MEMORANDUM FOR RECORD
SUBJECT: Proceedings – Air Force Southern-Southwest Airspace/Range Council Management Session
GENERAL – The Air Force Southern-Southwest Airspace/Range Council (So-SW ARC) convened at 1:30 PM on
22 February 2012 in Memphis, TN.
COUNCIL PROCEEDINGS FOR FEBRUARY 22, 2012
A. Co-Chair Welcome – Colonel McGrath (S-SW ARC Co-Chair; 145 COG/CC) welcomed everyone to the
Southern-Southwest Airspace/Range Council in Memphis to facilitate interaction with Memphis Air Traffic
Control Center (ARTCC) where Colonel McGrath had worked in 1987.
B. National Overview Brig Gen Harris (Airspace/Range Council National Co-Chair) was unable to attend. Mr.
Chupein (HQ AF / A3A-BR) will present the topics that Gen Harris would like to emphasize.
1. UAS: The Air Forces biggest airspace and training challenge is Unmanned Aircraft Systems (UAS). Most
of our time in A3A-BR is spent on UAS airspace issues.
2. Encroachment on our operating space is another major issue.
3. Training Requirements: At the same time drastically changing requirements are demanding changes in
airspace requirements.
4. Frequency Spectrum Encroachment is an area where we will share a common cause with other civilian
National Airspace (NAS) stakeholders. We will all be impacted by the potential loss of frequency spectrum.
5. Budget Issues: The Federal Government is facing dramatic cuts in spending. The DoD is changing from
manned to unmanned aircraft, multi-sensor aircraft, adding supersonic cruise aircraft, and bringing on line new
weapons employment and now drastic budget cuts for FY13 and beyond will affect this modernization.
6. FAA NextGen has a considerable cost to the DoD to conform. The DoD is evaluating the payback for
putting the required equipment on our aircraft.
C. FAA Memphis Center Welcome – Mr. Tim Nelson
1. We work very well with our military users.
2. The HOG MOA has been a big success after a long process. Memphis Center has learned a lot from this
process.
3. Memphis Center is now working with the Navy on the Meridian MOA and having a lot of success.
4. Memphis Center will work to support military operations. Tell Memphis Center what you need and we will
find a way to make it work.
5. Memphis Center still has a good number of former military personnel.
D. AWACS – 552 ACW – Mr. Larry Wood (Airspace Manager, Tinker AFB)
1. Airborne Warning And Control System (AWACS) uses other peoples airspace to provide training in
airborne radar early warning and control of the battle space in an air engagements.
2. Mission Statement: Provide tailorable, sustainable and responsive combat-ready air control and
surveillance forces to Combatant Commanders.
3. Vision: As America's preeminent Air Control Wing we are expeditionary Airmen employing current
systems, while leveraging emerging technologies, to provide air control and surveillance across the spectrum of
conflict.
4. The AWACS Fleet of aircraft are receiving new equipment and upgrades with more advanced technology.
 The E-3 AWACS costs $13,797 per flight hour.
 E-3 Weapons System is a basic Boeing 707 with four flight crewmembers and 18 to 20 mission
crewmembers and equipped with a long-range search radar and multiple communication and data systems.
5. CRCs - Tinker AFB is also the home for some of the Air Force Control and Reporting Centers (CRCs) that
act as an air traffic controller for the air war.
 The Wing is very large with 27 AWACS aircraft and four CRCs, one used for training. Manning
includes Canadian military personnel.
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
1
6. Battle Management
 Real-time 360 degree coverage.
 Very large volume of airspace – much greater then ground bases systems
 AWACS is the key communications link between air and surface assets.
7. AWACS Orbits – They are able to provide control in most of the SUAs in the Southern-Southwest
Region.
8. Counterdrug Operations – AWACS supplements other agencies
9. Homeland Security – AWACS provides Presidential security as well as all other missions.
10. Worldwide Operations
E. Open Forum - Col McGrath mentioned that any questions that attendees had should be asked at any time.
1. A Question was asked concerning an implementation date and when will the public receive notice of
the implementation date for the Shaw AFB Bulldog MOA
 Mr. Brown FAA/ESC stated that the ROD has not been signed as yet. After that happens the proposal
will transfer back to the FAA for review and then HQ FAA will review the aeronautical and environment
packages and determine if it is acceptable and then it will be scheduling for an implementation date.
 There is no more public comment period.
 Once it is signed off the FAA will pick a date long enough in the future to have all controllers
briefed and the software updated to include the airspace modification.
 Once it is published it is public record. Units and FAA will pass that information around but it is not
formally.
2. MOA Modifications like this do not get published in the National Record? General Aviation does not get
advanced automatic notification. It would be very helpful.
F. Warfighter – A-10 Capability Col Mark Anderson
1. A-10 Aircraft Specifications, single pilot designed around the 30 mm GAU-8 cannon.
 No radar but data link will provides threat picture through other surveillance systems
 Built for survivability in a low threat, non-missiles defense environment.
 A-10C is a major upgrade to the aircraft that has created all new missions and capabilities.
 Surveillance and laser targeting systems
 Laser guided bombs
 Performance
 Cruise – 300 to 330 Kts
 Altitudes – Combat: 100 to 1,000 feet AGL, Cruise up to 30,000 feet MSL.
 Combat Radius – 150 to 300 NM (unrefueled)
2. Weapons – rely on the gun in most cases air to surface and air to air for greatest flexibility and lowest colateral damage.
 Air-to-Surface: GAU-8 Cannon, Maverick, Rockets, free fall and guided bombs.
 Air-to-air: GAU-8 Cannon and AIM-9M Sidewinder air-to-air heat seeker missile
 The gun used on most targets except for bunkers and hardened shelters.
3. Avionics: Communications including Secure and Satellite communications and SADL data link system to
communicate within the flight and with the entire battle space.
4. The Litening AT Targeting Pod has taken the A-10 out of the low altitude environment with standoff
laser guided weapons.
 Provides a link to ground Special Forces via Rover Video to insure target authentication.
 IR Marker used to positively identify targets.
 Laser Designator to guide laser guided weapons.
5. Primary Missions
 Close Air Support (CAS) – Support the guys on the ground.
 Air Strike Control – brief incoming attack aircraft, deconflict aircraft in the area, mark targets and
provide air traffic control in the target area.
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
2
 Combat Search and Rescue (CSAR) – is a highly dedicated mission and additional training to locate,
identify, authenticate downed aircrew and suppress local threats to insure a successful extraction.
6. Videos from last deployment to Afghanistan
 The communication includes two flight members, air traffic controllers and ground unit being
supported.
 The first target is a specific portion of a building with a precision weapon to avoid collateral damage.
 The second target is a small bunker protecting enemy combatants.
