ML19224A329

Forwards Data Requested for Preparation of Testimony Before Aslab Re Military Aircraft.Forwards Info Re C-5A Aircraft & Aircraft Mishaps Rates Per 100,000 Hours of Flying

ML19224A329
Person / Time
Site:	Crane
Issue date:	08/02/1978
From:	Nash E AIR FORCE, DEPT. OF
To:	Read J Office of Nuclear Reactor Regulation
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ML19224A328	List: ML19224A326 ML19224A329 ML19224A330 ML19224A333 ML19224A334
References
NUDOCS 7812270033
Download: ML19224A329 (6)

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~~

DEPARTMENT OF THE AIR FCRCE

,gg MEAOCuaaT125 MILif A4f A12WFT COMMANO D'#

5 COD Alt kJECI SA58, MINQls 62123 gy1 Jacques B. J. Read, PhD Division of Site Safety and Envirorcental Analysi:3 U.

S. Nuclear Regula:Ory Cc::: mission Washington, DC 20555 Dear Dr. Read I am enclosing the data you requested in your letter of 20 Sep 78 for the preparation of testimony before the Atomic Safety and Iicensi.g Appeal 3 card.

Each of tne operations into Harrisburg International

Airport, PA.,

involved one landing and one takeoff.

No touch-and-go landings were perfor=ed on these missions.

The information you requested on the gross weight of each aircraf t and the active runway is not available.

Forecasts on a year-by-year basis for traffic at the Harrisbuig Airport are also unavailable.

The MAC aircraft which transit Harrisburg are flying Special Assign =ent Air-lif t Missions (SAAMs) requested by the new C "erland A_ y Depot and are scheduled af ter we receive the Ar ::y's request for airlift.

The forecasts could possibly be obtained frem the New Cu:r.berland Army Depot.

If we can be of any further assistance, please let us knew.

My project officer is Captain Murphy, HQ MAC/0CC, AUTCVCN 638-3391.

Sincerely O

h n

0

__1 e -

_n ECWArc J. NAc, -Ma q Ipderaa, w u 1 Atch Deputy Chi of Staf.

Operations Harrisburg Su= mary 9

=en P ' & Qg

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Gl.08AL IN MU$ TON -P10FZ33tCNAL IN ACnON

$ 13M0033

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HARRISBURG INTERNATIONAI. AIRPORT ACTIVITY SU: GARY

?!PE AIRCPJST CPEFATOR 1974 1975 1976 1977 1978*

C-5A Air Force 18 18 25 22 6

C-141 Air Force 7

107 58 19 6

3 707 AF Charter 1

0 0

0 1

• Jan-Ang 1978 e

% P 14 3

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Occhi 50 S 1.0 CEPARTMENT cF THE AIR FCRCE seAccu4aisas Aia scacs 'Nsaterten Aue su=Tv :ssrsa CI b4

\\ s C e yd O N j i 7r scares un react sAsc.caurca.sra n.o+

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2 AUG 'STS

" !O ', *.=

Stna w m e ':

C-5A Aircraft United States Nuclea-Regulatory Cosmission re Washington, DC 20535 1.

In response to your request of 25 July 1978, attached chart contains information concerning C-5A aircraf des-troyed in flight sishaps.

3.

There have been over 220,000 takeoff and approaches since 1968.

Of the three destroyed aircraf t, only one actually crashed outside the 11:21:s of the airfield.

3.

Destroyed aircraf t sishap rates are based on the sus-ber of sishaps per 100,000 flying hours.

4.

If we can be of further service, please advise.

RAT C. E17.J MAN 1 Atch Chief, Reports Branch C-5A Data Directorata of Aerospace Safety s

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E-4A AIRCRAFT

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1974

'31 July 1978 i

f ii :

s FLY!rlG 1100RS SORTIES' LAN0ltlGS DESTROYE0 AIRCRAFT-e[.

YEAR ClNULATIVE YEAR CINilLATIVE YEAR CltillLATIVE i NtWBER RATE *."

t 1974 66 66 15

' 15 107 107 i

O 0

i e

1975 1,274 1,340

• 3 311

'326 1,856 1,963 1

0 0

, k, i

i 262 583 948 2,911 l

0 0

C.

1976 865 2,205 i

1977 1,276 3,481 i 313 901 1,021 3,932 0

i 0

i I-1918 1,143 4,624

,4 260 1,k61 ib7 4,729 0

0 j

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• Rates based on nunber of accidents per 100,000 flyin9 hou s.

