WEBVTT

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Ok , thank you . And uh good afternoon

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to everyone today . Um I just want to

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say first , thanks for everyone being

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in attendance tonight . It's , it's

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awesome to be here um , to talk about

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the vital topic and the important topic ,

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Moody Air Force Base of the , the

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airspace initiative that has occurred

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over the last couple of years when I

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look out the room , I see a lot of

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people who are here to support the ,

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the airmen and the families of Moody

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Air Force Base and that's something

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that's indispensable to us , uh

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something that we require every single

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day . So thank you for your continued

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support and thank you for being

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interested in new and upcoming things

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that occur at Moody Air Force Base

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tonight though . We're going to discuss

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uh the recently approved FAA uh

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decision to lower the airspace uh in

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the area around Moody Air Force Base .

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Um I can tell you this is a , a change

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to how we've been doing operations in

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the airspace that we've come to know

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over the last couple of years . But

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really the purpose of tonight is to get

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a , uh a shared understanding of why uh

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we put that process in place to try to

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optimize that airspace , the procedures

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that we're going to do and then to ask

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answer any questions or concerns that

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people might have about it . Uh But

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overall , the goal for the uh the

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airmen and uh the the air crew at Moody

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Air Force Base , when we looked at

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optimizing this airspace , it was

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really to enhance our , our training

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capacity and our capabilities . So by ,

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by gaining a little bit of extra

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airspace , it allows the men and women

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who fly the aircraft at Moody to , to

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really simulate those combat

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experiences that they , they need and

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they have and uh by growing this

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airspace in the manner that we're doing ,

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so we continue to operate safely ,

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we're really allowing them to train

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every day and to exercise so that they

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can know what it's like and put those

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aircraft in the positions that they

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would when they're doing their mission ,

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which is the defense of our nation . Uh

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Additionally , you know , since we have

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this collective group here , I do want

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to talk about how much we deeply care

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about the , the flying community , the

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uh in , in South Georgia . So the

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relationships between the civil

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aviation community and the Air Force

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have gone back 80 years . And I think

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it's been a good experience for

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everyone as we've worked to the

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airspace understanding and uh actually

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safely employed in it for , for that

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many years . So we look forward to that

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continued support and collaboration as

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we move forward . But I do understand

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that uh changes like this can , can

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drive questions and concerns . So I can

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promise all of you that we're

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definitely committed to being

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transparent in this uh so that everyone

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understands what the these new

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procedures are and will be responsive

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to any questions , concerns and

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feedback that we get . So not only

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tonight , but you'll see in this brief ,

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we're going to provide uh points of

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contact so that anytime you can get a

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hold of us to ensure that we're all

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operating in a safe manner where

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everyone feels like we can move forward

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together . So again , thank you for

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being here tonight . Look forward to

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the uh continued partnership and now

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I'm gonna uh turn it over over the

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introduction .

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Good evening . Uh I'm Nathan Coyle .

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I'm an aviation planner from the

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Aviation Division of the Georgia

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Department of Transportation . Um Our

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department within GD A provides

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assistance , funding , support and

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regulatory oversight of about 100 and

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two public use airports across the

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state of Georgia uh on behalf of the

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division , I , I'm here tonight just to

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say thank you to uh representatives

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from the Air Force uh for listening ,

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diligently to the comments , concerns

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and input from our flying community and

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airport sponsors over the last few

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years as you've gone through a few uh

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revisions of this airspace initiative .

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Uh and a specific , thank you to the

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the flying community and , and those

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airport sponsors , Mr Galloway , who is

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a specific leader in identifying key

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issues uh to uh consider that process

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and , and an additional , thank you for

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the continued outreach here that you're

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providing this evening and you will

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provide to the flying community . Our

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department is always open uh for

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questions uh from the flying community

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and we're always here to assist our

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airport sponsors . So please feel free

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to reach out if we can uh provide you

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assistance . Thank you .

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I'm uh Jim Galloway . I'm representing

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the Georgia Airports Association . Uh

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I'm no longer on the board of directors

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of the Association , but they asked me

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to follow this issue . I've been with

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it since it started a couple of years

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ago . Uh and just want to say that uh

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uh we've been through a lot uh over the

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past couple of years , we've had time

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to express our opinions and things and

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now it's time to get the worker bees uh

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to show us how the procedures are going

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to go for the , the airspace when the

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active , the low mowers are active . Um

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uh I'll give you a peek under the tent .

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I've got a prebrief from them and I've

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been impressed with the procedures that

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they have developed and that they're

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going to explain to you all . Uh this

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afternoon , there's another association

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in Georgia called the Association of

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Georgia General Aviation Airports and

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the chairman of the board this year is

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Amber mccall and she's out of Toccoa ,

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Georgia , which is up in the mountains

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in North Georgia . And she wanted to

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come down . She just logistically

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couldn't , couldn't make it . So she

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asked me if I would read some remarks

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that she prepared uh for the folks here

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in attendance today . Uh So firstly ,

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on behalf of the Association of Georgia

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General Aviation Airports , thank you

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for the invitation to be included in

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the conversations of the implementation

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of new procedures regarding the moody

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air force base , military operations

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area . We sincerely regret regret that

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we could not make an appearance

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personally at this meeting . However ,

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the importance of being included in

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these discussions is no less important

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to us as representatives of General

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Aviation system in Georgia . We thank

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Moody Air Force Base that the impact of

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the new operations initiatives on

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surrounding airports were kept in

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consideration in their decision making ,

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considering our position as a partner

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in this endeavor . We look forward to a

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successful implementation of the new

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parameters for military training

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resulting in a mutually beneficial

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result for both moody air force base

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and airports in the area as a

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collective voice for our airport

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members . Upon the practical

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utilization of the new parameters ,

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media , air force base and affected

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airports . For continuous improvement

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of the process . From either direction

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of those involved , we will from either

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direction of those involved , we will

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make our mission at AGA is what they

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call themselves to communicate with

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airports about the impacts of the new

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MOA to their operation as a measure of

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continuing education and discussion

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amongst all involved for a positive

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outcome . Again , thank you for your

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time and your willingness to include in

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these matters . We look forward to

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continuing discussion and involvement

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for the betterment of our aviation

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system on the whole .

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Pardon me ,

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folks , I appreciate everybody being

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here . Colonel sheets . Thank you . Um

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My name is Keith Raulerson . I have uh

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38 years of air traffic control

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experience 20 years active duty with

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the air force , an additional 18 years

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working for the air force as a civilian

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controller . So , and of that , the

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last 21 years has been at Moody uh

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working about us approach control . So

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I led my experience to help us resolve

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any questions , discussions , uh issues

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that , that may have come up in this

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lower , lower in the airspace endeavor .

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So we just went through uh the opening

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remarks , we're gonna look at uh

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summary of changes . So as you can see ,

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uh we're , we're lower , we're a

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Porsche Mustang , Moa war moa and

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Corsair North moa . Portions of those

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are being lowered to 1000 ft as a floor

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and the courses are south low moa the

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entirety down to 1000 ft . Moody two

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north change from a base of 500 ft

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down to 100 ft and then included a moa

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underneath the Grand Bay . Uh restrict

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area 3008 range adjacent to Moody .

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Let's look at some common mis

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misconceptions . So mo are a wall

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blocking flight to everybody . That's

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not the case . We have zero

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restrictions for ready for our flight

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and in , in that I will encourage this

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like I have in and in many of the

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conversations that we've , we've had

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throughout the airports across the

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state . If you're out flying around via

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R , please call us . We would love to

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know who you are , what you're doing ,

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what out who you're at so that we can

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let these guys are out flying around ,

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know that you're there . We'll see the

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target where you , whether you call us

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or not . But if we've got a verified

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attitude , we know exactly what you're

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doing . We give them more information ,

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they can deconflict themselves from

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wherever you're at . That helps with

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the safety in the whole system all the

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way around . Moody or vas approach and

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moody cleaner slavery . Two separate

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agencies . That's not the case . We are

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all in one room together and it goes

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into the next , next one as well . The

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mole minor and Vasa high approach .

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We're all in the same one radar

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facility . We have several positions ,

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all of those individual positions are

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there together in one room . We can do

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airspace c conviction we could do

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coordinations . We could do uh satisfy

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requests all across the room very

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quickly , very seamlessly and hopefully

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with very little delay to the general a

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aviation flying public

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differences in the mo between schedule

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and hot . So there has been a lot of

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questions about . Ok , so you're going

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to be out there in the mo at 1000 ft

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from 0 800 to 100 . That's not the case .

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We currently deconflict and , and

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activate airspace very dynamically . Uh

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As these guys are wearing the flight

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suits could tell you they may go out

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for an hour and a half mission , but

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they may be in motu South Hog South and

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they want to transition the course

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there . After 20 minutes , we

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deactivate and activate as a need based

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on whatever their training requirements

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are . So we will continue to do that .

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So it's not going to be hot or active ,

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whichever term you would prefer to use

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for that whole time period . That's

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just the scheduled uh hours that is

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published in the study 400.10 .

