Proposed NY/NJ Metro Class B Modification. OUTLINE OF CURRENT CLASS B ON COMBINED VIDEO MAPS.
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This slide is to give you an idea of how much – or how little – of our airspace is covered by Class B. We have 3 major and 2 other extremely busy corporate airports in close proximity. In every situation where we leave Class B, it is due to volume and the effort to stay out of a hold.
This is a detailed diagram of the Class B. There’s a reason for all the cutouts – Linden airport, the Hudson River Corridor, helicopter traffic, Farmingdale Airport – but there are a lot of them!
EWR RWY 4 final with Class B used the way it was designed – once aircraft enter, they do not exit. The three streams of traffic are coming from Boston Center (Sparta), New York Center (Broadway), and Washington Center (Yardley).
When volume increases, aircraft enter and exit the Class B. Wind conditions are also a factor; for example, when we have a tailwind at 3,000’ and a headwind at 2,000’, the controllers will descend below the floor of Class B in order to get all the aircraft in the same wind condition.
This is the vector pattern for RWY 22. When it is not too busy, aircraft stay in Class B.
Here is a more usual occurrence. Aircraft from the south are vectored behind traffic coming from the north. This is especially true in the early afternoon, when the heavy jets come from overseas. It doesn’t take more than 5 heavy jet aircraft being sequenced for final in the northern part of the airspace for the traffic from the south to have to exit the Class B to follow them.
When using RWY 11 and the TEB ILS RWY 6, RWY 11 traffic must be descended below the traffic on the TEB localizer.
Because HPN is at the lateral limit of Class B, and below the vertical limit, IFR arrivals on either the ILS RWY 16 or 34 receive no protection from VFR arrivals transiting at 2,000 feet. The additional workload of calling traffic is significant. Any revision of Class B should include protection down to 2,000 feet in this area.
When volume builds, LGA will descend below the floor of Class B to maintain vertical separation. There is always a strong wind on the downwind on this flow, so different altitudes are used to maintain safety. It is possible to run this final without using 2000’, but it is much less efficient and causes gaps on final.
When EWR is using ILS RWY 22L and LGA is using ILS RWY 13, LGA must maintain vertical separation from the EWR final. This increases the likelihood that traffic will be vectored further out of the Class B. This configuration is used only a few times a year, mostly in bad weather and always in strong wind.
Due to volume, arrivals to RWY 4 are frequently vectored out of the lateral limits of Class B.
When using dual approaches to RWY’s 22L and 22R, JFK must descend below Class B in order to maintain vertical separation between the two streams. When there is enough volume to warrant using this procedure, the aircraft are often vectored out of the lateral limits as well. The airspace outlined in red is allocated from LGA Area at 2,000 and 3,000’ only.
We want to expand the Class B to at least 25 NM around the three major airports, possibly 30 to encompass more of the EWR and HPN traffic. We would also like to remove the FRG cut-out at 4,000’ and take the floor of the Class B to 2500’. We would need to design corridors to capture the EWR RWY 11 final and the HPN final where the lower limit would be 2,000’.
This slide shows the corridors to capture the EWR RWY 11 final and the HPN final where the lower limit would be 2,000’.