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C-141 AIRCRAFT l

l.

.1968 - 31 July 1978 i

f

.a DESTRJYE0 FLVING l!0URS SORTIES 1 LANDINGS AIRCRAFT Pil4SE OF OPERATION REMARKS e-

.w-YEAR CUMULATIVE YEAR CUMt's aTIVE YEAR CUMULATIVE fiUMBER RATE

• F 58 672,627 672,627 163,439 163,439 244,166

.'244,166 0

0 i

',W 69 642,291 1,314,918 208,654

'372,093 253,917, 498,083 0

0 I

,.h.

l 79 612.518 1,927.436 147,265 519,358 251,790 -.749,873 0

0 l

71 487,929 2,415.365 125,318

'644,676 235,283 ' 985,161 0

0 fl '

12 471,440 2,886,806 121,151 765,827 213,995 J,199,156 0

0 i

',1 1.

a i

7 73 362,532 3,249,337 97,014 - 862,841 181,814 1,380,970 1

0.3 Descent; landing' Irapact 22.5 Hli approach northeastofarpt{.,

~2 i

),.

14 286,377 3,535,714 78,500 941,341 177,351 1,558,321 1

0.3 Enroute descent Struck h19h 9

mountain r7 32

'75 314,771 3,850,485 85,134 1,026,475 169,149 1,727,470 1

4 0.3 '

Enroute descent Struck high y

inountain A

76 281,622 4,132,107 77,981 1,104.456 153,365 l','880,835 2

0.7 Final approach Impact 22.5 NM. ' ', '

east of airport

• i -

Landing roll Departed side of i

runway and burnedJ'j

'77 299,191 4,431,298 83,461 1,187,971 171,598 2,'052,433 0,l' 0 l

.{.)

'l 78 169,579 4,600,877 ! 47,515 1,235,432 99,226 2,151,659 f0 ',

0 j

l

'+

9 il ates based on number of accidents per 100,000 flyin9 hours.

i l

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l

TABLE 8 U.S. AIR CARRIER OPERATIONS AND ACCICENTS IN CONTIGUOUS U.S.

Table 4 Revised Accidents Per Million o' Millions Accidents 4/

_E_ach Tyce of Ooeration Year Tyce of Coerations Lancing Taveoff.

_Lc nci ng Ta_ xeoff 1956

$1/2/

6.36 2

2

.63

.63 1957 S

6.88 3

1

.87

.29 1958 Sl/

6.34 2

3

.63

.95 2N/

.18 0

0 0

0 T

5.62 2

3

.61

.92 1959 5

6.84 5

1 1.46

.29 N

.18 2

0 22.2 0

T 7.02 7

1 1.99

.28 1960 5

6.68 1

1

.30

.30 N

.25 0

1 0

8.0 T

6.93 1

2

.29

.58 1961 5

6.50 1

1

.31

.31 N

.23 1

0 7.1 0

t o.78 2

1

.59

.29 1962 S

6.40 3

2

.94

.63 N

.35 0

0

^;

J T

6.75 3

2

.39

.59 1963 5

6.66 2

1

.50

.30 N

.31 3

0 19.4 0

T 6.97 5

1 1:43

.29 1964 5

6.86 2

1

.58

.29 N

.19 1

1 10.5 10.5 T

7.05 3

2

.85 57 1965 S

7.30 2

1

.55

.27 N

.19 1

0 10.5 0

T 7.49 3

1

.30

.27 g

TABLE 8 (Cont'd)

Table 4 Revised Accidents Per Million of 3

Millions

--Accidents /

Each Tyoe of Oceration Year Tyoe of Ooeraticns Lana 1ng lakeoff L anci ng Ta.;eo f f 1966 S