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So typically an hour and a half sort uh

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occasionally longer than that , uh

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sometimes shorter than that depends on ,

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on what the case may be . But again ,

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we we are in direct contact with those

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aircraft 100% of the time . So if we

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need to get in contact with them to de

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conflate , give them traffic

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information , let them know what you're

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doing . We've got an emergency , we've

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got an air vac or a medevac flight ,

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whatever the case may be , we can do

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that real time . Um very quickly

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deconfliction . Um As

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always if you're a pilot , you know , a

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see and avoid the A tens . And this is

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probably something that the G eight

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folks in the room probably don't

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understand or realize they have

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capabilities in the aircraft . They

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don't have radar per se , but they have

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a , have a data link . Uh and they get

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information on traffic in the moa

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that's walking . So if you got a

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transponder , you got it turned on ,

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they will , they will see that traffic

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in addition to us letting them know

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about that traffic . And then if you're

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talking to us , we can let you know

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they're there and what they're doing

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their plans . Um They don't do

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aerobatics uh below 5000 ft . That's ,

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that's their rules . They have to stick

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to those rules . There's no uh no

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getting around that . So in this , I'll

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go ahead and go to the next one as well .

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The um they won't be doing maneuvers

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like that in the clouds . They got to

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stay clear of clouds . So that helps

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with you seeing them and them seeing

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you . So that helps that deconfliction

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process . But their flight sorties or

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their flight profiles are start high

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dive , attack a target and pull back

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out . So their time at 1000 ft is going

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to be minimal . It's going to be any

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anybody can give me , give me an

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estimate , but it's going to be very

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minimal . Um Probably a minute , two

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minutes or less . And as they're doing

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that , we're always updating them on

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you . We're always updating you on them

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if you're talking to us . So let's look

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at ifr arrival procedures , what you

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see on the top . Uh , that's a couple

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of example , flight strips that we get

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in the facility , you file your flight

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plan , uh , from wherever you take it

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off from , you're coming in into one of

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the airports in our airspace or JC to

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our airspace . This is what we get . We

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get where you're going , who you are .

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We get a coordinations fix . It gives

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us an idea of what direction you're

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coming from and we've got a time . So

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as soon as it's 30 minutes out from the

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airport , we get that strip . So we

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know you're coming in the middle 15

12:48.250 --> 12:50.679
minutes prior . You look in the middle

12:50.690 --> 12:52.857
section where it says November 1 , 2 ,

12:52.857 --> 12:55.789
Whiskey Foxtrot and it's got hol that's

12:55.799 --> 12:59.609
a handoff to our low sector when that

12:59.619 --> 13:02.369
aircraft is approaching the boundary .

13:02.590 --> 13:04.820
Jacksonville Centers put in , put in a

13:04.830 --> 13:07.630
handoff status . We see that it gives

13:07.640 --> 13:10.830
us time to go clear up the moa either

13:10.840 --> 13:12.859
climb , descend or move laterally

13:12.869 --> 13:15.489
whatever the case may be to get those a

13:15.500 --> 13:17.722
tens out of the way so that we can take

13:17.722 --> 13:19.667
that hand off and get you into the

13:19.667 --> 13:21.889
airport with very little delay . And as

13:21.889 --> 13:23.889
soon as you're either on the ground

13:23.889 --> 13:25.944
canceled ifr or gone missed approach

13:25.944 --> 13:28.056
we'll deal with the missed approach ,

13:28.056 --> 13:30.167
um , as the case may be , but as soon

13:30.167 --> 13:32.278
as we're , you're done , we'll go and

13:32.278 --> 13:36.010
give them the m back departures .

13:36.900 --> 13:38.844
Same thing , a couple of departure

13:38.844 --> 13:41.067
ships . We got a to , or Thomasville to

13:41.067 --> 13:43.233
Savannah and we got a TIF to Decatur ,

13:43.233 --> 13:45.469
Alabama . Um , same information who you

13:45.479 --> 13:48.239
are , what you're flying , uh , beacon

13:48.250 --> 13:50.250
code time you're taking off . We're

13:50.250 --> 13:52.417
gonna get those 30 minutes , exactly ,

13:52.417 --> 13:54.639
30 minutes from your proposed time they

13:54.639 --> 13:56.750
pop up . So as soon as we get it , we

13:56.750 --> 13:59.880
know we start planning , we ask if

13:59.890 --> 14:02.057
you're gonna take off Ifr and we would

14:02.057 --> 14:04.340
prefer you take off ifr for you to call

14:04.349 --> 14:06.238
us on the ground . We'll have the

14:06.238 --> 14:08.182
information for anybody that's not

14:08.182 --> 14:10.405
familiar at the end . Give us a call on

14:10.405 --> 14:12.405
the ground . The clearance delivery

14:12.405 --> 14:14.627
person you're talking to is in the same

14:14.627 --> 14:13.890
room with the guy that's working the

14:13.900 --> 14:16.109
aircraft in the morning . We go down

14:16.119 --> 14:18.460
real time deconflict say , hey , I need

14:18.909 --> 14:21.760
the base of the mow to be 5000 ft and

14:21.770 --> 14:23.881
we're going to give 4000 ft departure

14:23.881 --> 14:26.729
restriction and a release off . You go ,

14:26.739 --> 14:28.961
we'll work you through the mower . Once

14:28.961 --> 14:31.017
you clear the mower , those guys get

14:31.017 --> 14:34.570
the , get the mower back . And this is

14:34.580 --> 14:36.802
kind of how this looks . If you look on

14:36.802 --> 14:38.969
the left hand side , if you're looking

14:38.969 --> 14:38.799
at course air , this is your normal

14:38.940 --> 14:41.030
life 1000 ft to flight level 230 ,

14:41.299 --> 14:43.132
you're down at times . So you're

14:43.132 --> 14:45.299
waiting to go , you call , we're going

14:45.299 --> 14:47.410
to go down . We're going to give that

14:47.410 --> 14:49.632
or request that restriction . The mower

14:49.632 --> 14:51.743
monitor , high approach controller is

14:51.743 --> 14:51.739
going to take care of that restriction .

14:52.049 --> 14:54.382
Once the A tens are above that altitude ,

14:54.382 --> 14:56.979
the release is issued off . You go ,

14:57.020 --> 14:59.076
you climb up , you go underneath the

14:59.076 --> 15:01.242
mower , you get out the other side and

15:01.242 --> 15:03.298
we continue your climb or your , you

15:03.298 --> 15:05.520
stay level if that is whatever the case

15:05.520 --> 15:07.742
may be for , for your , excuse me , for

15:07.742 --> 15:09.964
your flight . These are the more tricky

15:09.964 --> 15:13.080
ones , the VFRIFR .

15:13.919 --> 15:16.679
That's why I said before . Um , we

15:16.690 --> 15:18.801
would always stress folks to call and

15:18.801 --> 15:20.912
get your IR clearance on the ground ,

15:20.912 --> 15:22.857
but it's your prerogative . If you

15:22.857 --> 15:25.023
don't , if you do , you call up in the

15:25.023 --> 15:27.023
middle of the more , let's just say

15:27.023 --> 15:29.246
you're 2500 3500 4500 ft , whatever the

15:29.246 --> 15:31.301
case may be and you're in one of the

15:31.301 --> 15:33.523
jets and you're climbing pretty quick .

15:33.523 --> 15:35.746
We have to now create a hole in the moa

15:35.746 --> 15:37.912
for you . We identify , you figure out

15:37.912 --> 15:40.023
where you're going . You want to pick

15:40.023 --> 15:41.912
up your ifr , we go down to motor

15:41.912 --> 15:44.119
controller , create a space , whatever

15:44.130 --> 15:46.352
it may be a 5000 ft block , it may be a

15:46.352 --> 15:48.352
2000 ft block , whatever it is , it

15:48.352 --> 15:50.380
works for us and it is different in

15:50.390 --> 15:52.760
every situation based on where they're

15:52.770 --> 15:54.826
at in the moa based on what altitude

15:54.826 --> 15:56.937
you're at in the MOA . And we're also

15:56.937 --> 15:59.048
going to look at what airplane you're

15:59.048 --> 16:01.270
flying . If you're in 182 and you're at

16:01.270 --> 16:00.849
3000 ft , we're probably gonna stop you

16:00.859 --> 16:04.619
at 3500 , get them above you , give you

16:04.630 --> 16:06.797
your clearance and work you underneath

16:06.797 --> 16:08.908
them all . If you're in a Gulf stream

16:08.908 --> 16:10.908
and you're at 55 and we're probably

16:10.908 --> 16:12.963
gonna get them underneath you so you

16:12.963 --> 16:15.186
can continue your , your climb . But it

16:15.186 --> 16:17.408
is all dynamic based on where you're at

16:17.408 --> 16:19.519
and where they're at . We had figured

16:19.519 --> 16:21.741
that out real time . There's been a lot

16:21.741 --> 16:23.797
of questions in the discussions over

16:23.797 --> 16:26.019
these past couple of years of , we want

16:26.019 --> 16:28.352
a , we want an answer , a single answer .

16:28.352 --> 16:30.241
A single answer is not , it's not

16:30.241 --> 16:32.463
possible in , in this situation because

16:32.463 --> 16:34.686
of where you're at and where they're at

16:34.686 --> 16:36.686
and it is very dynamic . It is real

16:36.686 --> 16:39.969
time . We will fix that problem as it

16:39.979 --> 16:43.690
occurs . Um Same thing you get out the

16:43.700 --> 16:45.978
other side of the mower , they go back ,

16:45.978 --> 16:49.539
they got the full mow again . Um Next

16:49.549 --> 16:51.549
steps , we've got our flight safety

16:51.549 --> 16:53.605
folks in the , in the back as well .

16:54.479 --> 16:56.646
Starting in the near future . We don't

16:56.646 --> 16:58.701
know exactly the , the start date or

16:58.701 --> 17:00.923
the scheduled dates , but we want to go

17:00.923 --> 17:02.923
out and reach again with the flight

17:02.923 --> 17:05.819
safety folks and a controller in tow

17:06.660 --> 17:10.589
and go talk to all the airports , find

17:10.599 --> 17:13.119
the airport manager , talk to the FBO ,

17:13.199 --> 17:15.421
get as many pilots in room as you can .

