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Improving Access to the LaGuardia International Airport

Williams Aviation Consultants was retained by Ken Paskar to review and analyze the proposed 

North Shore Marine Transfer Station (NSMTS) located 1,850 ft southeast of the Runway 31 

threshold of LaGuardia airport (LGA). The purpose of the analysis was to determine how the 

proposed NSMTS would impact the usability of LGA during periods of inclement weather by 

preventing the implementation of a precision instrument approach procedure with 1⁄2 mile 

visibility minimums.1 During the process of conducting our review, it became clear that the 

NSMTS, presently under construction, will degrade airport access and efficiency while 

increasing air traffic delays and associated costs to aircraft operators.2

The following is a synopsis of our review, associated conclusions and recommendations.

BACKGROUND

Current Instrument Approach Procedure (IAP) Configuration for LGA Runway 31: Non 

Precision IAP

LGA is equipped with two crossing runways; Runway 13/31 and Runway 04/22. Presently, 

Runway 31 is equipped with non-precision IAPs which are offset to the south. Landing 

minimums for these IAPs are 640 (632) and 1 3⁄4 mile visibility.

Non-precision IAPs have relatively high landing minimums due to the fact that they only provide 

lateral course guidance and do not provide a pilot with precision vertical guidance down to the 

runway pavement. As such, they do not provide the high level of access to the airport which 

might be provided by a precision IAP.

Precision IAP

Precision IAPs utilize both lateral course, and vertical glideslope guidance, whereas nonprecision IAPs such as the LGA LOC 31 and the RNAV (GPS) RWY 31 provide lateral course 

guidance only. A precision IAP provides the pilot with the lowest possible landing minimums 

 

1

Aeronautical Impacts of the North Shore Marine Transfer Station – Williams Aviation Consultants, December 

2009 and Aeronautical Impacts of the North Shore Marine Transfer Station on a localizer Precisions Vertical (LPV) 

Instrument Approach Procedure – Williams Aviation Consultants, January 2010.

2

There are, at present, two obstructions on the final approach course for Runway 31 which restrict the establishment of 

a precision IAP to Runway 31. These obstructions are silos employed for the storage of asphalt and cement located 

directly across Flushing Bay from the runway. It is our understanding that both of these obstructions could be removed 

or lowered at minimal cost. If these two silos were reduced in height by up to 25 feet, Federal Aviation Administration 

(FAA) standards would allow the installation of a precision IAP to Runway 31 with visibility requirements as low as 1⁄2 

mile.
Williams Aviation Consultants, Inc.

and most commercial aircraft are equipped with the necessary instruments to fly this type of 

instrument approach. Runways equipped with a precision IAP benefit both the airport and the 

flying public by improving access to the airport during periods of low clouds and visibility. 

LGA does not currently have a precision IAP because Runway 31 does not have a glide slope 

antenna, which provides vertical guidance, and the localizer antenna is not aligned with the 

extended Runway 31 centerline. In order to obtain the lowest minimum descent altitude and 

visibility requirements, an approach lighting system also needs to be installed on Runway 31. An 

initial feasibility review indicated that these limitations could be overcome and Runway 31 could 

support a precision IAP. Also, a GPS based LPV approach could be utilized which would not 

require the relocation of the localizer antenna and does not require a glide slope antenna.

Current Operational Limitations

When local LGA winds shift to the northwest, aircraft operations at LGA favor the use of 

Runway 31, both for takeoffs and landings. When such wind shifts are accompanied by low 

ceilings and visibilities, aircraft landing at LGA navigate to Runway 31 by means of the LOC 

RWY 31 or the RNAV (GPS) RWY 31 IAPs. 

So long as flight visibility is at least 1 3⁄4 miles, aircraft may continue either of these IAPs to 

landing. However, if flight visibility falls below 1 3⁄4 miles, arriving aircraft are prohibited from 

landing on Runway 31. In such cases, aircraft must land on another runway having lower 

landing minimums (Runway 4 or Runway 22), enter a holding pattern and wait for visibility to 

improve, or divert to another airport.

Under these conditions, a pilot electing to land on either Runway 4 or 22 will be subject to 

landing under crosswind conditions rather than directly into the wind, which is the normal and 

preferred method of aircraft operation. All aircraft have specific crosswind limitations. If the 

crosswind component exceeds the aircraft’s limitations, it may not land and must either await 

improved weather conditions or divert to an alternate airport. 

Installing a precision IAP on Runway 31, would allow aircraft to land on Runway 31 with as low 

as 1⁄2 mile visibility. This also would reduce the likelihood of aircraft having to either enter 

holding or divert to their alternate airport due to low visibility conditions. 