7.57 2

0

.52 0

N

.17 2

0 23.5 0

T 7.74 4

0 1.0 0

1967 5

8.66 1

1

.23

.23 N

.18 1

1 11.1 11.1 T

8.84 2

2

.45

.45 1968 S

9.29 4

2

.86

.43 N

.21 2

0 19.0 0

T 9.50 6

2 1.26

.42 1969 S

h.48 0

1 0

.21 N

.23 0

0 0

0 T

9. 71 0

1 0

.21 1970 S

9.12 0

0 0

0 N

.25 2

2 16.0 16.0 T

9.37 2

2

.43 43 1971 S

9.09 1

0

.22 0

N

.31 0

0 0

0 T

9.40 1

0

.21 0

1972 5

8.88 3

1

.68

.22 N

.27 0

0 0

0 T

9.15 3

1

.66

.22 1973 S

9.27 4

0

.86 0

N

.26 0

0 0

0 T

9.53 4

0

.84 0

1974 S

8.39 2

0

.48 0

N

.21 0

0 0

0

.T 8.60 2

0

.47 0

1975 5

8.40 1

0

.24 0

N

.22 0

1 0

9.1 T

8.62 1

1

.23

.23 1976 S

8.71 1

0

.23 0

N

.23 1

0

3. 70 0

T 8.94 2

0 45 0

1977 S

8.98 0

0 0

0 N

.25 0

1 0

8.0 T

9.23 0

1 0

.22

- 7.gg

TABLE 8 (Corit'd) Table 4 T<evyed Accidents Per Million of Accidents-

_Eacn Tyce of Oceration Millions Year Tyce of Ocerations Landing Takeoff Landing Taxeoff 5-Year Totals 1958 5

32.8 12 8

.73 49 tnru il 1.24 3

1 4.8 1.6 1962 7

34.0 15 9

.88

.53 1963 S

37.1 9

4

.49

.22 thru fl i.04 8

2 15.4 3.8 196/

38.1 17 6

.92

. 31 1968 5

05.9 8

4

.35

.17 thru 1

1.27 4

2 6.3 3.1 1972 T

47.1 12 6

.51

.25 1973 5

03.8 8

0

.37 0

tnru il 1.17 i

2 1.7 3.a 1977 T

04.9 9

2 40

.09 5

20-Year Totals 1958 159.6 37 16 46

.20 thru N

4.72 16 7

6.8 3.0 1977 T

16.41 53 23

.65

.28 22-Year Total 1956 5

172.6 42 19 49

.22

nru

'only) 1977 N 10

7ABLE 8 (Cont'd) NOTES:

1/ 5 was derived from the Civil Aeronautics Board Annual (or NTSB) review of U.S. Air Ci.rrier Accidents:

For 195T, through 1963 it was taken from CAB-80SR 58/63 PB196674 For 1964 from BOSR 7-1 PB177424 For 1966 from 80SR 7-6 PB177423 For 1966 from NTSB Annual Review for 1966 For 1967 from NTSB Annual Review for 1967 For 1968 from NTSB Annual Review for 1968 For 1969 from NTSB-ARC 71-1 PS203183 For 1970 through 1972 frcm NTSB ARC 741 PB232634 For 1973 from NTSB-ARC 74-2 For 1974 from NTSB-ARC 76-1 For 1975 frcm NTSB-ARC 77-1 Fcr 1976 from NTSB-ARC 78-1 For 1977 from NTSB-ARC 78-2 It is twice the number of reported domestic deoartures for scheduled Certi fied Route Air Carriers (CRAC) for fixed wing, excluding intra-Alaska and intra-Hawaii.

For 1956 ar.d 1957, the number is not reported in available reports for U.S. dcmestic departures. But Table 23 of SOSR-58/63 PB19667 (noted above for 1958-1963) provides number of total scheduled departures for U.S. :arriers. To derive a number of departures for U.S. contiguous service, this number was multiclied by the ratio of cassengers carried in scheduled domestic service by CRAC to total passengers carried in all scheduled CRAC flights.

2/

N, non-scheculea operations, is made up of two ccmponents. The first is the number of departures in non-scheduled service by Cl1C for fixed wing, excluding intra-Alaska and intra-Hawaii taken from the sane sources as S above. The second comoonent is departures in non-scheduled service by supplemental carriers. This was derived by obtaining the average revenue plane miles per departure for "RAC non-scheduled service frca sources identified above. For waat of contrary informatior, it was assumed that this same average would be apolicable to supole-mental carriers. The number of supplemental carrier r2 venue plane miles was divided by this average to obtain number of sucolemental carrier departures. The sum of the non-scheduled departures was doubled for

" ooe ra ti on s. "

No similar data is available for 1956 and 1957, so only scheduled deoartures are used for these years. One non-scneduled serious accident witnin 5 miles is reported for these tuo years, and 3 are recorted for scneduled service.