7. Combat Summary from an A-10 perspective: “You can shoot down every MiG the enemy employs, but
if you return to base and the lead enemy tank commander is eating breakfast in your snack bar — Jack, you’ve
lost the war!”
8. Daily Training is just exactly the same type targets and coordination as encountered in combat
9. Airspace Essentials for fighter operations - Arkansas Air National Guard at Ft Smith ANG Base has
1,000 people at the civilian airport to train their pilots using the Sherry and Hog MOAs, Razorback Range and
14 Military Training Routes in the local area.
 Airspace Volume: must have vertical and horizontal dimensions that accommodate training
requirements.
 Segmented both vertically and horizontally to use only the airspace required for the specific
mission
 Must be workable with the Layout, Procedures and Communications supporting the training.
 Real-Time – The HOG MOA is now scheduled by NOTAM for Real Time turn on and off. The
FAA really like the timely efficient manner the airspace is utilized.
 Arkansas ANG Airspace
 HOG MOA / ATCAA: 100 feet to FL 290
 SHIRLEY MOA / ATCAA: 11,000 feet to FL 290
 The Exercise Corridor links Shirley to the HOG – the unit is working with the FAA to have it
permanent
 ARTCC prefer the use of the HOG airspace more than the Shirley airspace for enroute traffic
flows.
 The total airspace provides Ft Smith a very usable training space that simulates the battle space.
 When used for local exercises involving multiple units the airspace can accommodate up to 16
aircraft participating in the same training scenario.
 Proximity is Valuable
 Transit Time equals Wasted Taxpayer Resource
 Short Transit Time equals More Training / flight hour
 Short Transit Time equals Taxpayer Savings
 Proximity can dramatically increase the value of the airspace for training units
 Fort Smith Regional Airport proximity to Razorback Range
 Ground controllers come to Ft Smith because they can brief and debrief with the unit face to face.
 Cost of training is greatly reduced when training airspace is close to the airport/base.
 38 pilots great annual savings
10. Encroachment – major issue
 Noise complaints create a lack of flexibility and increase noise impact in other areas
 Encroachment is related to high population density
 National Forest is below airspace and limits population growth is those areas.
11. New requirement – Operate A-10s out of unimproved airfield – working on building an airfield on the
range.
12. It’s Not great Airspace Unless you have great ATC and Community Support
 Must create trust with the FAA
 Constant dialog with all affected organization
 Community Support - We run exercises and get community support to participate in the exercise.
13. Questions and Comments
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
3
 Bob Lamont – don’t disagree with anything you said in your briefing. The problem is when you fill in
all the MOAs lower 48 you create a large problem. Fuel costs are very important for all NAS users.
Airspace proximity is important for every unit. The DoD has needs for more airspace but we need a better
way of doing it. Military airspace is an issue for the civilian aircraft as well.
 Colonel McGrath replied that the military is working very closely with the FAA to improve the real
time access to training airspace when not in use.
 Memphis Center has worked very well together on getting airspace that provided their training
requirements and the FAA worked extremely well to protect civilian aviation.
 Ms. Williams asked about the change in scheduling for the airspace.
 Colonel Anderson replied that prior to the recent change the airspace was block scheduled for specific
hours every day and people were being vectored around airspace even when it was inactive. Memphis
Center improved their communications capability in the MOA which allowed a change from a VFR to an
IFR MOA. It can now be turned on and off according to actual usage and scheduled by NOTAM.
 Mr. Yadouga explained that the times of use listed on the Sectional Charts represented the times the
airspace was available for use by the military. The Hog MOA used to say it was used from sunrise to sunset
and no one knew when the airspace was actually active. By changing the airspace to require access through
the FAA Center the airspace was activated by the center and a more accurate schedule can be made
available. The real time use is truly a benefit to GA operations.
 Ms. Williams there seems to be a slight disconnect with FSS not having the information to pass to the
GA pilot when requested.
 Mr. Yadouga suggested that the FSS problem is internal to the FSS.
 Mr. Chupein mentioned that his office would look at GA operations. We want better access for GA
pilots and we need to work on providing access to real time airspace utilization information. That will
provide better safety for our training aircraft and better access for non-participating aircraft. You have
made a good statement that the FSS are not providing the information when we know they have the
information.
 Ms. Stewart added that most national forests are completely covered by Special Use Airspace. Fire
Fighting Aircraft have a 10 minutes call-out to get airborne to the fire. They are going to work and need to
have the current airspace status. Our pilots have a time critical mission and cannot just avoid Special Use
Airspace. In many cases the fire traffic area will be in Special Use Airspace.
 Mr. Brown replied that the FAA is very serious about having a telephone number or frequency on the
Sectional Charts to contact to get airspace info. Coastal MOA and Volk Field are examples of units
providing this service.
G. BLM/USFS Fire Aviation – Ms. Stewart is a graduate of the Air Force Airspace Management course.
1. 2011 Fire Season: there were more than 80,000 fires in the United States during 2011.
2. The Airspace Program started in the 1980’s to prevent midair collisions.
3. Airspace Tools
Presently re-writing the Interagency Airspace Coordination Guide (2003)
Available at: www.airspacecoordination.com
In 2000, we created the TFR graphical program that was adopted by the FAA and DOD.
We now use the Department of Defense Internet NOTAM System (DINS) as our primary provider for
graphic TFRs but there are some issues with the website due to DOD’s new firewall policy.
We use the FAA’s NOTAM Entry System to create TFRs but there are issues with it as it is entwined
with DINS.
 We have had to create a password protected website for FLIP, DAFIF and AP1/B information for our
aviation and dispatch community as per direction from DoD.
 Mr. Chupein suggested that the BLM/USFS acquire the ability to go to SAMS for fire dispatchers
to deconflict airspace with real time utilization information.
4. One airspace coordination tool is the FAA National Fire Fighting Transponder Code 1255.
5. Fire Traffic Area (FTA) is an agency communication protocol that is set up similar to Class B airspace
around a major airport.
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
4
 No one enters the FTA until they have established positive communications.
6. Automated Flight Following (AFF) is available nationwide tracking altitude and location for involved
firefighting aircraft. It is satellite based with GPS for dimension tracking information on the internet including
available on Google Earth with other airspace information.
7. Temporary Flight Restriction (TFR) The 91.137 (a) 2 is “our working environment”. A TFR is enacted
by the FAA at the request of a responsible party, in order to enhance aviation safety. It provides a safe
environment for operations of disaster relief aircraft including fire fighting aircraft.
 The TFR permits five types of aircraft into this type of TFR.
 Aircraft participating in the activity
 Aircraft operating under ATC approved IFR flight plan
 Law Enforcement Aircraft
 VFR Airport Traffic
 Accredited Media
 It is a high risk area with other authorized aircraft due to smoke, low level activity and a reduced “see
and avoid” capability.
8. Texas Fire Season
 Texas Forest Service is the lead for all disasters in Texas.