17:15.421 --> 17:17.588
Let's hear what issues you're having .

17:17.650 --> 17:20.270
Let's hear what , what's not working ,

17:20.280 --> 17:22.058
what may be working and we make

17:22.058 --> 17:24.058
adjustments and improve the process

17:24.058 --> 17:26.170
from there . What we have in place so

17:26.180 --> 17:28.760
far at this point , very solid plan to

17:28.770 --> 17:30.770
get these guys are trained to their

17:30.770 --> 17:32.709
need and get you guys going where

17:32.719 --> 17:34.886
you're , where you're going to get you

17:34.886 --> 17:36.830
into the airport with little to no

17:36.830 --> 17:40.219
delay . Um Contact information is there

17:40.229 --> 17:42.451
for anybody who wants to take a look at

17:42.451 --> 17:44.785
it , write it down , take a photo of it .

17:45.010 --> 17:47.066
The frequencies are on there for the

17:47.066 --> 17:49.066
low approach , the high approach uh

17:49.066 --> 17:51.343
slash small monitor clinics , delivery .

17:51.343 --> 17:53.530
We prefer you to call on the phone

17:53.540 --> 17:56.430
number because that gets you right into

17:56.439 --> 17:58.439
the room to the controller that can

17:58.439 --> 18:01.089
best get you on your way as quickly as

18:01.099 --> 18:04.579
possible . There's gonna be some folks

18:04.589 --> 18:06.645
out there still prefer to use flight

18:06.645 --> 18:08.867
service that's adding another step in ,

18:08.867 --> 18:10.922
into that process and adding another

18:10.922 --> 18:13.200
entity in into the coordinations piece .

18:13.200 --> 18:15.478
So that phone number gets you right in ,

18:15.478 --> 18:17.700
in the room . That's what we use for mo

18:17.700 --> 18:19.922
for most folks . Anyway , we get you uh

18:19.922 --> 18:22.033
get you clearance and get you on your

18:22.033 --> 18:25.229
way . Uh Our facility manager , so me ,

18:25.589 --> 18:27.770
our crews which is over here with us .

18:29.339 --> 18:31.506
Her phone number is on there as well .

18:31.506 --> 18:33.839
We , we prefer a call if you got issues ,

18:33.839 --> 18:35.950
you got complaints if something's not

18:35.950 --> 18:37.839
right . You got a question call ,

18:38.130 --> 18:40.430
flight safety , you got a safety issue .

18:40.439 --> 18:42.989
You got , you got an issue about , uh ,

18:43.000 --> 18:45.000
airplanes being too low . They were

18:45.000 --> 18:47.167
doing something unsafe , whatever that

18:47.167 --> 18:49.333
case may be . Give flight safety folks

18:49.333 --> 18:51.500
a call . If you want to talk to them ,

18:51.500 --> 18:53.556
talk to PAP . A gets those calls , I

18:53.556 --> 18:55.667
wouldn't say frequently , but they do

18:55.667 --> 18:55.180
get those calls and they fill those

18:55.189 --> 18:58.209
calls And I personally from , for my

18:58.219 --> 19:01.189
additional job about o approach , I get

19:01.199 --> 19:03.421
the back end of that . I get to go look

19:03.421 --> 19:05.532
at the radar , investigate recordings

19:05.532 --> 19:07.421
and find out , hey , was somebody

19:07.421 --> 19:09.421
actually flying too low . So all of

19:09.421 --> 19:11.588
those , I can assure you are looked at

19:11.588 --> 19:15.339
and investigated our uh OS S commander

19:15.349 --> 19:17.689
which is over here . Colon Griffin .

19:17.699 --> 19:20.239
Our do is here as well . Their phone

19:20.250 --> 19:22.306
numbers on there . You can , you can

19:22.306 --> 19:24.528
get right to the top or pretty close to

19:24.528 --> 19:26.694
the top . Turn , the cap was over here

19:26.694 --> 19:28.750
as well to represent the , the , the

19:28.750 --> 19:32.069
group , any of these entities , any of

19:32.079 --> 19:34.301
these folks can answer your question or

19:34.301 --> 19:36.246
they can get you an answer to your

19:36.246 --> 19:38.301
question or they can help you get to

19:38.301 --> 19:40.523
the root of the problem and that's what

19:40.523 --> 19:42.746
we're here to do . We want to take care

19:42.746 --> 19:44.635
of any concerns , take care of um

19:46.520 --> 19:48.520
this continuing to make this a

19:48.530 --> 19:50.697
collaborative work environment between

19:50.697 --> 19:52.919
Moody Air Force Base in South Georgia .

19:52.919 --> 19:54.863
These guys are out flying around .

19:54.863 --> 19:56.697
They're , they're affecting many

19:56.697 --> 19:59.329
airports . We , um , we deal with ,

19:59.339 --> 20:02.050
with all the airports that are in our

20:02.060 --> 20:04.369
airspace . Uh and all the airports that

20:04.380 --> 20:06.436
are on the , uh just on the adjacent

20:06.436 --> 20:08.602
side of our airspace such as Douglas ,

20:08.602 --> 20:11.689
uh Fitzgerald , uh Turner County

20:12.410 --> 20:15.180
and Carol Gray . Uh , they're , they're

20:16.119 --> 20:18.020
outside of our boundary but their

20:18.439 --> 20:20.849
instrument approaches impede in our ,

20:20.859 --> 20:22.915
in our airspace . So we take care of

20:22.915 --> 20:24.970
those . Um , We deconflict those all

20:24.970 --> 20:27.920
the time waycross as well . Um And then

20:27.930 --> 20:30.097
you've got the uh website on there for

20:30.097 --> 20:32.250
special use airspace . Uh It's an fa

20:32.260 --> 20:34.316
website , the air force doesn't have

20:34.316 --> 20:36.599
any control of the updating of that .

20:36.609 --> 20:39.069
I'm not sure how the fa updates it if

20:39.079 --> 20:40.890
they update it real time as we

20:40.900 --> 20:43.011
coordinate with Jacksonville Center .

20:43.280 --> 20:45.819
Um as we activate , deactivate , we

20:45.829 --> 20:48.319
tell Jacksonville Center real time . So

20:48.329 --> 20:50.162
they always know what's , what's

20:50.162 --> 20:52.162
available because they plan their ,

20:52.162 --> 20:54.273
their operation based on what we have

20:54.273 --> 20:57.489
going on . So that takes care of all

20:57.500 --> 21:01.209
that summary . More importantly ,

21:01.219 --> 21:04.920
questions , Jim , I don't

21:04.930 --> 21:07.041
remember the dimensions but I believe

21:07.041 --> 21:09.097
around all the public use airports ,

21:09.097 --> 21:11.208
there's a cylinder of like three mile

21:11.208 --> 21:13.097
radius up to 3000 ft or something

21:13.097 --> 21:15.097
that's excluded from that . Is that

21:15.097 --> 21:17.819
correct ? Cast here ? We talked about

21:17.829 --> 21:19.959
this . So you guys got a , a circle ,

21:19.969 --> 21:22.250
is it right ? Yeah , we did our mission

21:22.260 --> 21:24.482
planning set up and I went through like

21:24.482 --> 21:26.593
a three mile ring . Uh um where I can

21:26.593 --> 21:27.689
actually um

21:31.640 --> 21:34.150
3000 MS L I think uh

21:34.160 --> 21:36.310
1515 100 . So

21:38.380 --> 21:40.602
that might be interesting information ,

21:40.602 --> 21:43.579
but we absolutely

21:44.510 --> 21:47.770
KK uh I'm sorry to all the questions .

21:47.780 --> 21:50.002
I just want to make a few comments . Um

21:50.002 --> 21:52.058
As so first of all , Colonel N Cap ,

21:52.058 --> 21:54.391
I'm commander of the 23rd fighter group ,

21:54.391 --> 21:56.790
the OS S rap on railroad control , all

21:56.800 --> 21:58.959
about us . Uh uh controllers that you

21:58.969 --> 22:01.925
will speak to uh honoring uh my command

22:02.035 --> 22:03.868
and we have student guidance and

22:03.868 --> 22:06.224
leadership of of uh sheets . I did want

22:06.234 --> 22:08.290
to start out with one comment that I

22:08.290 --> 22:10.290
think is very important for all you

22:10.290 --> 22:12.401
hear , you hear from me and here with

22:12.401 --> 22:14.623
the guidance I've given to the teams to

22:14.623 --> 22:14.255
the controllers and all the operators

22:14.265 --> 22:16.321
that are gonna be operating this air

22:16.321 --> 22:18.295
space . The burden is on us . The

22:18.305 --> 22:20.527
burden is on new Air Force base and the

22:20.527 --> 22:22.638
United States Air Force , what I mean

22:22.638 --> 22:25.145
by that it is it coming on them and

22:25.165 --> 22:27.332
they coming on the aviators in the air

22:27.332 --> 22:31.000
space to permit your transit

22:31.160 --> 22:33.729
into and out of the airspace or frankly

22:33.739 --> 22:35.572
through the airspace in the most

22:35.572 --> 22:37.739
expeditious manner without the minimal

22:37.739 --> 22:39.906
amount of interference and the minimal

22:39.906 --> 22:42.030
amount of uh uh additional vectoring

22:42.040 --> 22:44.339
that is required to safely do that . Uh

22:45.040 --> 22:46.959
We will take that upon us , the

22:46.969 --> 22:48.969
controllers that is the target that

22:48.969 --> 22:51.025
giving them going forward and that's

22:51.025 --> 22:53.191
how it would be from year to four . so

22:53.191 --> 22:55.191
you can expect that going forward ,

22:55.191 --> 22:57.025
that it should be essentially no

22:57.025 --> 22:56.979
different than how you're operating

22:56.989 --> 22:59.045
right now . Getting into and getting

22:59.045 --> 23:01.267
out of the airspace under either PFR or

23:01.267 --> 23:03.211
IFR control a couple of things you

23:03.211 --> 23:05.545
already mentioned . I wanted a footstep ,

23:05.545 --> 23:07.489
uh uh a mo that is hot or active .