G ~ 2.D,

TABLE 8 (Cont'd) NOTES This method of estimating operations tends to underestimate the total number of operations for supplemental carriers.

Supolemental carriers tend to run more non-revenue ferry operations in order to move aircraft from home location to point of charter. These non-revenue operations are not generally reported. CRAC, with a wider dispersed fleet, tends to have less ferry operations.

Another element tending to make these estimates of supplemental operations low is the exclusion of operations of " Commercial Operators of Large Aircraft" where this could be identified.

In some years it is identified separately from supplemental carriers.

For some years in which there is no separate identification, it may be included in data relating to supple-mental carriers. We have not attempted to separately identify these opera ti ons.

It should be noted that for the years 1965-1974 these carriers tended to Fave about as many planes as the supplemental carrier fleet.

But they tended to be smaller planes. See FAA Annual Report for 1974 Not considering ferry flights and coeration of " Commercial Operators of Large Aircraft" tends to make the ratio of accidents to operations high since accidents in ferry flights and by " Commercial Operators of Large Aircraft" are included in the numerator but their operations are not included in the denominator.

-3/ Despite inquiry to CAB, FAA and airlines using Harrisburg, we could find no source of data concerning the number of landings and takeoffs associa-ted with training flights, nor any reasonable basis for a reliable estimate.

Since the number of these operations is not known, we have excluded training accidents from this table. We have attempted to bound the effect of this exclusion by estimates on a number of bases. This results in a range for the 22 year period of between 0.9 and 17 million ocerations.

For the 4 off-runway training accidents during this period, the rate for off-runway training accidents is between 10% and 130% of the off-runway rate for non-scheduled aircraft. Thus, it appears reasonable or conserva-tive to ue,e the non-scheduled off-runway rate for training.

Q ~ Rth

TABLE 9

SUMMARY

OF ACCIDENTS AND OPERATIONS FROM TABLE a REVISED Off On Ope rations Runway Runway Total (Millions)

Scheduled Landing 251/

151/

401/

86.3 Takeoff 111/

71/

181/

86.3 Non-scheduled 2

Landing 13 /

25/

15/1/

2.36 2

Takeoff 22/

SE 72/1/

2.36 1/ Does not include 4 NA accidents, which are included in Table S.

2_/ Does not include 2 Takeoff and 2 Landing accidents in training.

3/ Does not include 4 Takeoff and 5 Landing accidents in training.

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. TAB LE 10 U.S.-MANUFACTURED CIVILIAN PASSENGER AIRCRAFT OVER 200,000 LBS TYPICAL MAXIMUM MAXIMUM LANDING FAA T/0 MODEL WT. EMPTY GROSS WT.

LANDING WT.

SPEED FIELD LENGTH (1000 lbs)

(1000 los)

(1000 las)

(MPH)

(FT)

B707-120 118 258 190 165 10,550 3707-1208 125 258 190 158 7,450 B707-320 135 316 207 161 10,650 3707-3208 141.8 336 247 158 10,020 3707-320C 145.7 336 247 158 10,020 3707-420 133 316 207 162 10,650 B720 110.8 220 175 148 9,400 87208 112.9 2;5 175 152 6,450 3747-100 354 713 564 162 9,000 3747-2008 362.9 778 564 162 10,500 3747-200C 375 778 630 175 10,200 8747-SR 347.8 523 505 148 4,600 B747-SP 313 663 450 155 7,530 B767-200 158.7 280 255 134 7,600 0C-8-10 121 273 193 148 9,625 DC-8-20 123.8 276 199.5 151 7,680 DC-B-30 126.5 315 207 153 9,050 DC-8-40 124.4 315 207 153 9,650 DC-8-50 134.8 325 207

' ;5 10,000 DC-8-61 148.9 325 240 163 10,000 DC-8-62 141.9 335 240 143 9,500

'DC-8-63 153.7 350 245 157 10,150 DC-10-10 235.3 440 363.5 147 9,000 CC-10-30 251.5 565 403 158 11,100 DC-10-40 267.8 555 403 160 12,250 OCX-200 N/A 293 N/A N/A N/A CNVR-990 114.8 255 202 125 5,400 L10ll-I 241.4 430 359 161 7,500i L10ll-100 243.2 466 368 TC4 10,700 L10ll-200 244.2 466 368 164 8,060-Source:

Aviation Week and Scace Technology, various issues.

