Aerospace Safety And Security, Inc [ASAS] 

Executive Summary:

      ASAS has developed an innovative, revolutionary Split Runway Design [SRD], which provides for doubling the arrival and departure rates for B-737, A-320 aircraft on the currently under utilized 14,000 ft. long runways. SRD splits these runways into two operational parts, one dedicated for landing and the other for take-off. SRD implementation does not require runway configurational changes, no runway safety areas will be violated. For all aircraft including the A-380 and B-747, the full length of the 14,000 ft. SRD runway will always be avaliable. Therefore, with SRD technology, airports will gain effiiciency, with greater aircraft runway utilization, without the time consuming and expensive construction of new runways.

Problem:

Most airports around the world lack avaliable land to build additional runways. With airports located in dense populated areas, noise and polution are major civic problems. Airline delays cause economic losses of billions of dollars - which cannot be solved by equipment technology alone.

Solution:

Operational and procedural changes required to enhance the NextGen technology, have been developed by ASAS in its SRD process.  

Implementation: 

     ASAS has documented to the FAA the Split Runway Design [SRD] safety and efficiency with NextGen satellite based RNP/RNAV navigation. Because SRD technology must be phased in during RNP and ATC implementation at each airport, the FAA retains continued oversight. Based on the critical need for runway improvements, ASAS has filed for FAA SRD planning and implementation authority. With the increased runway utilization SRD provides, we can use what we already have. Under FAA JO 7110.65U 3.10.3, SRD will double runways landing and departing (category III) jet traffic on existing 14,000 ft runways.  

NextGen: 

     As we know, NextGen is all up in the air, [no pun intended] but without corresponding increase in runway capacity - NextGen will not live up to its full potential. The billions of dollars of taxpayers' and airlines' money may provide savings by reducing inflight costs, but with current runway constraints - it will be all for naught! The question is: Do we have the land area required, the years and billions of dollars to invest in additional runways? Or must we improve what we already have? Shorter than 14,000 ft. runways can be extended with considerably less time and money than building new runways.

     FAA authorizes 6,000 ft. Same Runway Separation ["SRS"], and SRD technology also relies and uses  the ADS-B positive 6,000 ft. longitudinal separation between landing and taking-off aircraft. NextGen satellite based RNP/RNAV will assure safe, efficient SRD-FAA-SRS operations. Using the FAA Land-And-Hold-Short ["LAHSO"] procedure, B-737 and A-320 airliners, with pilot concurrance, can be restricted to a 6,000 ft. runway landing distance. For additional safety, SRD exceeds these FAA regulations by 1000 ft., in requiring each of the take-off and landing runways to be a minimum of 7,000 ft. in length.     

SRD Benefits:

    This will not only improve airport efficiencies and provide greatly increased runway safety, but will save billions of dollars by reducing and/or delaying new expensive runway constructions. SRD therefore will not only increase takeoff and landing sequences, but  with arrivals and departures using the same limited area for flight  operations, indiscriminate overhead noise over sensitive neighborhoods will be eliminated or reduced. SRD will create aircraft routes, which will avoid dense population zones, thereby making aviation greener and friendlier. These new and modern technical services will help Heathrow, Frankfurt, Singapore, JFK, LAX, ORD, SEA, EWR to greatly increase landing and takeoff sequences, reduce noise and CO2 contaminations. At ATL increased safety and the high costs of the current round-about taxi system can be greatly reduced through SRD implementation. 

System Safety:    

Current air traffic control [ATC] uses time and distace separation for same runway longitudinal operations, while SRD relies on the much safer physical separational standard. It is impossible for a landing aircraft to collide with the departing aircraft that is at least 7,000 ft. removed from the landing aircraft. In Los Angeles [LAX] a B-737 was cleared to land and crashed on the top of an aircraft positioned down the runway for an intersection take-off. Also, at FLL a B-767-400 landed over a B-737 aircraft holding in position at the end of a runway during a heavy rain storm at night. 

ASAS CEO was captain of L-1011 jumbo airliners flying out of LGA's 7,000 ft. long runways without an overrun and the East River on three ends. The L-1011 is more than 2 & 1/2 times heavier grosss weight than B-737 and A-320 aircraft. SRD near simultaneous operations will provide a clear runway for any possible landing aircraft overruns. Also NextGen provides navigable missed approach capability, therefore avoiding any potential conflict between a depature and a missed approach of a landing aircraft. B-737 airliners currently operate from the less than 7,000 ft. DCA runway, at about maximum gross weight [175,000 lbs] and fly to Seattle [SEA] non-stop.   

ASAS Accomplishments:

     We have been awarded Patent No. US 7,590,484 B2, also EU and Far East patents for this Safe Runway Design. SRD uses 7,000 feet of runway and will be operated in conjuction with software using colored back-up lights for ATC controllers - for near simultaneous separational standards. With the NextGen ADS-B in/out,  ATC controllers,  pilots of landing, taking off and runway crossing airliners will see the actual traffic and be assured of safe and proper separational distances. 

Runway Incursions:

     SRD will eliminate runway incursions, making airport runway operations more efficient and much safer. At LAX and other airports with two parallel runways, using SRD technology, the inside runway will provide a dedicated cross runway taxiway, to prevent near catastrophic crashes that have happened at LAX many times. SRD provides FAA dispatch reliability to airliners using 7,000 feet long runways with FAR121 standard takeoff and landing performances - same as we do at LGA, DCA and other 7,000 ft. long runways in use around the world.

Savings:

     The inventive SRD technology developed by ASAS, saves considerable jet fuel by reducing the long and time consuming taxi distances for departing and arriving aircraft. Many existing long runways are under-used by B-737 and A-320 type airliners - for instance on JFK 13R or 31L runways. This process will save considerable jet fuel by avoiding a mile and a half of taxi time (7,500 ft.). This reduction of taxi time with NextGen will also eliminate secondary de-icing.

