EliasJr said:January 2024. Does it take effect the first full pay period of the month? If so then it’s 1/14/24.
Idk about the other one but it looks like LGB went over the breakpoint in January so it’s effective date would be first full PP in February.
CF said:Idk about the other one but it looks like LGB went over the breakpoint in January so it’s effective date would be first full PP in February.
About time for LGB
S.T.O.P. said:About time for LGB
During pride month too
S.T.O.P. said:About time for LGB
Yeah if VNY and MYF are 9s then LGB def is too.
CF said:Yeah if VNY and MYF are 9s then LGB def is too.
LGB has more complexity and volume than MYF, but that bravo gets you places. Hopefully FFZ and DVT can get the 9 as well since they also do more ops than MYF and VNY
Any downgrades?
LGB effective date 2/11/2024.
PNS and RNO effective date 1/14/2024
No new downgrades
fivebyfive said:LGB effective date 2/11/2024.
PNS and RNO effective date 1/14/2024No new downgrades
You mean no new downgrades … yet. They aren’t finished with the backdoor paycuts
HurryUpandWait said:Does anyone know how to access the TCIP anymore? I used to be able to get into the ATO application portal but can’t anymore
From an FAA computer only
aap.faa.gov
You'll need your PIV card to sign in.
Click "I Accept" and TCIP should be on the front page after that toward the lower right.
HurryUpandWait said:Does anyone know how to access the TCIP anymore? I used to be able to get into the ATO application portal but can’t anymore
Same for the Decision Lens Agreement. It’s not on the KSN and has been updated last I heard. That shit should definitely be out for transparent public view like everything else involved with NCEPT has to be.
SquawkHijack said:Same for the Decision Lens Agreement. It’s not on the KSN and has been updated last I heard. That shit should definitely be out for transparent public view like everything else involved with NCEPT has to be.
You can foia it? but the faa has been known to be lame about disregarding foias unless you get the exact name of the whatever it’s called, requested from the exact person or office that has it
Bandit117 said:You can foia it? but the faa has been known to be lame about disregarding foias unless you get the exact name of the whatever it’s called, requested from the exact person or office that has it
I’ve thought about that but don’t really know how to go about it with the last part of what you said in mind. I’ve heard that too.
SquawkHijack said:Same for the Decision Lens Agreement. It’s not on the KSN and has been updated last I heard. That shit should definitely be out for transparent public view like everything else involved with NCEPT has to be.
They also have hidden the nest stuff as well. they used to post the results of the nest meetings. Some people were getting amazing lists and highly desirable facilities so I suspect that’s why. It also seemed like it could be very arbitrary between non retention, ak flight service and a 4 tower. I’d be shocked if there hasn’t been at least one lawsuit over that
nab said:The Bravo multiplier is complete BS, tell me why having a class B equates to 25% more complexity than dodging VFRS in unprotected class C airspace. AUS doesn’t get 15% multiplier for having a crossing runway. BNA and DAB never use their crossing runway like most facilities excluding a tiny few. Why do they get 15% more TCI? Appendix A is flawed. AUS is the only up/down level 9,10,11,12 who doesn’t have a crossing runway or class B airspace. That’s %15-%40 percent less multiplier than the rest.
Are you being willfully ignorant and messing with us or do you actually think what you said is correct?
MMKAY2039 said:Are you being willfully ignorant and messing with us or do you actually think what you said is correct?
He’s right
boots said:He’s right
You think DAB doesn't use their crossing runway?
MMKAY2039 said:You think DAB doesn't use their crossing runway?
boots said:He’s right
I agree about his statement that dodging vfr's is harder than a Class B but to say DAB barely uses their crossing runway is not even close to being correct.
MMKAY2039 said:I agree about his statement that dodging vfr's is harder than a Class B but to say DAB barely uses their crossing runway is not even close to being correct.
Oh I missed that part
boots said:Oh I missed that part
I was trying to figure out that as well lol. Every airport with a crossing runway will use that runway when a pilot requests and the controller can see it working workload permitting ofc.
Definitely don’t think they are using it for patternwork while they have patternworkers on the parallels with inbounds as well though. Some airports are just blessed with a crossing runway that adds a bump to the tci regardless of use which is definitely hurting AUS.
I think the tci should be adjusted to different types of airports, like “GA primary” and “air carrier primary”. Have 2 tiers since the towers do not have the same workloads, they are different. Airports that work both should be given a boost since that’s definitely rough. #SNA/LGB come to mind
S.T.O.P. said:I think the tci should be adjusted to different types of airports, like “GA primary” and “air carrier primary”. Have 2 tiers since the towers do not have the same workloads, they are different. Airports that work both should be given a boost since that’s definitely rough. #SNA/LGB come to mind
This is what the “mix” part of the formula is for but it doesn’t seem to do much. Or I just don’t understand it.
The TCI is broken. Some of my favorite examples that reaffirm this are similar types of airports with different levels. In this case, let's look at some the some core 30 towers.
In the past 12 months, FLL has worked 12.5% more planes than IAD and they did it with half as many runways. The vast majority of the traffic at both airports is IFR commercial intinerants. The major difference is IAD gets 25% extra for being a class B compared to FLL's 10% for class C, and IAD also gets 10% for having a converging runway.
For the same 12 months, IAH worked 1.8% more planes than MCO. Both class B, but IAH gets the converging runway multiplier and that somehow gives them enough to be an 11 vs MCO as a 9. I think the fact IAH and IAD are hubs also probably helps their count over MCO and FLL since the traffic during their busiest hours is condensed by departure/arrival pushes.
One more thing I find wild is that MYR is a 9. I think their TCI is heavily carried by the fact that from about April to August, they have these 2 helicopters that just run land on the SE side of the runway, takeoff and fly a sightseeing tour up NE up the beach a few miles, come right back, pick up more passengers, and do it again. All day, everyday in the summer. And they count them as air taxis. Their air taxi op goes from like 2k in January to 18k in July. The crazy thing is I listened to a little LiveAtc and I didn't hear them talk to the helis at all. I think they just have an LOA where they're probably monitoring the freq. Meanwhile they get a tower and a tracon count for it. Insane. Meanwhile RSW is also a single runway Class C and they ran twice as many IFR itinerants as MYR in the past year (almost triple the amount of air carriers) but they are an 8.
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