23:07.489 --> 23:09.211
However , you want to use that

23:09.211 --> 23:11.433
terminology . Uh That does not mean you

23:11.433 --> 23:13.489
are not permitted entry or exit from

23:13.489 --> 23:15.433
the airspace . All that means that

23:15.433 --> 23:17.656
there's activity in the airspace , they

23:17.656 --> 23:19.878
need to con contact those aviators . So

23:19.878 --> 23:21.933
there's aircraft and let them know ,

23:21.933 --> 23:21.869
hey , we have some ir traffic from the

23:21.939 --> 23:24.270
transit , hold north , maintain north

23:24.280 --> 23:26.391
this line or climb to this altitude ,

23:26.391 --> 23:28.280
maintain altitude and called your

23:28.280 --> 23:30.447
clearance to when you can proceed back

23:30.447 --> 23:32.869
into the airspace . Um This all happen

23:32.880 --> 23:35.102
and you will not even pretty much , not

23:35.102 --> 23:37.158
even be aware it's going on . You'll

23:37.158 --> 23:38.991
get your clearance expeditiously

23:38.991 --> 23:41.158
generally within about five minutes of

23:41.158 --> 23:43.324
the notification until uh getting into

23:43.324 --> 23:45.436
airspace . If you're entering , we're

23:45.436 --> 23:44.839
gonna have all this doped out before

23:44.849 --> 23:46.960
you even enter . So you'll be able to

23:46.960 --> 23:49.127
continue on your vector uh without any

23:49.127 --> 23:50.960
uh uh significant concerns of rs

23:52.750 --> 23:55.810
aerobatics below 5000 ft . We do not do

23:55.819 --> 23:58.550
aero bags , we do tt to maneuver .

23:58.560 --> 24:00.727
There's no aerobatics going on from my

24:00.727 --> 24:02.782
uh from my aviators . They are doing

24:02.782 --> 24:05.004
tactical maneuvering the same that they

24:05.004 --> 24:04.780
would be doing if they're out in a

24:04.790 --> 24:07.010
fight . Um The things that we're using

24:07.020 --> 24:09.510
the airspace for below the 8000 ft mark

24:09.520 --> 24:11.910
is generally a simulated weapons

24:11.920 --> 24:14.253
delivery type profiles where , you know ,

24:14.253 --> 24:16.364
where they attend . We have to go out

24:16.364 --> 24:16.229
in front of the aircraft , we have to

24:16.239 --> 24:18.128
point it at something in order to

24:18.128 --> 24:20.239
engage that . Um , obviously it's all

24:20.239 --> 24:22.461
dry there . We're not doing any kind of

24:22.461 --> 24:21.719
entire engagement . It's all simulated .

24:22.050 --> 24:24.106
The other reason for that is for the

24:24.106 --> 24:26.161
defense of maneuvering . So a lot of

24:26.161 --> 24:28.106
places that we're going to fight ,

24:28.106 --> 24:29.994
we're going to be uh our upcoming

24:29.994 --> 24:32.217
diplomas . For example , we're going to

24:32.217 --> 24:34.439
be inside of Iranian threats , which is

24:34.439 --> 24:34.430
a surface to air missile which extends

24:34.439 --> 24:36.439
great distances out of the water or

24:36.439 --> 24:38.606
various territory . We have to be able

24:38.606 --> 24:40.606
to defend against those things . We

24:40.606 --> 24:42.550
have to try to those tactics which

24:42.550 --> 24:44.550
required us to put our air frame to

24:44.550 --> 24:46.772
very seep and dive maneuvers to be able

24:46.772 --> 24:46.150
to go down to the ground in a very

24:46.160 --> 24:48.160
expeditious manner , die from these

24:48.160 --> 24:50.382
threats and then to get back to an area

24:50.382 --> 24:52.549
where we can safely uh ret attack it .

24:52.549 --> 24:54.771
We're not doing aerobatics . Uh We will

24:54.771 --> 24:58.015
be operating uh so 1000 ft and above in

24:58.025 --> 25:00.025
that airspace . But like you said ,

25:00.025 --> 25:02.025
it's generally for short periods of

25:02.025 --> 25:04.136
time and climb back up towards safe ,

25:04.136 --> 25:06.136
1000 ft is not safe altitudes for a

25:06.136 --> 25:08.136
fire . That's dangerous territory .

25:08.136 --> 25:10.358
That's what anyone with a pistol or the

25:10.358 --> 25:12.469
rifle can reach out and touch us . So

25:12.469 --> 25:12.454
we generally want to be a high in order

25:12.464 --> 25:14.686
to do our uh weapons delivery . We have

25:14.686 --> 25:16.908
to uh uh dive down for short periods of

25:16.908 --> 25:16.635
time

25:21.750 --> 25:24.459
in depth , uh BFR to Ifr

25:24.469 --> 25:28.430
operations . Um It's , you

25:28.439 --> 25:31.640
can take off establish radio contact ,

25:31.650 --> 25:33.706
contact , these guys , maintain your

25:33.706 --> 25:36.459
vehicle , cloud clearances and uh fly ,

25:36.469 --> 25:38.430
see avoid until you get your IR

25:38.439 --> 25:40.630
clearance from those uh from uh Raro

25:40.989 --> 25:43.156
control . There's nothing stopping you

25:43.156 --> 25:45.322
from doing that . Uh It's , you know ,

25:45.322 --> 25:47.211
a phone call is probably a little

25:47.211 --> 25:47.170
better because that way we can prepare

25:47.180 --> 25:49.291
the airspace and , and , and sanitize

25:49.291 --> 25:51.458
the airspace for you . I will say it .

25:51.458 --> 25:53.624
If you're calling on the ground , it's

25:53.624 --> 25:53.609
definitely much more efficient because

25:53.619 --> 25:56.880
we can deconflict first and you get

25:56.890 --> 25:59.130
airborne and there's , there's less

25:59.140 --> 26:00.973
work all the way around the nine

26:00.973 --> 26:04.270
towered airports . It may not be , it

26:04.280 --> 26:06.502
may not fit your timeline because there

26:06.502 --> 26:08.613
may be two or three of you . And that

26:08.613 --> 26:10.558
is often the case at Thomasville ,

26:10.558 --> 26:12.558
sometimes a case in Moultrie two or

26:12.558 --> 26:14.949
three of you waiting to depart . So if

26:14.959 --> 26:16.903
you don't want to wait on your ifr

26:16.903 --> 26:19.070
clearance and you want to take off A R

26:19.070 --> 26:21.070
that's fine . We I'm not saying you

26:21.070 --> 26:22.959
can't or you shouldn't . I'm just

26:22.959 --> 26:25.126
saying it's more efficient if you call

26:25.126 --> 26:25.119
us on the ground , if that allows to

26:25.130 --> 26:27.810
work within your timeline . Um

26:29.150 --> 26:31.372
Mentioned airplanes may be doing things

26:31.372 --> 26:33.483
they should be doing specifically air

26:33.483 --> 26:35.250
force aircraft . Uh that is my

26:35.260 --> 26:37.371
responsibility . If you do , wouldn't

26:37.380 --> 26:39.436
see something that is questionable .

26:39.436 --> 26:41.547
Talk to us , tell us , communicate to

26:41.547 --> 26:43.769
us . Uh , first of all , I don't expect

26:43.769 --> 26:45.769
that I've got the most professional

26:45.769 --> 26:48.102
aviators , uh , that , that , that , uh ,

26:48.102 --> 26:50.324
in the United States Air Force , they ,

26:50.324 --> 26:52.436
we split stom this every single day .

26:52.436 --> 26:54.602
We go into a brief , uh , professional

26:54.602 --> 26:56.547
and discipline . Aviation mistakes

26:56.547 --> 26:58.824
happen . Sometimes people get a little ,

26:58.824 --> 27:02.640
uh , um , ambitious , but that

27:02.650 --> 27:04.983
is uh the exception is not the standard .

27:04.983 --> 27:07.206
And if that is being seen , please tell

27:07.206 --> 27:09.372
us communicate to us and we will stamp

27:09.372 --> 27:11.261
that out immediately . Uh That is

27:11.261 --> 27:12.872
unacceptable and that is the

27:12.872 --> 27:14.983
expectation that everybody has the so

27:14.983 --> 27:17.094
on a daily basis . Lastly , I want to

27:17.094 --> 27:19.206
reiterate and foot stop the fact that

27:19.239 --> 27:21.569
we are not trying to interrupt

27:21.579 --> 27:23.690
anybody's business . We're not trying

27:23.690 --> 27:25.801
to interrupt anybody's ability to get

27:25.801 --> 27:27.968
into an airfield , exit an airfield or

27:27.968 --> 27:29.857
conduct their daily operations of

27:29.857 --> 27:32.170
business . The burden is on us and we

27:32.180 --> 27:34.180
take that upon ourselves , uh going

27:34.180 --> 27:36.236
forward . So if there's any concerns

27:36.236 --> 27:38.291
about that , please , uh please come

27:38.291 --> 27:40.402
talk to us and , and we will , it's a

27:40.402 --> 27:40.319
two way conversation . We'll do our

27:40.329 --> 27:42.469
best to uh to accommodate any of your

27:42.479 --> 27:45.010
concerns going forward . Uh any other

27:45.020 --> 27:47.479
comments or concerns out of us . Um

27:51.109 --> 27:54.229
Yes , sir . I do .

