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Growler EIS Preferred Alternative FCLP Distribution

12 July2017

Conducting the majority of FCLP at OLF Coupeville Scenario maximizes

the quality of training and reduces the potential for training impacts associated

with FCLP at Ault Field

FCLP statistics at Ault Field and Coupeville prior to 2009 do not reflect the

significant number of operations conducted by EA-6B A-6E and EA-18G fleet

replacement squadrons FRS and fleet squadrons on training detachments to

other naval airfields

Prior to 1990 COMMATVAQWINGPAC conducted experimental FCLPs at

non-Navy airfields to improve the quality of FCLPs to better match the dark
conditions at sea Grant County Municipal was utilized for year but was
abandoned due to logistics challenges getting to Grant County Other options

were looked at such as Port Angelis Coast Guard Base which was built on log

pilings and could not take the repeated jet use Both McCord AFB and

Boeings Everett plant had more suburban encroachment than Ault Field As

result detachments to NAS Lemoore and NAS Miramar were utilized to

improve and meet FCLP demand

In the 1990s and through the mid-2000s COMMATVAQWINGPAC increased
utilization at NAF El Centro for FCLPs Transition of USMC to now MCAS

Miramar and increased demand at NAS Lemoore by local squadrons reduced

detachments to these locations VAQ-129 the EA-6B FRS spent

approximately 16 weeks each year at El Centro for both syllabus production

and FCLP
The unmodified carrier landing pattern at NAF El Centro and the unique at-sea

ambient lighting and environmental conditions of nearby San Clemente Island

provided higher quality of training than could be achieved at either Ault Field

or Coupeville reducing the need to maximize the use of Coupeville

The combination of FCLP operations at NAF El Centro San Clemente Island

and OLF Coupeville left much smaller percentage of FCLP at Ault Field than

is depicted in the Draft ElS

Increasing budgetary pressures in the mid-2000s reduced the availability of

resources i.e flying hours travel funds manpower and aircraft causing
gradual drawdown of production detachments to NAF El Centro and steady

increase in the percentage of FCLP conducted at Coupeville from

approximately 2008 to 2013

The increasing trend toward the Scenario FCLP distribution was interrupted

by the Navys response to the lawsuit filed in 2013 which limited FCLP at

Coupeville to fixed number of operations and forced an increase in the

percentage of FCLPs at conducted at Ault Field

Historically OLF Coupeville was under-utilized because the landing pattern to

Runway 14 landing to the southeast was significantly modified to avoid the

western coastline and noise sensitive area north of the runway

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The modified pattern significantly reduced the quality of training and discouraged

usage of Coupeville at night when the southeastern wind required usage of

Runway 14 approximately 50% of the time

The noise sensitive chicken farm north of the runway has closed

This EIS thoroughly analyzed noise contours associated with the unmodified

carrier landing pattern at OLF Coupeville enabling the Navy to operate at

Coupeville exactly as it does at sea which will result in

greater usage than
historical trends

OLF Coupeville best replicates the carrier environment thereby providing the

highest quality of training available

The low cultural lighting around the airfield and ability to completely darken the

field emulates low ambient lighting conditions experienced at-sea

At Coupeville the lack of artificial visual cues at night requires greater

dependence on flight instruments key factor in developing and maintaining the

skills requisite to safely land the EA- 8G on the carrier with precision and

consistency

The landing pattern at OLF Coupeville now replicates the pattern flown at-sea

reinforcing the proper muscle-memory and landing techniques

Due to the diversity of platforms flying out of Ault Field the FCLP pattern at

Ault Field is at higher altitude and requires throttle and control movements

unlike those required when landing at sea

The inability to accurately match the pattern utilized at sea significantly impacts

the training quality at Ault Field and actually has negative adverse impact to

training especially for the first tour student aviator

FCLP at Ault Field is disruptive to other flight training

Because Ault Field operates as single-runway airfield FCLP at Ault Field is

often interrupted by departures and arrivals of aircraft not participating in FCLP

At the same time pilots not participating in FCLP must limit the number of

practice approaches they perform and the visual landing pattern is closed to non
FCLP traffic

Consequently FCLP at Ault Field reduces the efficiency and effectiveness of

training for all NAS Whidbey Island based squadrons P-3 EP-3 P-8 C-40 H-

60

Growth of the EA-18G and P-8A squadrons at Ault Field will increase the

likelihood that FCLPs at Ault Field will be disruptive to other flight training
Conducting 20% of FCLP at Ault Field Scenario raises Total Flight

Operations at Ault Field to 95100 which represents 16% increase over the

previous 5-year average

Scenario puts 50% of FCLP at Ault Field raising Total Flight Operations by
31% to 107700 level of operations not experienced on average since prior to

the arrival of the P-3A squadrons in 1993

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When there were only four P-3C/EP-3A squadrons at least one was always

deployed creating episodic increases in airfield operations and reducing the

number of units involved in deconfliction of FCLP at Ault Field

Of the six P-8A squadrons that will be based at Ault Field more units will be

non-deployed at any given time creating more constant flow of air operations

and increasing the number of units involved in coordination of flight schedules

Greater diversity in flight characteristics of the aircraft stationed at NAS

Whidbey Island/Ault Field will reduce the efficiency of air traffic flow that will

be exacerbated by FCLP at Ault Field

Before 1993 aircraft based at Ault Field A-6E and EA-6B had homogeneous

performance characteristics and missions allowing smooth integration of FCLP

with other landing pattern operations

Between 1993 and 1995 four squadrons of P-3C and EP-3A aircraft were
relocated to Ault Field as result of several BRAC actions

Aircraft performance characteristics and flight profiles i.e airspeeds and

altitudes of the P-3C and EP-3A in the landing

pattern were very
similar to those

of existing tactical aircraft enabling relatively seamless airspace integration

In 2016 the Navy began replacement of those P-3C and EP-3A squadrons with

the P-8A aircraft and will soon add three more P-8A squadrons net increase

of 18 large Boeing-737 derivative aircraft

The P-8A is larger and heavier than its predecessor P-3C requiring greater

separation of aircraft to avoid wake turbulence causing greater challenges of air

traffic management and deconfliction in the local airspace

From 1986 through 1994 there was 9-year stretch of greater than 21000 FCLP
operations per year at Coupeville with the average year being 26051 during
that timeframe Scenario 50/50 would limit FCLPs at Coupeville to 21000

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