 Worst Drought condition since recording started in 1885.
 April was very difficult with many major fires.
 34,000 fires in Texas with multiple fires in almost every county.
 Resources from 50 states and Puerto Rico with a total of 16,410 personnel involved.
 Aviation Statistics
 16,912 flight hours
 28,184,363 gallons of water
 5,972,377 gallons of retardant
 34,156,740 total gallons of water and retardant
 54,192 drops
 No accidents or significant incidents (three bird strikes)
 Modular Airborne Firefighting System (MAFFS) C-130 were used for the first time in Texas at
Laredo, Dyess AFB and Austin. Operations included fire suppression in residential areas.
 A New Jet Firefighting aircraft entered the inventory in 2011 with a tanker version of the four engine
BAE-46.
9. Fire Response is organized through levels of responsibility
 Local Dispatchers organize the initial response if they have control of aircraft.
 The Geographical Area Coordination Centers (GACCs) provide access to other aircraft within their
geographical region to support Federal and state fire agencies as well. They are the conduit to national
resources from the National Interagency Fire Center.
 The National Interagency Coordination Center (NICC) provides access to resources nationwide
when local resources are insufficient.
10. Trained Airspace Coordinators worked with the Texas Forest Service dispatch office in Merkel, TX
providing deconfliction information to the initial attack aircraft and notification to military flying organizations
that would be affected by the air traffic associated with the fire.
 Texas has four Air Route Traffic Control Center’s airspace to coordinate
 40 MOAs/SUAs
 Impacted every MTR West of I-35 was affected.
 Airspace Coordinator established in Merkel
 Implemented 141 TFRs
 40 TFRs in April over 6 of Texas largest fires ever
 20 Fire TFRs each in July and August
 Sole point of contact for military deconfliction
11. Number one issue for Airspace Deconfliction
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
5
 There are more than 300 dispatch offices located nationwide that respond to wildfires. They are
responsible for deconfliction of airspace during initial attack fire response.
 Initial attack is critical with short response times. Pilots may be distracted with their attention
directed to the ground thus limiting their see-and-avoid traffic capability.
 Dispatchers are the front line in preventing midair collisions with military aircraft through
deconfliction of Special Use Airspace, Military Training Routes, Slow Routes and LATN’s and
providing scheduled information to the Air Attacks managing resources over the incident.
 During Monday thru Friday (normal work hours) there usually is no problem in contacting Military
Schedulers.
 Weekends, after hours and Holidays are a major issue in contacting Military Schedulers to deconflict
active Military Training Routes. If they do manage to reach someone, they do not know if the routes are
scheduled. This is a primary problem for deconfliction..
 FAA Website for Special Use Airspace does not include real time MTRs utilization nor does it include
active TFR information.
12. Contact Information: Ms Stewart has a new email address that is unusual leaving out the “t” in her name:
j5stewar@blm.gov
COUNCIL PROCEEDINGS FOR FEBRUARY 22, 2012 ADJOURNED AT 4:30 PM
COUNCIL PROCEEDINGS FOR FEBRUARY 23, 2012
A. Co-Chair Welcome – Colonel McGrath (S-SW ARC Co-Chair; 145 COG/CC) welcomed everyone back
for the second management session and hoped that everyone had a nice evening in Memphis.
B. Incorporating UAS into the National Airspace System – Mr. Chupein
1. DoD RPA/UAS Airspace Integration - Now and Future
 Today: Special Access - Certificate of Authorization
 Numerous and varied restrictions
 Inflexible system; FAA and DoD are working improvements
 Mid-term: Routine Access - Policy, procedures and technology permit non-segregated access
 Ground Based Sense And Avoid (GBSAA)
 Long-term: Normalized Access – Technology development to allow Remotely Piloted Aircraft /
Unmanned Aircraft Systems integration into National Airspace
 GBSAA, Automatic Dependent Surveillance Broadcast, and Airborne Sense and Avoid
2. DoD RPA/UAS Airspace Integration - 2015 Beddown Chart
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
6
Current UAS Activities
Future UAS Activities
Future ARNG Fielding
McChord
Ft Lewis (S,W,R)
Grand Forks AFB
Portland
Arlington, OR (SE) Limestone Hills (W,R)
ARNG (S)
Camp Ripley (S)
ARNG (S)
ARNG (S)
ARNG (S)
Sy
ARNG (S)
ARNG (S)
ARNG (S)
Camp Williams (W,R)
Beale AFB
Moffett (RMAX)
Camp Atterbury
Camp
ARNG (S)
ARNG (S)
Kenova
A.P
Louisville (W,R)
Dugway (H,S)
Vandenberg (W,R)
Ft Ord (RMAX)
Creech AFB (P,
Ft Carson (S,W,R)
USAFA
Pinon (R) ARNG (S)
Camp Roberts (W,R)
El Mirage (War) Ft Irwin
Simi
Ft Riley (S,E)
Blue Grass Station (W,R)
Ft Knox (S,W,R)
Blac
Santa Fe
Victorville (A160, R)
NAS Pt. Mugu (GH-B) Camp Pendleton (W,R)
29 Palms (S,R)
Silver Strand (W,R,Pu) Camp Morena (W,R)
Palmdale (GH)
Imperial Beach(W,R)
Ft Campbell (S,W,R,
ARNG (S)
Laguna
ARNG (S)
Redstone (S,W,R )
Robbins A
Ft McClellan
Ft Worth (R)
Pope (W
ARNG (S)
Cannon AFB (P,
Holloman AFB (P,
Cochise (HHuachuca (War-1. E)
Camp Shelby (W,R,S) Benning (S)
Choctaw (W,R,Pu,S) Ft St
Ft Polk (R)
ARNG (S)
Ft Bliss (S,R)
SUA = Special Use Airspace
Note: All shaded areas on land
are Restricted
Patriot
Eglin (W,R)
Robert Gray (H,E,S)
Stennis (W,R,Pu)
Hurlburt (W,R) Camp
Trent Lott (Fire
Camp Bullis (W,R)
ARNG (S)
O
Homestead
Key West (W,R)
3. DoD UAS Flight Hours have grown from in the past five years from less than 250,000 hours to more than
650,000 hours, almost three fold.
4. Urgent Need – Air Force Remotely Piloted Aircraft Growth Crew must go from 700 crews today to a goal
of 1100 crew rapidly.
5. DoD Equities in UAS Integration – Leadership
 DoD is the single largest operator of unmanned aircraft in the world
 The most aircraft
 The most pilots
 The most experience in all phases of UAS operations
 Outside of FAA, the DoD is the largest:
 Regulator of pilots & aircraft
 Certificator of aircraft and avionics systems
 Manager of airspace
 Employer of air traffic controllers
 Operator of airfields and air traffic systems
6. DoD Equities in UAS Integration – Strength that DoD enjoys:
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
7




7.