27:57.280 --> 27:59.502
You know what I went to Cook County the

27:59.502 --> 28:01.613
last time and I don't know why it was

28:01.613 --> 28:03.613
on the list and then both . There ,

28:03.613 --> 28:05.724
there are a fair number . Um , I know

28:07.219 --> 28:09.209
instruction and that's a follow up

28:09.219 --> 28:13.130
question , uh , for flight

28:13.140 --> 28:15.739
instruction generally for a lot of

28:15.750 --> 28:17.861
things where you're teaching students

28:17.861 --> 28:20.229
here at 25 . So , do you have some

28:20.239 --> 28:24.209
preferred places to go if

28:24.219 --> 28:27.290
we are doing that ? All right . I would

28:27.300 --> 28:29.459
say if you're , if you're looking for

28:29.469 --> 28:31.580
an option to stay out of the confines

28:31.580 --> 28:33.699
of the mullet anywhere , you know ,

28:33.969 --> 28:36.250
between eight L and Barasa is fine ,

28:36.430 --> 28:39.369
you know that it doesn't impede usually

28:39.380 --> 28:41.436
the traffic flow into Barasa because

28:41.436 --> 28:43.849
it's far , far enough out or into uh

28:43.910 --> 28:47.130
moody . So that , that would be , yeah .

28:47.430 --> 28:49.597
Yeah , that would be fine . And if you

28:49.597 --> 28:51.708
need to go into the mullet and you're

28:51.708 --> 28:53.708
out doing it , call us , teach your

28:53.708 --> 28:55.819
students to call us . Um I , and I've

28:55.819 --> 28:58.520
had that comment before from , uh , uh ,

28:58.530 --> 29:00.641
an instructor . I don't remember what

29:00.641 --> 29:02.752
airport was that , but it was related

29:02.752 --> 29:04.863
to me that students were apprehensive

29:04.863 --> 29:06.808
about talking on the radio . Let's

29:06.808 --> 29:08.919
teach him as fly struts , let's teach

29:08.919 --> 29:10.974
him to be comfortable talking on the

29:10.974 --> 29:12.974
radio so that they're not afraid to

29:12.974 --> 29:15.086
call a TC and we could help everybody

29:15.086 --> 29:17.252
be safe within the system . And that's

29:17.252 --> 29:19.252
really the biggest part of , that's

29:19.252 --> 29:21.599
what we want for everybody . Zero delay

29:21.619 --> 29:23.952
or minimal , uh I should say zero delay ,

29:23.952 --> 29:26.290
minimal delay and safety in the system .

29:26.300 --> 29:28.989
Um , and we can do that by , by folks

29:29.000 --> 29:31.167
calling . And if you want to just call

29:31.167 --> 29:33.278
up and let us know you're there , but

29:33.278 --> 29:32.910
you don't want traffic advisors .

29:32.939 --> 29:35.106
That's fine . We can verify you out to

29:35.106 --> 29:37.106
whenever you're there . It's good .

29:37.106 --> 29:39.161
We'll let everybody else know that's

29:39.161 --> 29:41.217
flying them up . Are you gonna bring

29:41.217 --> 29:43.161
that this close to the , the , the

29:43.161 --> 29:45.272
safety guys ? I can talk to that . So

29:45.272 --> 29:47.217
whenever we come out to visit your

29:47.217 --> 29:49.106
airports and everything , it will

29:49.106 --> 29:51.272
likely to be myself or uh , my part of

29:51.272 --> 29:53.161
the NCO doctor , not commissioned

29:53.161 --> 29:55.328
officer in charge of my sergeant house

29:55.328 --> 29:57.439
here . Uh We'll visit you . We'll set

29:57.439 --> 29:57.229
up an arrangement with either the

29:57.239 --> 29:59.295
airfield managers , the feo managers

29:59.295 --> 30:01.461
chief , whoever you want to have these

30:01.461 --> 30:03.572
discussions on bringing products . We

30:03.572 --> 30:05.572
actually brought a few of them here

30:05.572 --> 30:05.375
today with some of these medical and

30:05.385 --> 30:07.441
avoidance handbooks , these products

30:07.441 --> 30:09.385
will be updated to reflect the new

30:09.385 --> 30:11.552
apace changes . Whenever we come visit

30:11.552 --> 30:13.663
you , any questions you have that you

30:13.663 --> 30:13.454
want to ask of us , we'll be happy to

30:13.464 --> 30:15.742
provide any answers to any instruction ,

30:15.742 --> 30:17.853
guidance , how to use tips . And uh ,

30:17.853 --> 30:20.075
we'll also bring up the poster for your

30:20.075 --> 30:22.131
coming room as well . Also had these

30:22.131 --> 30:24.353
guys uh along the same lines when we go

30:24.353 --> 30:26.520
out to make this business team , bring

30:26.520 --> 30:28.631
things that could be post , put up to

30:28.631 --> 30:31.130
talk about how to contact his post . Uh

30:31.140 --> 30:32.918
And if there's a question about

30:32.918 --> 30:36.040
cheaters here , now say that we get out

30:36.050 --> 30:38.630
of issues , so it's

30:40.089 --> 30:42.319
proper for possibly . Yes , sir .

30:45.329 --> 30:48.849
The worst case might be in the order of

30:48.900 --> 30:51.011
five minutes or so . I would say that

30:51.011 --> 30:53.219
would be worst case . And we have seen

30:53.229 --> 30:56.390
more of this lately of pilots calling ,

30:57.040 --> 30:59.040
want to pick up their clearance and

30:59.040 --> 31:01.420
hope which is great . Get your

31:01.430 --> 31:03.652
clearance and then we'll let you know ,

31:03.652 --> 31:05.874
call us back when you get to the end of

31:05.874 --> 31:07.930
the runway because everybody's got a

31:07.930 --> 31:09.986
cell phone these days . Call us back

31:09.986 --> 31:12.041
when you get in the runway , we know

31:12.041 --> 31:11.349
you're ready to go . We know what

31:11.359 --> 31:13.359
runway you're at and then we can de

31:13.359 --> 31:15.581
conflate and give you your instructions

31:15.581 --> 31:17.859
and get you off as quickly as possible .

31:20.119 --> 31:22.819
Should be very little . Once , once we

31:22.829 --> 31:25.459
see you come on the scope , this is ,

31:27.780 --> 31:29.890
this is so hard to see from probably

31:29.900 --> 31:31.900
right here . But this White House ,

31:31.900 --> 31:34.122
this is our basic here . So it's down ,

31:34.122 --> 31:36.233
the blue is all about . So let's just

31:36.233 --> 31:38.456
say you're coming and this is the pecan

31:38.500 --> 31:40.500
war tactic you're coming from the ,

31:40.500 --> 31:43.239
from the Northwest Center is flashing

31:43.250 --> 31:45.439
you well out here . So we're , we're

31:45.449 --> 31:47.393
seeing you coming and that we have

31:47.393 --> 31:49.282
plenty of time regardless of what

31:49.282 --> 31:51.005
you're flying to go to the Mua

31:51.010 --> 31:53.790
controller and get whoever's working in

31:53.800 --> 31:57.250
this moa out of the way , climbed up

31:57.260 --> 31:59.482
because it's very easy . You got direct

31:59.482 --> 32:01.371
radio contact , we've got all the

32:01.371 --> 32:03.260
discrete frequencies that they're

32:03.260 --> 32:05.371
working on it . We call them , we get

32:05.371 --> 32:07.593
them above whatever . I think typically

32:07.593 --> 32:07.250
you if you're coming in , most of your

32:07.270 --> 32:09.159
time times go down , they got you

32:09.159 --> 32:11.709
descending to four . So you should

32:11.719 --> 32:14.319
still expect , expect to see that we'll

32:14.329 --> 32:16.729
find the more guys up to five and

32:16.739 --> 32:20.020
you'll come in and , and unless you're

32:20.030 --> 32:21.974
the second or third or we've got I

32:21.974 --> 32:25.430
authorities and that's for the most

32:25.439 --> 32:27.050
part at those two airports .

32:27.050 --> 32:29.217
Thomasville and Moultrie and I , and I

32:29.217 --> 32:31.161
will keep foot stopping over there

32:31.161 --> 32:33.161
because that's where we see most of

32:33.161 --> 32:36.469
that traffic is , the delays is gonna

32:36.479 --> 32:39.040
be your inbound , but we've already

32:39.050 --> 32:41.161
released somebody and waiting on them

32:41.161 --> 32:43.217
to come , come off or there's two of

32:43.217 --> 32:45.439
you inbound or there's two departures .

32:45.439 --> 32:47.661
So we have to manage that . So we could

32:47.661 --> 32:49.772
probably be more effective in letting

32:49.772 --> 32:51.717
you know either on the radio or if

32:51.717 --> 32:53.883
you're on the ground that , hey , it's

32:53.883 --> 32:55.661
gonna be a few minutes . We got

32:55.661 --> 32:57.780
somebody inbound on an approach . You

32:57.790 --> 33:00.012
can , you can get a sense on a day like

33:00.012 --> 33:02.068
this , they're gonna get the airport

33:02.068 --> 33:04.123
site , they're gonna , they're gonna

33:04.123 --> 33:06.290
cancel , you get a couple of the uh um

33:06.329 --> 33:09.069
larger charter flights that don't do

33:09.079 --> 33:11.079
that , that won't cancel in there .