Air Traffic Management Constraints

Airport operational efficiency has a direct effect on air traffic delays. Factors affecting 

operational efficiency include aircraft fleet mix (large, heavy jets require greater in-trail spacing 

than do smaller and lighter aircraft), runway configuration (number of runways, alignment of 

runways and runway separation) and runway availability (wind, visibility).

As stated earlier, LGA is equipped with two crossing runways which are Runway 13/31 and 

Runway 04/22. When wind conditions favor Runway 31 and aircraft are unable to land on that 
Williams Aviation Consultants, Inc.

runway due to low visibility conditions, they will, if wind direction and velocity permit, execute 

an IAP to either Runway 4 or Runway 22. Departures, however, will continue to utilize Runway 

31 due to the prevailing wind direction.

The following is an FAA discussion of the operational efficiency of landing on either of the 

crossing runways while aircraft continue to depart on Runway 31.

Land Runway 22/Takeoff Runway 31

Greater in-trail spacing for wake turbulence is required to accommodate heavy and Boeing 757 

jets. A large number of heavy and B757 jets departures may back up the arrivals due to arrival 

spacing requirements.3

Land Runway 4/Takeoff Runway 31

This is one of the least efficient airport operations due to the distance from the 

approach/departure ends of the runways to the intersection of the two runways. This 

configuration therefore requires additional spacing on final approach.4

Benefits

Reducing the height of the existing silos will result in the following benefits:

Increased access to the airport during certain adverse weather conditions

Improved airport operational efficiency

Reduced air traffic delays

Reduced costs to aircraft operators

Improved service to the flying public

Air Traffic Management 

If Runway 31 were to be equipped with a precision IAP, landing operations to Runway 31 would 

be allowed to continue down to a flight visibility of 1⁄2 mile, which is 1 1⁄4 miles lower than 

currently exists for Runway 31. This would serve to:

Allow both landings and takeoffs on Runway 31 during wind conditions 

(direction/velocity) that favors use of that runway, even under visibility conditions as 

low as 1⁄2 mile.

Preclude the use of crossing runways for simultaneous arrival and departure operations

Reduce the possibility of aircraft arrival delays due to wind direction/velocity and low 

visibility conditions

Reduce the possibility of aircraft being required to divert to alternate airports due to 

wind direction/velocity and low visibility conditions

 

3

Federal Aviation Administration, LaGuardia Traffic Management Playbook, ILS/LDA 22/DEP 31

4

Federal Aviation Administration, LaGuardia Traffic Management Playbook, ILS 4/DEP 31
Williams Aviation Consultants, Inc.

From an FAA Traffic Management perspective, this would have a positive effect on LGA airport 

operational efficiency, as follows: 

Land Runway 31/Takeoff Runway 31

This is the best single runway configuration although the tower must maintain a one-for-one 

arrival/departure operation.5

Other Considerations

According to the United States Standard for Terminal Instrument Procedures, FAA Order 

8260.3B and 8260.54A, the proposed transfer station should not be approved because it will 

penetrate the obstacle clearance surfaces (OCS) for the ILS and LPV procedures. According to 

these guidelines, proposed obstructions shall not penetrate the OCS.

If, once the a precision IAP were implemented at LGA, with 1⁄2 mile visibility requirements, the 

NSMTS would be located in the runway protection zone (RPZ) for Runway 31 which would 

extend 2,500 feet from the end of the runway. According to FAA guidelines (Advisory Circular 

AC 150-520-33) bird attractants, such as waste management facilities should not be constructed 

within the RPZ. 

Conclusions and Recommendations

Current obstructions located on the LGA Runway 31 final approach course preclude the 

establishment of a precision IAP with visibility requirements as low as 1⁄2 mile. 

Reducing the height of these obstructions will result in the ability of the LGA airport 

operator, in conjunction with the FAA, to establish a precision IAP to Runway 31 with 

improved visibility landing minimums down to 1⁄2 mile from the current 1 3⁄4 mile 

limitation.

If satellite navigation based IAP such as an RNAV or LPV were selected for 

implementation, the installation would come at little or no cost to the airport operator.

It is therefore recommended that, if feasible, the two existing silos constituting obstructions on 

the final approach course to Runway 31 be reduced in height to facilitate the establishment of a 

precision IAP to Runway 31. 

Ramifications of the Construction of the NSMTS

Implementing a precision IAP to Runway 31 at LGA will result in increased access to the airport 

and decrease weather related delays. However, the construction of the NSMTS will eliminate the 

possibility of implementing a precision IAP to Runway 31 with the associated visibility 

reduction to 1⁄2 mile. The NSMTS will instead require that the visibility requirement be set a 1 

mile, thereby negating the benefit of a precision IAP. 

 

5

Federal Aviation Administration, LaGuardia Traffic Management Playbook, LOC 31/DEP 4