Snow Plan: 

    By removing snow and ice from the 7,000 ft. departure half of the 14,000 ft. runways first, the jetways for the incoming flights will become available. Next, during the departures, the remaining 7,000 ft. landing portion of the 14,000 ft. runway can under-go snow removal. Therefore, these SRD airports will remain open during blizzard conditions. This SRD snow plan will also  greatly reduce and limit the use of harmful aircraft and runway de-icing fluids. 

You Do The Math:

       If an airliner saves 50 gallons of jet fuel, taxiing on single engine burning 15 lbs./min at a cost of $3.00 per gallon for 100 flights during 365 days of the year - what are the cost savings? How much for 300 daily flights per day? How much savings in crew costs?  How much if fuel goes to 4.00 a gallon? How much savings will result from SRD operations at most large National and International airports?

The planned EGTS electric wheel driven system may cause as many problems as it would solve. Carrying the extra 'flight weight' with only slight reduction of contingency fuel, but the reduced braking effect caused by the removal of brakes from the outer wheels, may cause serious after landing and V1 abort stopping capabilities. Overheat conditions of the APU generator is possible, resulting in total shutdown of the airliner. Without the APU, engine start capability will be lost, this can block critical taxiways at congested periods.

     By saving 15 minutes on 100 departures, an airline will have 25 hours of extra aircraft utilization per day. As one airline executive stated, "our aircraft's earning rate per hour is $10,000.00, and with the additional 25 hours of aircarft utilization we will generate over $250,000.00 extra income per day by using your SRD. In one year, based on our 365 day schedule, these SRD savings amount to real money. When can we begin?" 

Noise Mitigation:

This Safe Runway Technology [SRT] using the SRD process, will not only prevent major airport accidents - such as one aircraft landing on top of another on a runway, as happened at LAX, and almost at FLL - but will limit noise footprint expansions. The operations of the new fourth runway at the Frankfurt, [FRA] airport created noise polution in new additional areas of the city. With SRD, while increasing runway flight operations, noise polution will remain in the present and current noise corridors, without generating new and additional noise complaints.     

Delays at Airports Have Led to:

• Decreased airline schedules. Increased cancellations to avoid the DOT 3 hour Tarmac fines at most major airports, especially at New York's JFK.  

SRD Provides Relief for Capacity Constrained Airports:

• It reduces the taxiing distances for takeoff and landing aircraft,
• Saves considerable amount of high priced jet fuel
• Provides additional sequences as would the construction of a new additional runway
• During winter's heavy snow operations the 7,000 feet long runways can be cleared in half the time it currently takes to clear the full length of the 14,572 ft. long runways
• Minutes after de-icing B-737, A-320 and E-170/190 type airliners can be airborne
• Heavy B-747 & A-380 airliners will not be delayed by B-737, A-320 departures and arrivals;  
• Provides greater anti-terror security by avoiding long lines of airliners close to public access areas.
• Eliminates dangerous, and potentially deadly runway incursions 
• Reduces CO2 and other contaminants making airports greener.
• Reduces the need for spending billions of dollars to construct new runways. 
• Eliminates years of delay that is required for new runway constructions.
• Elimination of excesive noise currently experienced by Frankfurt and London airports.

These Essential Cutting Edge Technologies are Based on:      

         SAFETY: Aerospace safety training with: 
         USAF, US ARMY, USC, NTSB MITRE
         MANAGEMENT: Harvard and Stanford Graduate Schools of Business  
         ATC: FAA training and experience as an Air Traffic Controller 
         AIRLINE: Experience as FAA licensed pilot-in-command on: 
         B-747, L-1011, A-300, B-767, B-757, B-727, DC-9, L-188, E-145     
         AIRPORT: [AAAE] [ACI] training in airport development     

Conclusions:   

     Therefore, by safely splitting these long 14,000 ft. runways into two completely independent runways, [for B-737 and A-320 airliners, one for takeoff and one for landing], this ASAS inventive methodology can double takeoff and landing sequences. The runway is not modified or changed and we can use the undivided full length for jumbo heavy jets or for any other aircraft. SRD safely moves major noise footprints away from noise sensitive  schools, hospitals and housing areas.  

     This inventive Safe-Runway Technology using the SRD 7,000 ft. physical distances between aircraft will eliminate runway incursions. SRD will solve todays most troubling, dangerous and potentially deadly unsolved aviation safety problem. Intersection take-offs are also unsafe, and have resulted in loss of lives, and cannot be used satisfactorily by airline T-category aircraft.

Continued Managerial and Technical Oversight:   

    ASAS provides updated plans for timely development of this inventive technology by facilitating the required approval from governmental entities, and also to continue timely representation for integration between airports and user airlines. For the expeditious and safe implementation of these fuel saving and required essential airport runway capacity improvements, we provide on-site-guidence with  continuous technical, managerial oversight. 

     See: Department of Transportation web site of our power point presentation on the Split-Runway Developed methodology, at: FAA.2008.0036.0010.1  

        Aerospace Safety And Security, Inc evaluates all aspects of flight and aerospace operations under the capacity restrained airspace and airport concept. Using Safety Mangement System [SMS], fault hazard and fault tree analysis, on individual integral parts, than evaluating the interlocking and integrated airspace and airport systems. 

     Therefore, all airport and runway safety and security factors are evaluated individually first, than evaluated as part of the total airport and air traffic control operational arena. ASAS believes in layered safety and security  - if one layer fails it will degrade only - but will not compromise other aspects of system safety and security.  Applying NextGen RNP-RNAV to current air traffic control systems constraints - the ASAS developed technology will seamlessly interface SRD improvements with safe runway and airspace flight operations.