Note:

The 3757 is expected to have a gross weight of less than 219,000 ;:cunos.

A TA8LE 11 HARRISBURG INTERNATIONAL AIRPORT TOWER OPERATIONS ITINCRANT LOCAL TOTAL CALENDAR YEAR AC AT GA MIL GA MIL ANNUAL 1973 13749 12692 18440 6036 30064 21737 102,718 1974 12714 12973 18048 4212 25320 15175 88,442 1975 11612 12384 20784 4524 22834 10587 82,725 1976 10902 12382 22783 3990 25224 7372 82,653 1977+

12671 17235 24138 4450 37250 3542 104,236 PEAK DAY 1973 52 51 102 50 226 290 1974 67 56 106 40 226 156 1975 52 58 164 55 180 12S 1976 42 55 133 37 240 102 1977 49 80 128 55 242 120 Air Carrier AC

=

Air Taxi AT

=

General Aviation GA

=

Mil ita ry MIL

=

- 7ne abrupt cnange in Air Taxi activity is due to expansion by a connercial operator, using small piston-engined aircraft.

Source: Annual Editions,1973 to 1977, " Air ort Activity Statistics of Certified Route Air Carriers" by CAB.

j g,qrj r

TABLE 12 AIRPORT ACTIVITIES OF CERTIFIED ROUTE AIR CARRIERS AT HARRI55URG CALENDAR YEAR 1973 DEPARTURES CARRIER AIRCRAFT SCHEDULED NCN-SCHEDULED Allegheny CV580 1445 3

CC-9-30 3995 1

BAC-111-400 1

0 BAC-lll-200 33 0

Trans-World B727-100 210 0

8727-100C/QC 51 0

8727-200 26 0,

B707-1008 346 0

B707-300 3

8 CV880 2

0 DC-9-10 2

0 Total Operations 12,362

=

B707 Operations 714 (excluding ferry flights)

=

Source: Fourth Quarte.r Edition,1973, " Airport Activity Statistics of Certified Route Air Carriers" published by CAB.

'l ~ UcRS TABLE 71 AIRPORT ACTIVITIES OF CERTIFIED ROUTE AIR CARRIERS AT nARRI58URG CALENCAR YEAR 1974 DEPARTURES CARRIER AIRCRAFT SCHEDULED NCN-SCHEDULED Allegheny CV580 868 0

BAC-111-200 307 0

DC-9-30 2220 0

Trans-World DC-9-10 3

0 3727-100 35 0

3707-1008 232 0

CV-880 3

0 8707-300 2

10 3707-3008 0

2 8727-100C/QC 7

0 3727-200 105 0

Total Operations 11,598

=

492 (excluding ferry flignus)

B707 Operations

=

Source:

Fcurth Quarter Edition,197

" Airport Activity Statistics of Certified Route Air Carrier, oublisned by CAB.

g ~~GM8 TABLE l'4 AIRPORT ACTIVITIES OF CERTIFIED RCUTE AIR CARRIERS AT MARRI55URG CALENDAR YEAR 1975 DE?ARTURE5 CARRIER AIRCRAFT SCHECULED NON-SCHEDULED Allegneny CV580 85 5

2AC-111-200 979 1

CC-9-30 3522 15 DC-9-50 72 1

Trans-World E727-100 114 0

B727-100C/QC 32 0

3727-200 259 0

B707-1008 22 0

8707-300 1

9 3707-2008 1

5 DC-9-10 2

0 3707-200C 1

0 Total Oceration 10,594

=

3707 Operations 78 (excluding ferry flights)

=

Scurce:

Fourth Quarter Edition,1975, " Airport Activity Sta cistics of Certified Route Air Carriers" oublished by CAB.

e,: -

y TABLE 1.5 AIRPORT ACTIVITIES OF CERTIFIED ROUTE AIR CARRIERS AT MARRISBURG CALENDAR YEAR 1975 DEPARTURES CARRIER AIRCRAFT SCHEDULED NON-SCHEDULED Allegheny CV580 735 4

SAC-lll-200 372 1

DC-9-30 1249 la DC-9-50 1778 24 Trans-Woric B727-100 144 0

3727-200 604 0

3707-300 3

9 8707-3008 0

3 8727-100C/QC 55 0

8707-1008 92 0

OC-9-10 1

0 Total Operations 10,176

=

B707 Operations 214 (excluding ferry flights)

=

Source:

Fourth Quarter Edition,1976, " Air ort Activity Statistics of Certified Route Air Carriers" published by CAB.

