YUMA PROVING GROUND, Ariz.-- An essential part of YPG's test activities occur in the skies far above the proving ground's vast ranges. From helicopters to unmanned aircraft, the cutting edge airframes military aviators depend on are tested and weaponized from the proving ground's six airfields, of which the largest and busiest is Laguna Army Airfield (LAAF).
Dating from the years after World War II, the venerable airfield has seen a great deal of history, from hosting flights that supported initial testing of the Global Positioning Satellite (GPS) in the 1970s to serving as the takeoff point for the largest-ever payload extracted from a C-17 aircraft in support of a NASA test in 2009. The airfield's pilots each fly hundreds of hours per year in support of YPG's mission, and most are former military officers. Likewise, the airfield's air traffic operators boast similar military experience.
"Our average flight time for pilots is about 8,000 hours," said Ralph Arnold, LAAF chief. "Most are dual rated to fly airplanes and helicopters, and we fly whatever mission comes up. We can perform a wide variety of missions, from being radar targets to supporting a NASA drop."
Due to an increase in diversity of aircraft landing and departing from LAAF, YPG re-commissioned the air traffic control tower last month. While this designation means little to passengers passing through, it is a major step forward for the airfield in both safety and future expansion.
"In the past, the flight operations people were advisors," explained Jim Walk, airfield manager. "They could ask a pilot to do something, but they couldn't command it. The whole idea of this is to make operations more efficient and safer."
Among other things, Class D airspace prohibits aircraft from entering an airport's airspace without first making contact with the airfield's control tower. It also mandates pilots to follow instructions from air traffic controllers in the airfield's tower.
"Class D airspace also allows us to accept unmanned aircraft under certain conditions, which is another big customer," said Miranda Weaver, air traffic controller. "Becoming a class D means better safety and it also attracts more customers."
This latter aspect is particularly important to an airfield such as LAAF, which hosts a variety of aircraft.
"I have fixed wing mixed with helicopters mixed with people who don't operate here on a daily basis," said Weaver. "Each week we get a new crew of pilots that have to be briefed on our operations."
LAAF's bread and butter is hosting regular flights that ferry members of the recently-expanded military freefall school to their test jumps, another factor that makes Class D air traffic control a must. Class D status also means additional standards for maintenance of flight tower equipment and physical fitness for the air traffic controllers.
"We have to maintain our radios and tower equipment to a certain standard," said Walk. "We have a dedicated air traffic controller equipment maintenance mechanic that inspects items every week."
Air traffic control is inherently stressful and serious, but the LAAF team has long experience coping with the rigors of the job.
"Now that we're a Class D, we have to pass the same annual physical examination as an aviator," added Tom Sandoval, air traffic controller.
"It's an intense job, but, if you work cohesively as a unit, things tend to go smoothly," added Weaver. "In the types of operations we do there is so much opportunity for something to go wrong. Our really good safety record is a result of everyone working cohesively as a team."
For their part, LAAF's pilots are pleased with the transition.
"It's another added layer of safety," said Gerald Fijalka, pilot. "You actually have people controlling aircraft instead of two or three aircraft pilots just stating their intentions. It doesn't really affect the local pilots, but it makes it easier for transient aircraft with pilots more accustomed to operating in places that have a control tower."
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