TRSA and /X

"Scott Migaldi" wrote in message
...

Plain language: Because they do not have the trafic load required to be
Class C but much more traffic than what is being loaded into the class D
airports.


Do they? How does the traffic count at airports with Class D airspace and
TRSAs compare with the traffic count at Class D airports with TRACONs that
do not have TRSAs?

"Scott Migaldi" wrote in message
...

Plain language: Because they do not have the trafic load required to be
Class C but much more traffic than what is being loaded into the class D
airports.

Has nothing to do with traffic levels. We were a TRSA here at BIL and
went right into class C when that all happened across the country. A
very few just stayed TRSA's. Class D is never an option for a facility
with a radar approach control.

Newps wrote:


"Scott Migaldi" wrote in message
...

Plain language: Because they do not have the trafic load required to be
Class C but much more traffic than what is being loaded into the class D
airports.


Has nothing to do with traffic levels. We were a TRSA here at BIL and
went right into class C when that all happened across the country. A
very few just stayed TRSA's. Class D is never an option for a facility
with a radar approach control.

Really? How do you explain KRDG, an airport in Class D airspace, which
has radar approach control? There is NO TRSA.

(The apprch frequency is also not on anywhere on or next to the chart,
so one needs to use a A/FD to find the frequency. I think the ATIS
includes the frequency, and the tower will direct you to switch to
approach frequency if you contact them first, although there is no
obligation to use approach if you decline it.)

Newps wrote:

Has nothing to do with traffic levels. We were a TRSA here at BIL and
went right into class C when that all happened across the country. A
very few just stayed TRSA's. Class D is never an option for a facility
with a radar approach control.

It may have been an option at one time. Not all TRSAs are leftover
from the old days. I recall that Fairbanks, AK had an approach control
and class D back in '99 (no TRSA). Looks like they've added a TRSA
since then.

John Galban=====N4BQ (PA28-180)

In article .com,
"John Galban" wrote:

Newps wrote:

Has nothing to do with traffic levels. We were a TRSA here at BIL and
went right into class C when that all happened across the country. A
very few just stayed TRSA's. Class D is never an option for a facility
with a radar approach control.

It may have been an option at one time. Not all TRSAs are leftover
from the old days. I recall that Fairbanks, AK had an approach control
and class D back in '99 (no TRSA). Looks like they've added a TRSA
since then.

Stockton (KSCK) in California was a Class D with its own approach
control until it was swallowed up by NorCal Approach a couple of years
ago.

Hamish

Reason was funding. Extra staff for TRSA. Doesn't qualify for Class C.

"Doug" wrote in message
oups.com...

Reason was funding. Extra staff for TRSA. Doesn't qualify for Class C.


Why would a TRSA require more staff than a TRACON with just Class D
airspace?

"Steven P. McNicoll" wrote:

"Doug" wrote in message
oups.com...

Reason was funding. Extra staff for TRSA. Doesn't qualify for Class C.


Why would a TRSA require more staff than a TRACON with just Class D
airspace?

Answering the latter question alone, some TRSAless Class D radar facilities
have the radar position(s) in the tower cab, which probably reduces the
personnel required compared to a separate room or facility which might
require separate supervisors, etc.

For example at KRDG, the same controller may operate both local and approach
(departure) during off-peak times. Not sure if radar control in the tower
cab qualifies as a "TRACON" though or if there is another acronym for the
setup.

"Jessica Taylor" wrote in message
...

Answering the latter question alone, some TRSAless Class D radar
facilities have the radar position(s) in the tower cab, which probably
reduces
the personnel required compared to a separate room or facility which might
require separate supervisors, etc.


Why would the physical location of the radar scope(s) affect the number of
personnel required to staff them?



For example at KRDG, the same controller may operate both local and
approach (departure) during off-peak times. Not sure if radar control in
the tower
cab qualifies as a "TRACON" though or if there is another acronym for the
setup.


That setup is known as a TRACAB. I've never been in one, but I assume such
facilities have only one radar position. But many TRACONs with multiple
radar positions combine them at times to one radar position in the radar
room or in the tower cab or even one controller working all TRACON and tower
positions.

It was stated here that a TRSA requires additional staff. I don't see why
that would be, everything else being equal. RFD and RDG have about the same
level of traffic, RFD has a TRSA but RDG does not. I see no reason why RDG
would require greater staffing to work the same traffic.

"Newps" wrote in message
...
[...] Class D is never an option for a facility
with a radar approach control.

Never say "never": KEUG

There are probably others.