8.
9.
10.
World-class aviation R&D expertise
Established partnerships with FAA, NASA, DHS and others
Unparalleled control over aircraft, operations, facilities and airspace
A long history of US aviation/certification firsts:
 Jet propulsion
 Composite materials
 Fly-by-wire
 GPS
USAF Pilot and USAF RPA Pilot Training compared to FAA License
 USAF training compares favorably to FAA requirements.
Training Area
USAF Pilot
RPA Pilot
FAA Licensee
Ground School:
298 Hours
359 Hours
70 Hours
Pilot Certification:
85 Hours
39 Hours
40 Hours
Instrument Certification:
170 Hours
146 Hours
95 Hours
Ongoing NAS Access Efforts
 OSD UAS Task Force
 Joint Service effort with multiple Integrated Product Teams
 Executive Committee (ExCom)
 Multi-agency partnership (DoD, FAA, NASA, DHS)
a. Certificate of Authorization improvements
b. National Airspace Access Plan
c. Updating 2007 DoD-FAA MOA
 Rulemaking
 UAS ARC ongoing, small UAS Rule in OST since 8/11
 Ground Base Sense And Avoid (GBSAA) Efforts
 Army - El Mirage, Marines - Cherry PT
 AF - Cannon, Gray Butte
NAS Access Templates (Limits of operations)
 Line-of-Sight Operations: Pilot Operator uses a Control Link to control the Unmanned Aircraft (UA)
while maintaining visual contact with the UA assisted by Visual Observers providing “See and Avoid”
capability.
 Terminal Area Operations: Pilot Operator uses a Control Link to control the UA (UA) while
maintaining visual contact with the UA assisted by Visual Observers providing “See and Avoid” capability.
 Vertical Transit Operations: Operations in a terminal airspace for takeoff and landing with vertical
flight operations to achieve Class A airspace above or landing from Class A airspace above the terminal
airspace. Pilot Operator has communications with Terminal Air Traffic Control and utilizes Ground Base
Sense and Avoid.
 Lateral Transit Operations: Operations from terminal airspace for takeoff and landing with
horizontal flight operations through a Transition Corridor to the UAS Operating Area. Pilot Operator has
communications with Terminal and Enroute Air Traffic Control and utilizes Ground Base Sense and Avoid.
 Military Operations Area: Operations from terminal airspace for takeoff and landing with dynamic
flight operations through a Transition Corridor to a Military Operating Area. Pilot Operator has
communications with Terminal and Enroute Air Traffic Control and utilizes Ground Base Sense and Avoid.
 Dynamic Operations: Operations from terminal airspace for takeoff and landing with dynamic flight
operations to a Military Operating Area or other destination. Pilot Operator has communications with
Terminal and Enroute Air Traffic Control and utilizes On-board Sense and Avoid.
Growing GOV, Civil and Commercial Interest
 New Gov technical alliances (FAA COE - AFRL - NASA)
 Increase in industry interest/involvement (Raytheon, Lockheed, Boeing, FEDEX, UPS etc)
 Exploring benefits of Cooperative Research and Development Agreements (CRADA)
 Increased Federal, State and Local Gov interest
 22 States interested in Test Site selections
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
8
11. FAA UAS Tests.
 USAF is very aware of Test Site Interest in many states.
 Congressionally Mandated – 2012 NDAA
 Requires FAA to establish sites in coordination with DoD/NASA
 6 Sites, Geographic and climatic diversity
 AF has basing process experience; test site selection fits model
 AF process - Repeatable, defendable and transparent with clearly defined roles and responsibilities
 AF is ready to assist the FAA develop test site selection guidance and partner in the execution of UAS
tests
 The Air Force maintains that the FAA should maintain management, they need to bring in their
Tech Center to assist in this task.
 The timeline is very tight and the Air Force is offering as much assistance as possible to develop a
method to fairly evaluate each proposal.
 The FAA is welcoming the Air Force assistance.
12. UAS Test Site Benefits
 Provides a joint, structured approach to look at critical UAS airspace integration issues (both civil and
military)
 Allows sharing of UAS data among the primary proponents (DoD, FAA and NASA); helps in
identification of research gaps/needs
 Sharing test data and site access allows maximum exploitation of research results and fosters a
cooperative research mindset
 Maximizes research budgets in a fiscally restrained environment
 Helps build industry and academic partnerships allowing for more rapid and efficient UAS airspace
integration
 Provide tangible evidence of substantial, cooperative UAS R&D efforts to legislators and other key
stakeholders
13. Way Ahead
 Continued engagement with FAA, industry and academia to find an efficient, safe method to improve
UAS airspace integration
 Near-Mid Term: Develop UAS specific policy and procedures along with Ground Based Sense
And Avoid solution to obtain incremental NAS access
 Long Term: Finalized Small UAS and UAS ARC rulemaking, mature policy and procedures linked
with robust Ground Based and Airborne Sense and Avoid systems and NextGen technology
 Mr. Dean Fulmer has helped move this forward during the past year.
14. Questions?
 On Large systems, what is done when communication or control is lost?
 This is an important topic and the Air Force maintains that we have the UAS operate just as a
manned aircraft would with a loss of communications. Procedures must be developed and agreed to for
lost communication operations.
 Lost Control Link is still a problem that we are working on and the FAA tests will help to develop
these procedures.
C. AFREP Updates – Colonel McGrath informed the management council that he was informed that there are
no new airspace proposals in the Southern and Southwest FAA Regions.
D. FAA Topics of Interest: Adaptive Airspace (National Special Activity Airspace Project) – Mr. Jordan
(HQ FAA)
1. Adaptive Airspace
 Used in Iraq and Afghanistan for flexible use of airspace to accommodate time sensitive combat
missions
 Simple grid system allows for relocation of assigned airspace
 Similar flexible use of airspace could be used in the National Airspace System (NAS)
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
9
2. Mission profiles have a defined requirement for a volume of airspace; in some cases this airspace could be
moved thereby providing the same volume of airspace
 Some air traffic control assigned airspace (ATCAA) may be tied to special use airspace (SUA), threat
emitters, target arrays on the ground, and/or proximity to a unit’s home base and could limit or prevent any
relocation of an associated ATCAA.
3. Examples of Adaptive Airspace Concept
 Complete relocation of an ATCAA while maintaining the same volume of airspace
 Expansion of an existing ATCAA with associated subdivisions that could be recalled as necessary yet
still provide the same volume of airspace to meet Air Force (USAF) requirements
 Altitude/time amendments to accommodate high traffic periods or weather
4. Strategic or Tactical Relocation of an ATCAA due to weather or traffic volume
 Preplanned alternate locations can be utilized when the preferred ATCAA is unusable due to weather
or traffic.
5. Segmented ATCAAs - Create a pre-defined cutout in an ATCAA similar to a segmented MOA for
continuous routing for high traffic requirement.