'"['U51

i7 -

TABLE 16 AIRPORT ACTIVITIES CF CERTIFIED ROUTE AIR CARRIER 5 AT MARRI55URG CALENDAR YEAR 1977 DEPARTURES CARRIER AIRCRAFT SCHEDULED NCN-SCHEDULED Allegneny CV580 328 5

2AC-111-200 274 5

0C-9-30 798 22 CC-9-50 2091 10 M0-298 933 0

Trans-World DC-9-10 9

0 B727-100 125 0

8727-100C/QC 38 0

B/27-200 793 0

B707-300 3

2 B707-3008 1

3 3707-300C 2

0 B707-1008 97 0

L-10ll 0

2 Total Operations 11,073

=

216 (excluding ferry flights) 8707 Ocerations

=

Scurce: Fourth Quarter Edition,1977. " Airport Activity Statistics of Certified Route Air Carriers" published by CAB.

"( 'CCP

18 -

TABLE 17 1973 CAB CHARTEP DATA CARRIER TOTAL DEPARTURES *

HEAVY" OPERATIONS AIR LIFT INT'L 1

2 AMERICAN 31 62 SRANIFF 12 24 CAPITOL 28 56 EASTERN 25 50 McC!'LL OCH 10 MOC ER!l 33 76 NORTH CENTRAL 1

NORTH!lEST 5

10 CVERSEAS 20 40 CZARK 4

PAN AM 21 42 PIECMCNT l

SATURN 33 66 SEAB0ARD 2

4 SOUTHERN 3

TRANS INT'l 20 40 UNITED 32 64 WORLD 16 32 308 568 616 0FNS

• REVENUE & FERRY Source: CAB ccmputer tape for year 1973

,1,-

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TABLE 18 1974 CAB CHARTER DATA CARR::ER TOTAL DEPARTURES *

" HEAVY" OPERATIONS AIR LIFT INT'l 5

10 AMERICAN 20 40 BRANIFF 6

12 CAPITOL 6

12 EASTERN 10 20 FLYING TIGER 9

13 McCULLOCH 1

MODERii 37 74 NCRDAIR 2

NORCH CENTRAL 2

OVERSE/S 6

12 PAN AM 14 23 PIED 10N T 2

SATURN 13 36 S EABCARD 9

18 SOUTHERN 5

TRANS INT'l 20 40 TRANS TEXAS 1

UNITED 37 74 WORLD 2

4 212 398 421 OPNS REVEN'JE & FERRY Scurce:

CAB ccmcuter tace for year 1974

-" ' * *'[: 4 TABLE 19 1975 CAB CPARTER DATA CARRIER TOTAL DEPARTURES *

HEAVY" OPERATIONS AIR LIFT INT'l 5

10 AIR NEW ENGLAND 3

AMERICAN 14 23 BRANIFF 10 20 CAPITOL a

12 DELTA 4

3 EASTER'l 7

14 FLYING TIGER 9

18 McCULLOCH 2

MODERN 4

3 NORTH CENTRAL 2

NORTHWEST 2

a OVERSEAS 3

6 PAN AM 22 44 PIEDM0 tit 6

SEA 20ARD 14 23 SOUTHERN 7

TRANS INT'l 16 32 136 232 272 0F'45 RE'/ENUE & FERRY Source: CAB ccmouter tape for year 1975

~7 ' CI,b TABLE 20 OPERATIONS AT HARRISBURG INTERNATIONAL AIRFCRT 1977 1976 1975 1974 1973 AIR CARRIER REVENUE OPERATIONS SCHEDULED Heavy 206 190 50 468 698

[ight 10,772 9,876 10,270 11,106 11,640 NON-SCHEDULED H

250*

270*

288 446 600

[

200*

200*

E6 74 64 AIR CARRIER NCN-REVENUE OPERATIONS (INCLUCES PEGASUS)