33:11.079 --> 33:12.968
They'll wait till they get on the

33:12.968 --> 33:15.023
ground and that's fine . Um It slows

33:15.023 --> 33:17.246
things down a little bit , but it's not

33:17.246 --> 33:19.357
terrible , but we can do a better job

33:19.357 --> 33:21.468
of letting you know where , where you

33:21.468 --> 33:23.690
at and , and any potential conflicts or

33:23.690 --> 33:25.690
delays that you can expect based on

33:25.690 --> 33:28.589
other traffic , Jim , can you talk to

33:28.670 --> 33:31.060
anybody on the ground , say mo or

33:31.069 --> 33:33.125
wherever they have to go through the

33:33.719 --> 33:35.619
phone or flight service , um ,

33:36.339 --> 33:38.979
frequency coverage in those areas is ,

33:40.939 --> 33:43.050
uh , even with our , and we got brand

33:43.050 --> 33:46.119
new radio . So , um , it's

33:46.130 --> 33:49.699
probably eight or 900 ft . Radar

33:49.709 --> 33:52.099
coverage is about four or 500 ft . So

33:52.109 --> 33:54.449
we can see you but add that out to , we

33:54.459 --> 33:56.737
couldn't roll it out below that out to ,

33:56.737 --> 33:59.839
we couldn't talk to you . Yeah .

34:01.060 --> 34:04.880
Um , anything else ? Yeah , I ,

34:05.380 --> 34:07.660
I'm a former controller and 223 10 .

34:08.120 --> 34:11.250
I'm your typical . Uh , I always use ,

34:11.260 --> 34:13.739
we , uh , I always stay out no service

34:14.229 --> 34:16.285
interactive because I don't know the

34:16.285 --> 34:18.118
training , but I'm not very good

34:18.118 --> 34:20.370
anywhere . Uh , but now you kind of , I

34:20.379 --> 34:22.989
mean , the system is kinda for me

34:23.060 --> 34:26.620
either not fly or , you know , get into

34:26.629 --> 34:29.709
the , into the active mode . Uh , it ,

34:29.719 --> 34:33.539
when the answer

34:33.809 --> 34:37.279
is that , that would be my suggestion

34:37.289 --> 34:39.456
if you're going out flying VFR and you

34:39.456 --> 34:41.456
don't want to , let's just say it ,

34:41.456 --> 34:43.400
it's all hot and you don't want to

34:43.400 --> 34:47.290
leave that as a going to Montgomery and

34:47.300 --> 34:49.989
have to fly 7580 miles out of your way .

34:50.989 --> 34:53.322
Uh , especially if you're in , you know ,

34:53.322 --> 34:56.919
a small single engine , give us a call ,

34:56.929 --> 34:59.040
fly through the mud . These guys will

34:59.040 --> 35:01.096
tell you to , to a man , every pilot

35:01.096 --> 35:03.207
I've h a pilot I've ever talked to as

35:03.207 --> 35:05.040
soon as we give you that traffic

35:05.040 --> 35:06.873
advisor , give them that traffic

35:06.873 --> 35:09.096
advisory . They're clown above . Let me

35:09.096 --> 35:11.207
know when he's clear . Let me know if

35:11.207 --> 35:10.669
he climbs above this or let me know

35:10.679 --> 35:12.790
when he gets within five or six miles

35:12.790 --> 35:15.699
of me . So I can adjust my flight

35:15.709 --> 35:18.129
pattern until the VFR traffic is out of

35:18.139 --> 35:21.659
the mo uh do all the military arrivals .

35:21.669 --> 35:24.649
Are they always talking ? Yes . Well ,

35:24.659 --> 35:28.199
they should be . I , you , you , you

35:28.209 --> 35:30.229
may get AAA an occasional one that

35:30.239 --> 35:32.590
bypasses us at Carl Tower . But it's ,

35:32.729 --> 35:36.179
I would say that's one in 100 and maybe

35:37.360 --> 35:40.469
that , that's gonna be , that's gonna

35:40.479 --> 35:42.701
start getting back from jet . The other

35:42.701 --> 35:44.868
question I've got is when the airspace

35:45.060 --> 35:47.399
where the debate is , uh and all these

35:47.409 --> 35:49.810
surrounding military bases start seeing

35:50.530 --> 35:54.530
a real low airspace . Uh 10 all the

35:54.540 --> 35:57.570
navy bases uh are , are they gonna

35:57.580 --> 35:59.913
start uh hogar in the air station ? And ,

36:00.459 --> 36:03.820
well , the good thing for these guys is

36:03.830 --> 36:07.489
it , yeah , but they own the

36:07.500 --> 36:10.270
scheduling shop . So , so they could ,

36:10.610 --> 36:12.777
they could say no . Yeah . So we don't

36:12.777 --> 36:14.888
have a ton of cross flow traffic from

36:14.888 --> 36:17.830
the other bases . Uh And honestly , the

36:17.840 --> 36:19.673
A MS are really the users of low

36:19.673 --> 36:21.679
airspace , not F-16s , F-35s . They

36:21.689 --> 36:23.911
definitely don't like to come down this

36:23.911 --> 36:26.729
low . Um So we've not seen a lot of

36:26.860 --> 36:28.916
what we've not had any requests from

36:28.916 --> 36:30.860
the other bases , uh including the

36:30.860 --> 36:33.000
Alabama Guard , uh the Far Guard .

36:33.010 --> 36:35.010
They're , they're all looking to go

36:35.010 --> 36:37.010
other places we're in communication

36:37.010 --> 36:39.177
with them on some other initiatives on

36:39.177 --> 36:41.177
how do we integrate to go . Like uh

36:41.177 --> 36:43.288
Corina said about fighting higher end

36:43.288 --> 36:45.232
threats and integration with other

36:45.232 --> 36:47.454
assets . It's always to actually go out

36:47.454 --> 36:47.452
to other airspace not to bring them to

36:47.462 --> 36:50.022
here . So , uh this is really solely

36:50.032 --> 36:52.373
for a 10 type training and as an

36:52.383 --> 36:54.550
instructor in the A 10 , when I have a

36:54.550 --> 36:56.772
new up upgrading and flight need in the

36:56.772 --> 36:58.833
A 10 getting used to deconflicting

36:58.843 --> 37:01.010
traffic . It's something we have to do

37:01.010 --> 37:03.232
down , right ? I I had to move my ho to

37:03.232 --> 37:05.343
over Iraq for a U AD to fly through .

37:05.343 --> 37:07.510
That was on a higher priority position

37:07.510 --> 37:09.565
than mine . So you flying through in

37:09.565 --> 37:11.787
your assessment is a great thing for me

37:11.787 --> 37:13.843
to stop a guy who was trying to do ,

37:13.843 --> 37:16.010
figure something out on the ground and

37:16.010 --> 37:18.065
do flight lead things and be a pilot

37:18.065 --> 37:20.287
because he still has to be a pilot . So

37:20.287 --> 37:20.045
please by no means , but we appreciate

37:20.055 --> 37:22.222
you guys trying to stay away from us ,

37:22.222 --> 37:24.959
but it's a great learning point for us

37:24.969 --> 37:27.330
to give you approach guys a call so

37:27.340 --> 37:29.507
that we can make sure that you're at a

37:29.507 --> 37:31.173
safe altitude , we can safely

37:31.173 --> 37:33.118
deconflict . And as the instructor

37:33.118 --> 37:35.229
running the scenario that I make sure

37:35.229 --> 37:37.340
that guys plan to deconflict from you

37:37.340 --> 37:39.284
is valid , but it's a great random

37:39.284 --> 37:41.451
added that like I can't plan to have a

37:41.451 --> 37:43.673
plane fly through that they got to deal

37:43.673 --> 37:45.784
with now . So please , by all means ,

37:45.784 --> 37:45.604
don't feel like you're in , after our

37:45.635 --> 37:47.691
training , we can work , we can work

37:47.691 --> 37:49.913
around it . And the beauty of beauty is

37:49.913 --> 37:52.135
there's so much training area here that

37:52.135 --> 37:54.079
I'll , I can adjust my scenario to

37:54.079 --> 37:56.302
another area that I need to . So please

37:56.302 --> 37:58.413
don't feel like you need to go out of

37:58.413 --> 38:00.579
your way to stay out of ours . And one

38:00.579 --> 38:02.579
last question they are ii , I guess

38:02.579 --> 38:04.875
here but , uh , uh , because I use

38:04.885 --> 38:07.107
flight following extensively , I mean ,

38:07.107 --> 38:09.965
almost 100% where I to go to the

38:10.274 --> 38:13.830
military . Uh , but I had Senator

38:13.879 --> 38:16.530
Jackson specifically , uh , tell me

38:16.540 --> 38:18.429
that they did not provide me like

38:18.429 --> 38:20.610
follow because of all the time . Um ,

38:22.340 --> 38:24.507
and that's the , that's , that's gonna

38:24.507 --> 38:26.562
be , uh , that's one of those things

38:26.562 --> 38:28.979
that we run into , I would say a lot ,

38:28.989 --> 38:32.000
but we do run into it on occasion . A

38:32.010 --> 38:34.939
VFR flight for us is what we call our

38:34.949 --> 38:37.250
flight via transient in flight that's

38:37.699 --> 38:39.810
originated out of our airspace and is

38:39.810 --> 38:42.139
landing out of our airspace . Um ,

38:42.929 --> 38:45.040
we'll get Jacksonville Center , we'll

38:45.040 --> 38:47.989
reroute them around and oftentimes

38:48.000 --> 38:50.111
we'll call , say they can fly through

38:50.111 --> 38:52.679
the boat . I don't know if center

38:52.689 --> 38:55.030
doesn't understand or if the pilot

38:55.040 --> 38:57.770
requested A R in around the mower .