6. Expansion of an existing ATCAA – Create additional ATCAA airspace utilizing a grid system where
sufficient segments can be activated to accomplish the mission requirements while avoiding weather or traffic
problems.
7. Application of Special Activity Airspace (SAA) Analysis Data – Improved air traffic analysis will allow
FAA and the military training unit to find the largest volume of airspace available by time segments. This
maybe a different airspace in the morning from the afternoon or evening/night.
8. Future Challenge - Expand the adaptive airspace concept below FL 180
 Address associated environmental issues
 Real-time awareness of current airspace status by all NAS users
 Real-time coordination between airspace users and controlling agencies
9. FAA Centers Activity – Center controllers have seen the briefing and have come up with suggestions of
their own and relocating Air Refueling Tracks is one of their suggestions.
10. Questions
 The grid system works in Theater because all aviation activity is coordinated and everyone understands
the use of the grid system and the definition of new airspace using the system. This is not the case in the
NAS.
 In the NAS everyone above FL180 must be communicating with ATC. Equipage is close to being
able to receive graphical airspace information such as TFRs and adaptive airspace can be presented in
the cockpit in the same manner.
 One example now is Class B airspace that changes due to runway configuration. Training airspace
can be designed to change with the Class B airspace configuration.

11. Contact Information:
 Mark Jordan - National Special Activity Airspace Project (NSAAP) Mark.a-ctr.jordan@faa.gov, (202)
626-4113
E. FAA National Special Activity Airspace Project (RTCA) – Mr. Lamond – NBAA
1. This is A joint effort between the FAA, the Department of Defense (DOD), and RTCA
2. Dept. of Energy data for CY 2011 – Indicated that the U.S. Gulf Coast jet fuel (the primary USG and
airline benchmark) averaged exactly $3.00 per gallon for the year (2010)
 This is an all-time record, exceeding the previous high of $2.96 set in 2008
 At current consumption rates, for every penny per gallon increase per year, translates to $175
MILLION in additional operating expenses

Every dollar per gallon increase per year, translates to $17.5 Billion in additional operating expenses
3. NSAAP Goals
 Bring real-time special activity airspace (SAA) status to all aviation stakeholders for more efficient use
of the National Airspace System (NAS)
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
10
4.
5.
6.
7.
8.
9.
 To establish an electronic SAA scheduling capability
 To exchange real-time SAA data across FAA and DOD technology platforms
 Broadcast SAA real-time status information to all NAS stakeholders
 To establish a robust SAA metric and analysis system for improved airspace management and future
airspace planning and design
NSAAP did NOT focus on:
 Individual airspace actions or proposals
 Regional airspace issues/concerns
 Amendments to existing SAA boundaries, altitudes, or times of use
 DOD, Federal, state or other governmental or civil aviation mission requirements and scheduling needs
Why is Real-Time SAA Data Important?
 Failure of Having Accurate Real-Time SAA Data can cause the following problems.
 Canceled flights, delayed flights, scrubbed training missions
 Increased operating and/or training costs for all NAS users
 Operational deviations/errors as a result of incorrect SAA data
 Failure to conduct strategic or real-time tactical NAS planning
 Unnecessary restrictions on military flight operations (capping air traffic control assigned airspace
(ATCAA), DOD and Civil Aviation flights circumnavigating “cold” airspace, etc.)
Benefits
 Access to real-time SAA information:
 Improved flight planning and scheduling for DOD and Civil Aviation
 Simplifies processing of SAA schedules and status
 Reduces the chances of miscommunication and human error
 Ability to take advantage of shorter routes
 Load and burn less fuel
 Reduced time on the engines and airframe
 Reduced carbon emissions
Where are we at now?
 Concept of Operations (ConOps) and Functional Requirements Document (FRD) Completed and
signed
 NSAAP Benefits Analysis - Ongoing
 Interface with the Air Force Scheduling System (CSE) into SAMS/MADE – Available in
February2012
 Preliminary study begun on interfacing RFMSS into SAMS/MADE
Ongoing NSAAP Items
 Identifying needed rules/regulations and/or policy changes
 Developing training/certification process for SAMS/MADE
 Establishing a process for identifying and validating future SAA system upgrades or changes
 NSAAP KSN Site
 NSAAP Benefits Analysis – Final Draft due July 31, 2012
 Human In The Loop (HITL) Simulation/testing with DOD, Civil, and FAA
 ID and Selection of Key Test Sites for field testing (DOD, Civil and FAA)
NSAAP Benefits Analysis
 Aviation Stakeholder Benefits
 Flight path savings based on having SAA schedule & status data
 Benefits accrue to multiple flight types
 DOD Point A to Point B and Point A to A
 Civil scheduled and on demand
 General Aviation Scenario
 Business Process/Safety Improvement Benefits
 Visited 4 ARTCC to learn business process improvement needs
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
11
 Reduce Operational Deviations/Operational Errors
 Continuous Process Improvement Benefits
 Benefits Analysis will show a Low and a High Average range of numbers
10. Questions?
 Has there been a Concept of Operations (CON OPS) been established for this activity?
 Yes there have been many people involved and every conceivable variable has been evaluated and
included in the Con Ops.
 Is this a web based system?
 This will include a scheduling agency inputting scheduling information that goes to the FAA and
will be compatible with all current FAA systems.
 The data will then be available for any NAS user that desires access for what every they want to do
with the information.
 There will be mandatory spending by the DoD and FAA to facilitate the development of the
system.
 There will have to be investment by agencies/companies that want to have this data available to
them.
 NAS users can continue to fly around cold airspace or invest in this system to have real-time SAA
utilization information.
 American Airlines is getting a BETA level data stream today to evaluate the usefulness of this data.
 Does this require another system to be used by the units?
 The Air Force system that will interface with the FAA is CSE and it is currently being fielded as
the single Air Force scheduling system.
 The FAA was requested to define the input required but did not make hardware requirements.
 Mr. Chupein stated that the Air Force is looking at electronic flight bags that would include a
smart device such as an iPad that would interface with the FAA system to graphically present real-time
airspace utilization.
 Mr. Yadouga added that NSAAP:
 Does not take away airspace from the DoD.
 It will allow for the use alternate airspace when required.
 It does not change the way the DoD will schedule.
 It provides accurate status information on SAA in a timely manner.
 If airspace goes cold, that time and the projected time that it will remain cold is now available for
all NAS users to determine if that information will allow them to improve their flight operations in a
real-time manner.
 Can this system automatically update a flight plan during flight?
 That is not available today but it is one of the growth features in the next generation of flight
planning tools that are being developed right now.
F. Aircraft Owners and Pilots Association (AOPA) – Ms. Melissa Martin (Senior Government Analyst – Air
Traffic)
1. AOPA is a not-for-profit organization dedicated to general aviation, incorporated in May 1939 with over
400,000 members today.