H 58*

58*

46*

46*

46*

L 1,185 308 872 574 701 AIR TAXI - CCMiUTER AIRLINES L

17,235 12,382 12,384 12,973 12,692 MI!ITARY-ITINERAN7 H

82 166 250 50 10

• L 4,368 3,824 4,274 4,162

- '~

MILITARY-LOCAL L

8,542 7,372 10,587 15,175 21,737 GENERAL AVIATION-ITINERANT L

24,138 22,783 20,784 18,048 18,440 GENERAL AVIATION-LOCAL L

37,250 25,224 22,834 25,320 30,064 TOTAL H

596 684 334 1,010 1,484 L

103,690 81,969 82,051 87,432 101,234 104,286 82,653 82,725 IS, u2 102,718

• ESTIMATED DUE TO FAULTY CAB CHARTER MAGNETIC TAPE AND UNAVAILABILITY OF INFORMATION CCNCERNING NCN-REVENUE TPAFFIC, i 2[,h

ATTACHMENT A TRANS WORLD AIRLINES

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November 14, 1978 Mr. Lawrence J. Chandler Counsel for NRC Staff United States Nuclear Regulatory Cc==1ssion

'4ashington, D. C. 20555

Dear Mr. Chandler:

This is in response to your letter of November 7 respecting T4A's operation of aircraf t at Harrisburg Inter-national Airrort, and will confirm that T4A at the present time has no intention of operating aircraft to or from such airport which have a =axi=um take-off weight of over 200,000 pounds.

If there is any further information you need, please let ne know.

Very truly yours, 1

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ilARRISBURG IN"ERNATIONAL AIRPORT Precanstruction Facilities Glide Slope

- Mack lE (Null R..ference; Localicer Mark lE t

Approach Lighting Fatilities

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Weather De tec tion Equipment

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Cempass Locator at Outer Marker - Civil Middle Marker

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Remote Transmitter /R 7eiver Partial RTR Remote Tr ansmi t te r

'Jeather Detec tion Ecuipment (3) Approach Lighting Facilities - (l) SSALR, (2) VASI t

a>mmunicat tans - Air /Se rvice

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Transmi t te r/Re ce ive r

- FA 9000 01:

Receivers

- RVL (2 cach) t Transmitters TV6 (2 each)

Transmitter / Receiver

- ED0/ AIRS (2 each)

Transmi t te r/ Re ce ive r

- TR Oa27 (2 each)

Receiver

- RL'Q I

Transmitter

- TV20 Receiver

- 2R-0278 Mult Ch anne l Receiver

- R361 - Single Channel Transmi t te r

- T0-0217A Mult Channel Tcansmitter

- T-0282 Single Channe1 l

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ATTACHMENT 6 Estimated Speeds of Aircr1f t while in the Traffic Pattern 8

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ATTACHMENT 7 DF,FAR MF.'iT CF TF.A:SPC E ATICN FICERAL AVIATICN AOMI'iI5!RATICN AIRPCE TRAFFIC CONTRCL TC4IR Harrisburg International Airport 2'3 - Fifth Street Middletown, Pennsylvania 17057 I35i:ID: October 1, 1978 a t :.,CTI'E:

Nove=ber 1, 973

1. ~=V J. A

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Y v.3..:a-AIRPC2T RAF IC FA".'2IRN3 HARRIS 3CRG IN*IR';ATICNAL 'IR.Por "his letter cancels Olnsted. Tcwer Letter to Aimen 75-2, dated EFF: December 13, 97k.

Traffic condition, types of Operating aircraft and the proxi=ity of the Capital "ity Airport control zene dictate that aircraft operati :g to and frem Harris-burg Internatienal Airport shculd confon to the traffic patterns depicted in the attachments to this Letter. 01=oted Tower =ay approve deviations upon pil t requests when considered advantageous for the safe and orderly flew of air traffic. We hope that pilot adherence to these traffic patterns will help us arovide safer and : ore efficient service.

n..N..u

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Attach =ent

- Lepicts a left traffic patte n to Runway ~~; piston engine aircraf t ( 2.300 pounds or less) 1300 MSL: turbejet and large pisten engine aircraft *cCO MSL.

Pilots should plan base leg to Runway 13 so as not to proceed bevend the Pennsylvania Turnpike 3ridee.

b.

Attach =ent 2 - Depicts a r;ght traffi: pattern to Runway 3*; pisten engine aircraft (*2,5CO pounds or less) 1300 M3L; turbojet and large piston air rsft '300 M5L.

c.

VFR departure procedure, depicts a right turn to zero f0ur zero (CLO) degrees before reaching the Pennsylvania Tu.. pike Bridge, cli.b to two thousand five hundred (25CO) en heading CLC degrees for aircraf t departing Run.ay 3*.

d.

