA is in the process of retrofitting its jets with the new equipment, and has new jets on order. Boeing was so impressed with AA's new system, it now offers the system as an option on their 737-400s. The new generation 737-600, 700, and 800 designs were modified based on the work AA has done. The Juneau Airport is on the leading edge of aviation safety for the entire world. This technology was developed here for Juneau, at Juneau. This technology has been so successful and so impressive, FAA is now writing the rule books for the future of air navigation based on what AA has learned here. What is happening right here in Juneau is how airliners are going to navigate in the next century throughout the United States and the world. SENATOR DUNCAN asked if AA has projected how many overflights might be eliminated by the new system. MR. SWANIGAN said AA will be able to reduce overflights by over 90 percent. SENATOR DUNCAN asked if the certification is scheduled to occur by late summer. MR. SWANIGAN said it is and explained AA will have enough aircraft retrofitted in the next few weeks to cover Juneau operations. AA is now starting to train its crews. As more airplanes are retrofitted, AA's ability to train crews will increase exponentially. SENATOR DUNCAN inquired about new wind monitoring equipment installed at the Juneau Airport. MR. SWANIGAN said there was some concern about the amount of turbulence and possibility for wind shear raised by a study team out of Washington, D.C.. As a result, AA, the Alaska Committee, the state and federal governments, and CBJ have invested an enormous amount into new technology to provide wind readout stations throughout the area. There is a network of anemometers to measure velocity and direction, as well as dopler wind profilers that are being tied together into a computer network. AA is working with the National Center for Atmospheric Research in Boulder to design predictive wind shear and turbulence models that have not been available anywhere up until now. Again, that puts Juneau on the leading edge of technology for aviation safety. CHAIRMAN GREEN noted Juneau could become a training field for pilots statewide. MR. SWANIGAN agreed, and repeated Juneau is a model or laboratory that will be watched by people from all over the world. Other airlines and government agencies are just waking up to the fact that this technology exists. SENATOR DUNCAN described Runway 26 as the runway used for down- channel approaches, and noted with GPS, the minimums will be a 350' ceiling and 1 mile visibility. MR. SWANIGAN said the existing approaches were designed for aircraft performing with all engines running. If an airplane lost an engine, performance would degrade substantially, but that was not accounted for in arrival and departure approaches throughout the country. With the use of the GPS, AA's custom designed approaches are designed for engine-out performance, or planes flying on one engine. That creates an enormous leap in safety. SENATOR MACKIE said he has been a passenger on flights approaching Juneau when the aircraft will suddenly pull up and abort a landing even though the airport is in sight. He questioned why the pilot does not attempt a different approach. MR. SWANIGAN answered the weather report determines the approach profile to attempt. Even though the weather may be better than reported, the pilot must fly the approach profile based on the report. Changing the approach course would violate federal rules governing commercial airline traffic. TAPE 97-4, SIDE B SENATOR MACKIE asked if AA has a policy requiring pilots to brief passengers about the possibility a landing may be aborted. MR. SWANIGAN answered AA has put out guidelines to pilots and will do so again, however sometimes an aborted landing comes as a surprise to the pilots. As a pilot, he generally forewarned passengers if the chance of a missed approached was 50/50. He added with the GPS to Runway 8, if AA has a missed approach, the plane will not make a right turn but will head over Lemon Creek and downtown. SENATOR MACKIE felt it is important to forewarn passengers. Number 547 CHAIRMAN GREEN mentioned over the weekend many flights overheaded Juneau. She was awaiting a flight and never questioned AA's decisions, however, she found it very difficult to get valid information from the airline about what was going on in Juneau. She was only able to talk to an airline representative in Phoenix, and found that more frustrating than waiting in the airport. She believed with good information, most people would not be upset about delays. She requested a local number or an improved communication system for stranded passengers be made available. MR. SWANIGAN agreed AA needs to work on communications and said he would make that a focus item. MR. DOUG WAHTO, Senior Captain for Alaska Airlines, discussed his background as a pilot in Alaska. One of his special projects is the wind shear program in Juneau. He noted he passed out packets to committee members on that program which AA has invested a lot of money into. With the help of Senator Stevens, AA has funding for $1 million and those funds are projected to continue through the year 2001. That same project is in place in Anchorage to determine wind shear. This project ties in with the GPS system. He offered himself as a local contact to provide information or discuss concerns. SENATOR MACKIE clarified he believes Alaska Airlines is the safest airline in the world, and he did not want his comments to be taken the wrong way. He suggested AA work more closely with the Marine Highway System and in assisting disenfranchised passengers to improve public relations. MR. SWANIGAN noted he did not take anyone's comments as criticism and believes the only way to improve service is to get input from passengers. CHAIRMAN GREEN thanked Mr. Swanigan and adjourned the meeting at 4:40 p.m.