2. AOPA’s Mission is to preserve the freedom to fly.
 Advocating on behalf of our members.
 Educating pilots, non-pilots, and policy makers alike.
 Supporting activities that ensure the long-term health of General Aviation.
 Fighting to keep General Aviation accessible to all.
3. AOPA has Seven Geographical Regions, many with new regional managers.
4. Shaw MOA Proposal (Bulldog, Gamecock and Poinsett MOAs)
 In the Final Environmental Impact Statement, the USAF has largely addressed general aviation
concerns with the Mitigated Proposed Action which eliminates any changes to the Gamecock and Poinsett
MOAs.
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
12
 AOPA’s only remaining concern is access to V70 and T-209 when either the Bulldog C or E MOAs are
active. This impact would be greatly reduced with the addition of real-time SUA status information.
5. AOPA Priorities
 Real time SUA status information.
 Ability to have early input and collaboration- prior to concept phase.
 Charted frequencies for in-flight updates of SUA status.
6. Questions?
 What is AOPA’s position on RNAV routes verses Victor Airways?
 FAA has asked if all Victor Airways should be replaced by RNAV routes, AOPA does not
recommend eliminating Victor Airways at this time but that may happen in the future.
 Does AOPA have a stated policy on UAS operations in the NAS?
 Ms. Williams replied that AOPA does have a policy since 2003 AOPA has advocated the
integration of UAS into the NAS.
a. Safely with no harm to other users
b. AOPA’s position is that no additional segregated airspace should be created to contain UAS
operations.
 AOPA is seeking open discussion on UAS issues and they may be regional such as the proposal in
North Dakota.
 How does AOPA manage the desires of the VFR pilot that does not want any restrictions to his flight
and the GA business aircraft owner that sees the FAA NextGen as beneficial to his flight operations?
 Ms. Williams is busy with those issues daily, it is a balancing act for our members. In the past our
membership supported FAA modernization but did not want anything to go away. That has changed
and there will be some pain and cost to move to NextGen systems.
G. Business Aviation Fact vs. Myth – Robert G Lamond Jr - National Business Aviation Association
(NBAA), Director, Air Traffic Services
1. Business Aviation - Fact vs. Myth
2. Aviation is a Contact Sport, But… It’s All In the Family
 Industry can’t afford the “us and them” attitude
 NBAA member companies spend $11B a year on airline tickets
 NBAA members serve in various ANG or AFR units
 If its family we must be cousins…
 Delta Private Jets is a Part 135 supplement to carry first class passengers to connect with their
mainline Delta Flights.
 FedEx Part 91 Flight Department
 High % of fractional operations to places such as SFO/ORD/JFK dropping off/picking up airline
passengers
3. The Media is Always Right, Right?
 There is a difference between “what we know” and “what we think we know…”
 Where we lack knowledge on a subject from our own education or personal experience, we rely on
“other sources” to fill in the void
 Other sources tend to be friends or media – but do they really “know?”
 So… Do you really know what business aviation is?
4. “But I read it in USA Today, so I know it’s true…
5. Who Are These Men? Clue: 2009 Business Aviation Public Relations Nightmare
 Three American Auto Manufacturers arrive in corporate jets for Congressional hearings on bailout
funding.
6. What are the FACTS.
 Small companies operate the majority of business aircraft
 59% of companies operating business aircraft have fewer than 500 employees and seven in ten
have less than 1,000 employees
 Managers/mid-level employees are the typical passengers
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
13
 Only 22% of passengers are top management; the majority is other managers (50%) or technical,
sales or service staff (20%)
 Companies using business aviation typically operate one aircraft
 75% of companies operate only one turbine-powered aircraft
 80% of business aircraft flights are made into secondary airports or airports with infrequent or no
scheduled airline service
 NBAA has 5,000+ operating members (individual Part 91/135 Flight Departments) representing over
11,900+ aircraft
7. Millions of Highly Skilled Jobs…
 FACT: Business aviation contributes $150 billion to U.S. economic output, and employs more than
1.2 million people.
 FACT: The vast majority of general aviation aircraft used for business worldwide are manufactured,
operated, serviced and maintained in the United States.
 FACT: Business aircraft manufacture is one of the remaining sources of good manufacturing jobs in
this country. It is also one of the few industries still contributing to the nation’s positive balance of trade.
 FACT: Schedulers, dispatchers, maintenance technicians, pilots, training professionals and airport
employees are just a few of the many support professions involved in business aviation.
8. A Lifeline To Communities…
 FACT: Although some 500 airports have limited commercial airline service, almost all airline flights
go from only 70 major hubs. For the myriad communities in America that are not serviced by these few
hubs, there is simply no way to get there without business aviation.
 FACT: Over the past several years, dozens and dozens of cities across America saw a decline in
scheduled commercial airline service. What's worse, dozens more lost airline service entirely.
9. Efficiency & Productivity Tool For Tens Of Thousands Of Businesses…
 FACT: Companies needing to reach multiple destinations in a single day rely on business aviation.
This type of itinerary is often impossible to keep using other modes of transportation.
 FACT: When using a business airplane, employees can meet, plan and work en route. Employees can
discuss proprietary information in a secure environment and without fear of eavesdropping, industrial
espionage or physical threat.
 FACT: Many aircraft have technologies that allow employees to remain in communication with
colleagues on the ground throughout the duration of their flight. This is critical for companies managing a
rapidly changing situation.
 FACT: Business aviation allows companies to safely transport tools and materials that cannot be
carried aboard airlines, enabling them to solve urgent problems efficiently and quickly.
 FACT: Business aviation is a time multiplier allowing key employees to do more, faster. Much like an
investment in state of the art computer software, a business airplane boosts employee efficiency and
productivity. Efficiency=Productivity=Profits.
10. A Life Saver for People in Need…
 Through volunteer organizations like Angel Flight, Air Care Alliance, Corporate Angel Network, and
Corporate Aircraft Responding in Emergencies, companies and pilots regularly provide life-saving services
to people in hard-to-reach communities around the globe. These missions include:
 Disaster relief - shipping food, medicine and clothing to people in need
 Life-flight service - transporting terminally-ill patients for life-saving medical procedures
 Emergency organ, blood and serum transfers
 Volunteer transportation for U.S. Military service personnel, Red Cross, and National Guard units
11. A Short Business Aviation Works Video was presented that described the various types and sizes of
company aviation departments that comprise the membership of NBAA.
H. Wrap Up/Adjourn – Colonel McGrath closed the session by thanking everyone for their help while he has
been the chairman of the Southern-Southwest ARC. He also mentioned that a replacement is needed because his
retirement will be this August.