Attach =ent 4 - Stage II Radar Serv e - VFR Aircraft for Harrisbteg International Airport.

Any ce_-=ents on the precedures contained in this Letter =ay be directed to Chie f, Cl=sted Tower; phone 717/94k 4502.

S.is Letter shall remain in effect until cancelled.

h es]

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CMSTD TChT.R L.M 9 TC AI M 79-1 STAGI II RADAR SERVICE - VTR AIRCRAFT This Letter to Airsan revises the Capital City Airport Stage II procedures for both Capital City and Harrisburg International Airports.

Stage II Service (Radar Advisory and Sequencing Service for VFR aircraft inbound Capital City and Harrisburg International Airports) is a voluntary progra= for the punese of previding radar advisory and sequencing service to aircraft operating in VFR weather conditions. arriving Capital City and Harrisburg International Airports.

All ar-iving aircraft will be considered participating in this voluntary program unitas they initially advise ;o the centrary. Aircraft not desiring the serrice that is provide. will neither be penalined nor afforded priority handling.

In order to adjust the flow of arrival aircraft into the traffic patter.1 in a safe and orderly =anner, p'. lots of VFR aircraft should estat _ish radio contact with Capita' .ity Approach Control within a 20 mile radius cf either airport. *hereafter, radio contact shall be maintained with Approach Centrol until advised to contact the appropriate control tower.

positien reports say be nade in relation to:

a.

Any VCR radial or NAVAD b.

Any public use airport c.

Any well defined geographical peint or town Pilots shculd report their position and altitude en initial centact with Approach Centrol.

~.' nan radio centact has been established, Capital City Approach Centrol will ; ovide pilots with wind and runway (except when the pilot states he has appropriate ATIS Code), traffic informatien and, as required, hold-ing instructions, routings, headings, etc., as necessary for the proper sequencing with other arriving traffic.

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s C2STD TChT.R ITFt 1*/01/73

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Cly.STD TC'wU LM TO A!R C l 79-1 9

STAGO II RADAR SERVICI - VFR AIRCRAT2 Page 2 After radar contact is established, the pilot =ay be directed to navigate on his own or fly specific headings, either to join an appropriate leg of the traffic pattern, or to position the flight behind the preceding aircraft in the approach sequence, or to a VFR holding point.

flight is positiened behind the preceding aircraft and. the pilot states

'when a having the aircraft in sight, he will be directed to follow it.

7ne tower will be responsible for sequencing the local traffic in pattern with the arrival traffic.

to local control in the tower. Radar service is automatically ter=inated when transferred Pilots departing VFR desiring traffic infor=ation service should state:

"RE UTST RADAR ST.RYICI" on initial contact with Ground Control and sdvise proposed direction of flight.

Following takeoff, the Tower will advise when to contact Departure Centrol and the frequency to be used.

'n'e believe that increased radar service to VFR aircraf t is another step fonard toward establishing a safer traffic enviren=ent.

/ '069 Cly.STD TC'D

.7:

11/01/78

ATTACHMENT 8 AIRCRAF AFFRCACM C ATEGEOCRIE3

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b C LM M -* s 2 : s

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A Less than 9a Knots less than 'O,001 Founcs TYPE 3:

(small single engine and lign: twins) C*50, Ca72, C'!C, C206, C3 *C, C 320, CLC', C42*, FA'd, PA23, PA23, PA30.

FA32, FARC, PAYE, AC50, AC68, SE33, SESS, 3E60, BE65, SL26, AA5, MC2' 3

94 - *2C Knots 20,00* - 60 CCO Pounds

• 'YPES :

(Medium u d Large t. ins) AC6C, 3E30, 3E90, 3ESS.

CV2'., CV34, CV5S, FA27, C7, C

• 2 3, SH7

• 4 Knots 60,C01 - *5C. COO Pounes C

• 21

• !PIS:

(Large Multt-engine, Small Jet "ransport, Executive Jet and small Military Jets) 'C L, X 6, ^C7, DC9, 3727 CC LR23,LR24, L325, LR35, LR36, CA C, N265, CSCO, ES25, L *29, AC2*, C9, Ca2*, C*'8, C JO, ?3, A37, T33 2

• L1

• 65 Kncts

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(..arge vet,ransports)

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Ca.-

E 6e Knots or more Any aeignt

~'YFF.S :

(Military Fighters) !?5, A7/D

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