38:58.929 --> 39:01.840
It's hard to say , but we do run into

39:01.850 --> 39:04.939
it on , on occasion , but every day we

39:04.949 --> 39:07.600
see , we see random targets and the Os .

39:07.760 --> 39:09.982
And we're always calling that , calling

39:09.982 --> 39:11.889
that traffic out so that they can

39:11.899 --> 39:14.330
deconflict themselves . So , yeah ,

39:14.340 --> 39:16.449
please keep calling , keep flying .

39:16.820 --> 39:18.764
Just let us know you're there . It

39:18.764 --> 39:22.479
makes everybody else . There was a , uh ,

39:23.020 --> 39:25.620
they had any issue . Uh ,

39:27.310 --> 39:29.929
it's , uh , it's just something I , I ,

39:30.030 --> 39:32.086
I'm , I'm not too concerned when I'm

39:32.086 --> 39:34.308
talking to you guys . It's when I can't

39:34.308 --> 39:36.530
talk to you guys and when somebody says

39:36.530 --> 39:39.219
we don't , well , we , I will say this

39:39.229 --> 39:40.951
for anybody that's involved in

39:40.951 --> 39:44.439
associations like Jim , um and your

39:44.449 --> 39:47.060
fellow pilots get that word out . You

39:47.070 --> 39:49.237
know , you don't have to go around the

39:49.239 --> 39:51.406
boat . You don't have to cancel that .

39:51.406 --> 39:53.517
Now , Senator , if center termination

39:53.517 --> 39:55.739
because they're too busy , fine . You ,

39:55.739 --> 39:57.628
you get it , you get , get to the

39:57.628 --> 39:59.795
airspace , call us up , we'll reid you

39:59.795 --> 40:01.961
and , and work you to the other side .

40:01.961 --> 40:04.072
So we don't have a problem with doing

40:04.072 --> 40:06.295
that . Jacksonville Center does that to

40:06.295 --> 40:08.572
the A 10 and I'm coming back from that .

40:08.572 --> 40:08.300
They're like moody bows are hot . I'm

40:08.310 --> 40:11.250
like , I know I'm going there . So uh I

40:11.260 --> 40:13.370
feel your frustration . Uh We do

40:13.379 --> 40:15.323
interact with Jack Center probably

40:15.323 --> 40:17.490
poorly . We integrate with a different

40:17.490 --> 40:19.790
shop within my OS S . Um And I can read

40:19.800 --> 40:21.967
that up with the , the team down there

40:21.967 --> 40:24.189
as well that , you know , with this new

40:24.189 --> 40:26.244
airspace initiative that having that

40:26.244 --> 40:28.244
flight following is kind of the key

40:28.244 --> 40:28.209
success for flying to South Georgia

40:28.219 --> 40:30.275
that we would ask that make they can

40:30.275 --> 40:32.219
put some emphasis on as people are

40:32.219 --> 40:34.275
trying to get into the South Georgia

40:34.275 --> 40:36.386
into , into these affected areas that

40:36.386 --> 40:38.330
they can , can provide that flight

40:38.330 --> 40:40.386
service , uh the monitoring and then

40:40.386 --> 40:42.497
the early , even if early hand off to

40:42.497 --> 40:44.552
us and if they say no , just call us

40:44.552 --> 40:46.663
early and we'll start working as soon

40:46.663 --> 40:48.886
as we can see you and talk to you a way

40:49.854 --> 40:52.649
to a just sort of agreement that judge

40:53.229 --> 40:55.451
will hand off the VFRF flight following

40:55.479 --> 40:57.423
to you as opposed to the vector of

40:57.423 --> 40:59.646
Miran . I don't think they do that when

40:59.646 --> 41:02.520
they get guarantee . Uh separation II ,

41:02.530 --> 41:05.340
I think it's probably F AAA TC states

41:05.350 --> 41:07.517
that probably will prevent that . I'll

41:07.517 --> 41:09.517
talk to them and see kind of what ,

41:09.517 --> 41:11.683
what they can do on their side to kind

41:11.683 --> 41:13.794
of start working with us a little bit

41:13.794 --> 41:13.135
better and build that relationship up .

41:13.145 --> 41:15.256
If we have a really good relationship

41:15.256 --> 41:17.478
with them , they seem always willing to

41:17.478 --> 41:19.534
help us . So I think if you bring me

41:19.534 --> 41:21.589
some feedback and come up with a way

41:21.589 --> 41:21.205
forward to work together , I think that

41:21.215 --> 41:24.810
they'd be receptive two things

41:24.820 --> 41:27.379
that I do in four and , and , and I did

41:27.389 --> 41:29.722
it when I first called the airplane was ,

41:29.722 --> 41:32.159
is I me out all the local , I use local

41:32.229 --> 41:35.510
uh wait points for X ray on interstate ,

41:35.669 --> 41:37.919
all , all those points . So I need to

41:37.929 --> 41:41.260
stay away from it . Uh Is that , are

41:41.270 --> 41:43.270
those procedures gonna change ? Are

41:43.270 --> 41:44.437
those still gonna be

41:47.419 --> 41:49.750
coming back to ? Are they gonna still

41:49.770 --> 41:52.048
transition to the standard points that ,

41:52.048 --> 41:54.270
that has not changed ? We have in our ,

41:54.270 --> 41:56.381
our wing fly instruction , we haven't

41:56.381 --> 41:58.492
changed any of those procedures for ,

41:58.492 --> 42:00.603
for BFR recoveries back to the base .

42:00.603 --> 42:02.714
Um , those all remain the same . They

42:02.714 --> 42:02.360
were just , you're out flying around ,

42:02.370 --> 42:04.203
they may look a little different

42:04.203 --> 42:06.092
depending on , at what point they

42:06.092 --> 42:08.639
request recovery , They may finish

42:08.649 --> 42:11.699
their dive to 1000 ft and call up and I

42:11.709 --> 42:13.265
want to come back at 2500 .

42:17.560 --> 42:19.979
Yes . Yes . Yes . We on our m in our m

42:20.050 --> 42:22.560
my high approach position , we had

42:23.199 --> 42:24.977
every single moa has a separate

42:24.977 --> 42:27.620
frequency . We put them on there and

42:27.629 --> 42:29.185
then we can go talk to them

42:29.185 --> 42:31.610
individually as we need to . And that's

42:31.620 --> 42:33.719
how we give them and update them to

42:33.729 --> 42:35.820
traffic as you guys are . It ,

42:38.189 --> 42:42.040
it is it for

42:42.050 --> 42:45.370
you ? It was , it's high approach for

42:45.379 --> 42:47.969
them as small m same person . Same ,

42:47.979 --> 42:51.909
same frequency . Yeah . Yes , sir .

42:52.050 --> 42:54.217
You all reminded me of a good question

42:54.217 --> 42:56.383
too . Um , with respect to flying even

42:56.383 --> 42:58.550
the lowest I'm a fighter guy . So I've

42:58.550 --> 43:00.550
been overseas the VR traffic , I'll

43:00.550 --> 43:02.717
knock it off to do all that stuff . So

43:02.717 --> 43:04.828
having said that is there a threshold

43:05.080 --> 43:07.949
where like if you got somebody got in ,

43:07.959 --> 43:10.750
in traffic , 10 miles , 12 o'clock ,

43:10.760 --> 43:12.760
whatever . Oh , cool . I'll flash a

43:12.760 --> 43:14.982
little more of the rock or , you know ,

43:14.982 --> 43:16.927
it's five miles a number . At what

43:16.927 --> 43:18.927
point do you guys have to stop what

43:18.927 --> 43:21.320
you're doing for a big or does it just

43:21.330 --> 43:25.169
depend ? That's your question . We

43:25.399 --> 43:28.629
will get notified on identification so

43:28.649 --> 43:32.250
that we , uh , and they , if it's a lot

43:32.260 --> 43:34.149
of times it's gonna be within our

43:34.149 --> 43:36.260
formation dependent and outside of 10

43:36.260 --> 43:38.482
miles , really , it's not a huge factor

43:38.482 --> 43:40.538
once we start penetration it and not

43:40.538 --> 43:42.649
particularly , not a factor . This is

43:42.649 --> 43:44.871
where we're offering and we're gonna go

43:44.871 --> 43:46.649
regionally and then probably be

43:46.649 --> 43:48.871
directed and they'll just talk with you

43:48.871 --> 43:51.038
and we're not , we don't listen , it's

43:51.038 --> 43:53.371
not one time traffic call and that's it .