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
14
COUNCIL PROCEEDINGS FOR FEBRUARY 23, 2012 ADJOURNED AT11:30 AM
APPROVED
ROBERT MCGRATH, Colonel USAF
145th COG/CC NC ANG
Co-Chairman, Southern-Southwest
Airspace/Range Council
EDWARD CHUPEIN, Civilian, USAF
HQ Air Force A3O-BR
Co-Chairman,
Southern-Southwest
Airspace/Range Council
Attachments
1. Agenda
2. List of Attendees
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
15
AGENDA
Air Force Southern-Southwest Region
Airspace/Range Council
Memphis, TN
22-23 February 2012
22 Feb PM – Management Session
1330
Welcoming Remarks
1335
National Overview
1400
Introductions – Unit Briefings –
Col McGrath
Round Robin from Map Provided
Identify POC, what you fly, this year’s activities, any issues.
1500
Break
1515
Warfighter Briefing
1545
NAS DoD
MAJCOMs and Regional Gained Users
USN –USAR – USMC
CBP
USFS
BLM
NPS
BIA
Discussion
All
Col McGrath
Session Wrap Up
Col McGrath
1615
1630
1645
1700
1715
1730
Brig Gen Harris, Col McGrath, Mr. Chupein
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
Brig Gen Harris
Ms Stewart
Ms McCusker
Atch 1-1
AGENDA
Air Force Southern-Southwest Region
Airspace/Range Council
Memphis, TN
22-23 February 2012
23 Feb AM – Management Session
0800
Opening Remarks
Brig Gen Harris, Col McGrath, Mr. Chupein
0815
UAS Ops in NAS Update
0830
AFREP Updates
Airspace proposal updates
0845
FAA Topic of Interest - Airspace Redesign Overview
- Airspace Re-design tool/SWIM
- Adaptive Airspace
- DINS/NOTAM update
- ERAM
- HARP
0930
Break
0945
1000
1015
1030
AOPA
ATA/NBAA
State DOT
Other stakeholders
1045
Round Table Discussion
Brig Gen Harris
Issues, Concerns, Solutions
Moderator to keep discussion on track and prevent monopolizing discussions.
Possible Topics:
Air Traffic – Enroute, Terminal, Overflight, Coordination, Environmental
Test/Training Airspace – Location, Design, Use, Air Transport Operations
Emergency Airspace Management
1150
Wrap Up/Adjourn
Breakouts & Tours
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
Atch 1-2
ATTENDEE LIST
Mr. Randy Abernathy
DSN:
Comm: (228) 343-9550
Email: marvin.abernathy@keesler.af.mil
Cell:
Keesler AFB, MS 39503-
Ms. Melanie Acosta
DSN: 331-3171
Comm: (318) 529-3171
Airspace & Range Scheduler
Email: melanie.acosta@us.af.mil
104 Davis Ave East, Barksdale AFB, LA 71110-
Cell: (318) 272-1906
Colonel Mark Anderson
DSN: 778-5204
Comm: (479) 573-5204
188 FW, ARANG
Email: mark.anderson.5@ang.af.mil
4850 Leigh Avene, Ft. Smith, AR 72903-
Cell: (479) 650-8558
Mr. William Avants
DSN: 331-3172
Comm: (318) 529-3172
Range Ops Officer, Claiborne Rng
Email: william.avants@barksdale.af.mil
Forest Service Rt 240, Woodworth, LA 71346-
Cell:
Mr. Josh Beagley
DSN: 448-7864
Comm: (580) 213-7864
Airspace Manager
Email: joshua.beagley.2@us.af.mil
301 Gritz St. Bldg 690, Vance AFB, OK 73705-
Cell:
Mr. Steve Brown
FAA Easter service Center
PO Box 20636, Atlanta, GA 30320-
Cell:
DSN:
Comm: (404) 305-5611
Email: steven.brown@faa.gov
Mr. Art Byers
DSN: 965-1122
Comm: (803) 895-1122
Airspace Manager
Email: art.byers@shaw.af.mil
428 Killian Avenue, Shaw AFB, SC 29152-
Cell: (803) 606-8536
Major Henry Cecil
DSN: 477-2911
Comm: (817) 222-5911
AFREP, Central Service Area
Email: henry.cecil@faa.gov
2601 Meacham Blvd - ASW-910, Ft. Worth, TX
Cell: (813) 477-1323
Mr. Edward Chupein
DSN: 754-1065
Comm: (202) 404-1065
HQ AF/A3O-BA
Email: edward.chupein@pentagon.af.mil
112 Luke Ave. Bldg 5683, JB Anacostia-Bolling, DC
Cell: (443) 909-0014
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
Atch 2-1
ATTENDEE LIST
Mr. Jim Courtney
DSN:
Comm: (901) 368-8530
FAA Memphis ARTCC Airspace Mgr Email: james.courtney@faa.gov
3229 Democrat Rd., Memphis, TN 38118-
Cell:
Mr. Danny Flowers
DSN:
Comm: (901) 368-8547
FAA Memphis ARTCC TMO
Email: danny.r.flowers@faa.gov
3229 Democrat Rd, Memphis, TN 38118-
Cell:
Capt William Gordon
DSN: 742-2764
Comm: (662) 434-1764
140SS/OSOP
Email: william.gordon@columbus.af.mil
4508 Alabama Ave., Columbus, MS 39705-
Cell: (678) 643-0642
Brig Gen Dick Harris
DSN: 636-3424
Comm: (802) 338-3424
DJS-JFHQ/VT
Email: richard.harris@garobi.ang.af.mil
789 National Guard Road, Colchester, VT 05446-
Cell: (802) 989-9608
Mr. Thor Hebner
DSN:
Comm: (574) 248-2866
D3ASO
Email: thorulf69@comcast.net
12486 Hillside Dr., Plymouth, IN 46563-
Cell: (574) 274-8083
Mr. John Hensley
DSN:
FAA Memphis ARTCC Airspace Specialist
3229 Democrat Rd., Memphis, TN 38118-
Lt Col Micheal Janzen
125 FW
Jacksonville, FL
Comm: (901) 368-8531 Cell:
Email: john.r.hensley@faa.gov
DSN: 641-7015
Comm: (904) 741-7015
Email: michael.janzen@ang.af.mil
Cell: (904) 335-0929
Mr. Landon Jones
DSN: 612-9250
Comm: (240) 612-9250
NGB/A3AA
Email: landon.jones@ang.af.mil
3500 Fetchet Ave, Andrews AFB, MD 20762-
Cell: (703) 216-5523
Mr. Mark Jordan
DSN:
Comm:
FAA/AJV-11 NSAAP Support
Email: Mark.A-CTR.Jordan@faa.gov
800 Independence Ave. Bldg 10A, Washington, DC
Cell: (410) 562-2341
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
Atch 2-2
ATTENDEE LIST
Mr. Art Ladd
DSN: 467-5936
Comm: (321) 853-5936
45 Space Wing - 1 ROPS
Email: arthur.ladd@us.af.mil
Cape Canaveral AFS, Patrick AFB, FL 32925-2618
Cell: (352) 650-1338
Mr. Robert Lamond
DSN:
Comm: (202) 783-9255
NBAA, Director
Email: rlamond@nbaa.org
1200 18th St NW, Ste 400, Washington, DC 20036-
Cell:
Mr. Jerry Lee
Eastern Air Defense Sector/DOA
366 Otis St., Rome, NY 13441-4812
DSN: 587-6302
Comm: (315) 334-6302
Email: gerald.lee.1@ang.af.mil
Cell: (315) 225-4859
Mr. Brad Marcum
DSN: 487-8253
Comm: (210) 652-8253
HQ AETC/A3OF
Email: brad.marcum@us.af.mil
1 F Street, Suite 2, Randolph AFB, TX 78150-
Cell: (210) 867-5174
Ms. Melissa Martin
DSN:
Comm: (301) 695-2228
AOPA
Email: melissa.martin@aopa.org
10615 Gramery Pl 325, Columbia, MD 21044-
Cell: (386) 866-1811
Colonel Robert McGrath
DSN: 434-1707
Comm: (770) 210-7565 Cell: (404) 697-4647
Military Ops Officer - Atlanta ARTCC Email: robert.mcgrath@faa.gov; robert.mcgrath@ang.af.mil
299 Woolsey Road, Hampton, GA 30228-
Mr. Calvin Miller
DSN:
Comm: (678) 320-3005
USFS, SACC
Email: cmiller08@fs.fed.us
1200 Ashwood Parkway, Atlanta, GA 30338-
Cell: (404) 909-0238
Mr. Timothy Nelson
DSN:
Comm: (901) 368-8101
FAA Memphis ARTCC
Email: timothy.j.nelson@faa.gov
3229 Democrat Rd, Memphix, TN 38118-
Cell:
Lt Col Robert Parker
286 Air Operations Group
Meridian ANGB, MS 57706-
Cell: (678) 822-3689
DSN:
Comm: (404) 305-7200
Email: robert.c.parker@faa.gov
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
Atch 2-3
ATTENDEE LIST
CDR Phil Pascoe
DSN:
Comm: (404) 305-6908
NAVRep FAA ESA
Email: phil.pascoe@faa.gov
1701 Columbia Ave, College Park, GA
Cell: (404) 759-5084
Mr. Rich Roberts
DSN: 574-7552
Comm: (757) 764-7552
HQ ACC/A3AA
Email: richard.roberts2@langley.af.mil
205 Dodd Blvd, Ste 101, Joint Base Langley-Eustis, VA 23665-2789
Cell: (757) 718-7765
Mr. Jim Roncaglione
DSN: 523-4148
Comm: (850) 283-4148
325 FW - Airspace Manager
Email: Jim.Roncaglione@Tyndall.af.mil
1141 Florida Ave. Ste 26B, Tyndall AFB, FL 32403-5213
Cell: (850) 832-8196
Mr. Gary Rose
DSN:
Comm:
QinetiQ North America
Email: gary.rose@qinetiq-na.com
7370 N. Catalina Ridge Dr, Tucson, AZ 85718-1369
Cell: (520) 360-5225
Mr. Devin Scherer
DSN: 612-8114
Comm: (240) 612-8114
A7AM Planns & Requirements
Email: devin.scherer.ctr@ang.af.mil
3501 Fetchet Ave., JB Andrews, MD 20762-
Cell: (703) 638-5006
Mr. Rayshawn Smith
43 OSS Airspace Manager
Pope AFB, NC
DSN: 424-7650
Comm: (910) 394-7650
Email: rayshawn.smith.2@us.af.mil
Cell: (910) 824-1298
Major Glen Smith
437 OSS/OSA
Joint Base Charleston, SC
DSN: 673-7692
Comm: (843) 963-7692
Email: glen.smith.1@us.af.mil
Cell: (843) 276-2752
Ms. Julie Stewart
DSN:
USFS / BLM National Airspace Program Mgr.
PO Box 3623, Portland, OR 97208
Comm:
Cell: (503) 780-0097
Email: j5stewar@blm.gov; juliejstewart@aol.com
Mr. James Stott
DSN: 579-3291
Comm: (850) 884-3291
AFSOC Range Manager
Email: james.stott@hurlburt.af.mil
100 Bartley St, Ste 153W, Hurlburt Field, FL 32544Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
Cell:
Atch 2-4
ATTENDEE LIST
Mr. Byron Stubblefield
DSN: 579-1606
Comm: (850) 884-1606
HQ AFSOC A3VO
Email: byron.stubblefield@hurlburt.af.mil
150 Bennett Avenue, Hurlburt Field, FL 32544-
Major Brian Walski
14 OSS/OSOP
Columbus AFB, MS
Cell: (850) 543-3551
DSN: 742-1221
Comm: (662) 434-1221 Cell:
Email: brian.walski@columbus.af.mil; 14oss.@columbus.af.mil
Mr. Patrick Welch
DSN: 612-9215
Comm: (240) 612-9215
NGB/A3A
Email: pat.welch@ang.af.mil
3500 Fetchet Ave, Andrews AFB, MD 20762-
Cell:
Ms. Heidi Williams
DSN:
Comm: (301) 695-2227
AOPA Vice President
Email: heidi.williams@aopa.org
421 Aviation Way, Frederick, MD 21701-
Cell: (301) 693-8497
Mr. James Wilson
DSN:
Comm: (703) 867-4376
Wilson Defense Solutions
Email: jamesr.wilson@cox.net
7329 Laurel Creek Ct, Springfield, VA 22150-
Cell: (703) 867-4376
Mr. Douglas Winters
DSN: 866-6098
Comm: (580) 481-6098
97 AMW / DOA Airspace Manager
Email: douglas.winters@altus.af.mil
101 S Sixth St. Bdg 225 Suite 143B, Altus AFB, OK 73521-
Cell: (580) 481-8488
Mr. Larry Wood
DSN: 884-7414
Comm: (405) 734-7414 Cell:
552 OSS / OSOR - Chief, Airspace Management
Email: larry.wood@tinker.af.mil
7513 Sentry Blvd, Suite 203, Tinker AFB, OK 73145-9012
Mr. Jonah Woods
19 OSS/OSAM
Little Rock AFB
DSN: 731-5159
Comm: (501) 987-5159
Email: jonah.woods.1@us.af.mil
Cell: (501) 650-5058
Mr. Joe Yadouga
DSN:
Comm: (817) 321-7734
FAA - CSA Airspace & Military Ops Email: joe.yadouga@faa.gov
2601 Meacham Blvd, Ft. Worth, TX 76137-
Cell: (817) 300-7337
Southern-Southwest Region Airspace/Range Council — February 22-23, 2012
Atch 2-5