43:53.371 --> 43:55.260
We're always up there as altitude

43:55.260 --> 43:57.840
change had changed . And I mean , we

43:57.850 --> 44:00.017
get crop dusters out there that we see

44:00.260 --> 44:02.371
that we would assume are crop dusters

44:02.371 --> 44:04.204
that are flying around non , non

44:04.204 --> 44:06.350
smoking . That's the biggest threat

44:06.360 --> 44:08.471
because you don't know who they are ,

44:08.471 --> 44:10.693
what they are and what else who they're

44:10.693 --> 44:13.419
at . And you're guessing , well , you

44:13.429 --> 44:15.651
can see what heading are going on , but

44:15.651 --> 44:17.873
it , it often changes because if it's a

44:17.873 --> 44:19.873
crop desperate , they're constantly

44:19.873 --> 44:21.985
turning and doing what they're , what

44:21.985 --> 44:24.699
they're doing . So , um , those are the

44:24.709 --> 44:26.830
biggest threats for these guys . Same

44:26.840 --> 44:29.118
thing , we're constantly updating , um ,

44:29.118 --> 44:32.530
as we're moving around and it may be a

44:32.540 --> 44:35.699
crop duster at 500 ft and they may be

44:35.709 --> 44:38.709
at 18,000 ft and it's so far away to

44:38.719 --> 44:40.775
not be important , but we don't know

44:40.775 --> 44:43.790
that for sure . And that's , that ,

44:44.219 --> 44:45.775
that could have gone on the

44:45.775 --> 44:47.941
misconception slide too . We will give

44:47.941 --> 44:49.941
them traffic if you don't call us ,

44:49.941 --> 44:52.052
we're gonna in your 2500 . Let's just

44:52.052 --> 44:54.052
say your , your aircraft is showing

44:54.052 --> 44:53.989
2500 ft . We'll tell them the altitude

44:54.000 --> 44:56.590
indicates , but we don't know because

44:56.600 --> 44:58.899
we haven't talked to you and validated

44:58.909 --> 45:01.020
your transponder and validated that ,

45:01.020 --> 45:03.187
that your , your altitude is correct .

45:03.187 --> 45:05.560
You may be at 1500 ft , but it's off

45:05.570 --> 45:07.889
and showing 25 and we're , we're

45:07.899 --> 45:09.955
telling 25 and they're looking at 25

45:09.955 --> 45:12.121
but it may not be correct . That's why

45:12.121 --> 45:14.010
I would implore call us so we can

45:14.010 --> 45:16.689
validate your mode c and validate your

45:16.699 --> 45:18.810
alt T . Um , and if you don't want to

45:18.810 --> 45:20.921
talk to us fine , just tell us you're

45:20.921 --> 45:23.088
there . We'll put , we'll put a target

45:23.088 --> 45:25.199
or a data tag on your , on your track

45:25.199 --> 45:27.032
and then you go do your business

45:27.032 --> 45:29.143
doesn't matter to us . We didn't have

45:29.143 --> 45:31.088
any type of capabilities of , uh ,

45:31.959 --> 45:34.219
increasing the number of a sdab to jump

45:34.600 --> 45:36.822
in here . I know y'all don't like to do

45:36.822 --> 45:39.156
it because y'all that I know what to do ,

45:39.156 --> 45:41.322
but it's , it's precisely that we have

45:41.322 --> 45:43.267
an exemption . Um , yeah , federal

45:43.267 --> 45:45.378
exemption for carrying your ESD out .

45:45.378 --> 45:47.489
We have an ESPN , right ? So we are ,

45:47.489 --> 45:49.711
that's another thing that can happen on

45:49.711 --> 45:51.711
our air graft . We carry AC has top

45:51.711 --> 45:54.260
with us and a flight , uh ipad so I can

45:54.270 --> 45:57.570
see on your tracks , unfortunately , we ,

45:57.580 --> 45:59.790
for the executives , social security ,

45:59.979 --> 46:02.146
um seeing our flight patterns , seeing

46:02.146 --> 46:04.330
what we're doing on seeing our tactics

46:04.340 --> 46:08.000
potential is the uh act . So we ,

46:09.389 --> 46:11.500
is there an opportunity to do that in

46:11.500 --> 46:13.778
the administrative portion of a , of a ?

46:13.778 --> 46:15.810
So , I mean , the tact totally can

46:16.389 --> 46:18.333
target it under the administrative

46:18.333 --> 46:20.500
portion . And I , I do have capability

46:20.500 --> 46:22.167
to do what we do not have the

46:22.167 --> 46:25.080
capability to do . B then I don't have

46:25.090 --> 46:26.649
to put a gear to do that

46:29.479 --> 46:33.300
anybody else . All right .

46:33.350 --> 46:36.159
Yes , sir . So we're being told this is

46:36.179 --> 46:38.250
a priority for the A 10 to do their

46:38.260 --> 46:40.820
training . Is that correct ? Yes . Ok .

46:40.830 --> 46:43.260
And so , you know , I'm not a real

46:43.270 --> 46:45.929
bright person but uh what , what is the

46:45.939 --> 46:48.217
longevity of the A 10 moving right now ?

46:48.830 --> 46:50.886
Well , these guys could give you the

46:50.886 --> 46:53.052
better timeline than I can . Yeah . So

46:53.052 --> 46:54.886
the timeline is , I think it's a

46:54.886 --> 46:57.108
constantly moving target . We generally

46:57.108 --> 46:59.274
believe uh that we're gonna be here in

46:59.274 --> 47:02.530
moving the Air Force base to 2028 2029 .

47:02.620 --> 47:05.479
So another , you know , six years , um ,

47:06.000 --> 47:08.000
things are changing on our database

47:08.000 --> 47:10.278
list . We don't really know for a fact .

47:10.278 --> 47:12.444
We know what the Air Force are , are .

47:12.444 --> 47:14.389
Uh , but the person with the nurse

47:14.389 --> 47:16.556
that's uh the United States Congress ,

47:16.556 --> 47:18.667
the society organization on that . So

47:18.667 --> 47:20.722
we're really uh at their disposal of

47:20.729 --> 47:23.179
what's going to happen . We have a plan ,

47:23.189 --> 47:26.459
move for that plan . Um , if it sticks ,

47:26.469 --> 47:28.025
uh , we'll see about that .

47:32.129 --> 47:34.296
That , that's one of my concerns going

47:34.296 --> 47:36.649
forward is , uh , it's great if you

47:36.659 --> 47:38.881
gotta run around 300 knots . But , uh ,

47:38.881 --> 47:40.992
when somebody can run twice as fast ,

47:41.280 --> 47:43.830
um , the last thing I worry is that the

47:43.889 --> 47:46.500
F-16 and , you know , on corner deal or

47:46.649 --> 47:48.705
it just take it forward because both

47:48.705 --> 47:50.860
those , it don't happen , we're

47:50.939 --> 47:54.080
breaking sense that so it uh we pass

47:54.159 --> 47:56.381
the gate here and I don't know what the

47:56.381 --> 47:58.820
pain here over here , but uh uh

48:00.830 --> 48:02.886
you probably get the impression that

48:02.886 --> 48:04.552
I'm real afraid of getting um

48:04.552 --> 48:07.959
understood in my top three . So the

48:07.969 --> 48:11.090
F-35 , this is potentially , it has the

48:11.100 --> 48:13.100
most exquisite A B I on it , on the

48:13.100 --> 48:15.267
plane . Their situational awareness of

48:15.267 --> 48:17.649
the airplane is , is second in that

48:17.879 --> 48:19.879
they know where they know where the

48:19.889 --> 48:22.350
earth are . They know where your soul

48:22.360 --> 48:25.090
is . That's not a situation where

48:25.100 --> 48:28.959
aircraft it is , the , the sense

48:29.340 --> 48:33.280
they are not to mention

48:33.290 --> 48:35.830
who knows what the flight profile will

48:35.840 --> 48:38.409
be when that day gets here , if that

48:38.419 --> 48:40.363
day gets here and , and what their

48:40.363 --> 48:43.719
requirements are . So , and I didn't

48:43.729 --> 48:45.729
mention on the on those slides , it

48:45.729 --> 48:48.750
wasn't on there , but the uh chart date

48:48.760 --> 48:52.399
is 11 July um for the airspace .

48:52.409 --> 48:54.949
So we will on 12 July , we will be ,

48:55.540 --> 48:57.659
we'll be live . We have been as a air

48:57.669 --> 48:59.613
track patrol facility . We've been

49:00.159 --> 49:02.381
planning for this for quite some time ,

49:02.381 --> 49:05.120
we run through simulator problems with

49:05.129 --> 49:08.969
this . We have , we will continue uh to

49:08.979 --> 49:11.201
make sure every controller that we have

49:11.201 --> 49:13.201
is certified has run through all of

49:13.201 --> 49:15.312
these simulator problems . All of our

49:15.312 --> 49:17.479
agreements between us and Jacksonville

49:17.479 --> 49:19.590
Center , us and about us or us and uh

49:19.929 --> 49:22.729
Tallahassee approach uh have all been

49:22.739 --> 49:24.961
updated and then all of our internal uh

49:24.961 --> 49:27.072
guidance within the facility has been

49:27.072 --> 49:29.295
updated to reflect what we're doing and

49:29.295 --> 49:32.610
how we're going to uh manage this , uh

49:32.620 --> 49:35.919
going forward . So if I call it a mo

49:36.219 --> 49:38.739
and you get a sw what do you see it or

49:38.889 --> 49:41.959
if I heard it ? Yeah , about

49:41.969 --> 49:45.280
probably about 800 ft . Yeah .

49:50.379 --> 49:52.435
Yeah , it's probably a little better

49:52.435 --> 49:54.490
with the radio now , uh with our new

49:54.490 --> 49:56.657
radios . But um , definitely the radar

49:56.657 --> 49:57.990
will see that look . Uh

50:01.189 --> 50:03.610
Yeah , we , we did that about a tower

50:03.620 --> 50:06.790
now they call us and uh uh do the , so

50:06.800 --> 50:09.022
we could , we could do the same thing .

50:09.500 --> 50:11.709
Absolutely . And that would , again ,

50:11.719 --> 50:13.886
that , that enhance the safety because

50:13.886 --> 50:15.941
we know you're taking off and you're

50:15.941 --> 50:18.108
going wherever VR All right . Well , I

50:18.108 --> 50:20.520
appreciate it . Thank you . Count seats .