A Work-Around to FAA’s Failed Noise Models

This Post looks at how a simple and economical noise study for a large park and natural area suggests a better way to study airport noise. It essentially presents a work-around to two root problems in how FAA and industry ‘collaborate’ to obstruct aviation noise activism:

  1. that FAA knowingly uses noise metrics and noise models that work great for the airlines – since they completely fail to define and mitigate aviation noise impacts, but work terribly for people – since they consistently fail to objectively quantify noise and impacts; and,
  2. that, whenever citizens approach FAA or airport authorities with their concerns, and seek hard data to help define and fix the problems, both FAA and airport authorities routinely withhold that data, and instead work to confuse and disillusion these activists.

The Boston (Logan) Noise Impacts

In recent years, FAA has become extremely accommodating to hub airlines, by no longer pushing back against excessive flight scheduling. At Boston Logan [KBOS], the airport configuration allowing the highest capacity in terms of ‘runway throughput’ or operations per hour, includes using the parallel runways 4L and 4R for arrivals. KBOS has major hub operations by JetBlue, and minor hub operations by American and Delta. So, with FAA intensifying the use of runways 4L and 4R for arrivals, even in crosswind and slight tailwind conditions, they are imposing an enormous noise and air pollutant burden on communities under the straight-in arrival corridor.

The impact upon communities below, such as Milton, has been intense. People are losing sleep (the short term impact) and breathing more aviation pollutants (which will cause serious long-term health impacts). They are complaining to both FAA and the airport authority, Massport, as well as to their elected reps and local community officials. Their complaints continue to be broadly ignored by the key authorities – FAA and Massport – both of whom routinely reply that ‘nothing has changed’ and ‘the perceived impacts are not significant by our standards’. Needless to say, this mishandling by FAA and Massport only infuriates and further sensitizes the impacted communities.

Something has to change. FAA/Massport must stop pretending to comply with federal and state environmental impact assessment processes, which they do by using worthless impact models. Frankly, these models were designed to create an illusion that impacts are objectively measured, and they were also designed to bias the conclusions to ensure validation of any and all airport operational expansions. We need a new model that is objective; a model with people collecting REAL noise data and compiling it into impact contours may be the best way to go.

Noise Modeling at Blue Hills Reservation

The Blue Hills Reservation includes 125-miles of trails on 7,000 acres. A prominent water body in this natural area is Houghton’s Pond, which happens to be under the straight-in approach to runways 4L and 4R, at approximately 11-miles from the landing threshold.

Friends of the Blue Hills is a local non-profit organization that coordinates volunteers and works to preserve and protect this wonderful natural resource. A recent Post at their blog announced a great project. It looks like Boston University is doing a noise study; professor Richard Primack and doctoral student Lucy Zipf appear to be crowd-sourcing the use of an iphone app by volunteer hikers, to compile an actual noise map of the trails for most or even all 7,000 acres of Blue Hills Reservation.It will be very interesting to see what they produce. Seemingly, if the app-devices are synchronized, they could create a noise contour map that would show actual noise levels at any one time. Further, a collection of maps could be created, so that noise impacts for varying conditions can be compared.

How This Might Be Used For Aviation Noise Impacts

The app and methodologies could easily be applied to a residential community, such as Milton (or Des Moines, WA; or Cabin John, MD; or Palo Alto, CA; etc.). What’s to stop a local activist group from staging a grid of 4- or 6- or even dozens of devices at mapped street locations in Milton, and compiling the data into maps that show REAL decibel-level impacts? What’s to stop that same group from creating reference maps on days where there are no runway 4R and 4L arrivals, to establish a definitive baseline noise level?

Let’s watch this project and see if it offers a smart and economical work-around, so we can move beyond the ongoing data obstruction by FAA and airport authorities.


Boston noise activist groups:

No one wants health care to be like the airlines!

“How was the hospital?
“Not great. My surgery was three hours late, my bed was double-booked so they dragged me out of the OR, and then they sent my appendix to Albuquerque!”

This is where aviation is headed, under the ATC privatization that Trump supports. A few will be enriched; most people will see things worsen. Substantially.

Click here to view the source article, or here to view an archived PDF copy of the article. The article title is harsh but, hey, take the time to see what is in the article and think about your own experiences. This industry is out of control – as is the faux-regulator FAA. The author makes some great points.

The Third Head of the NextGen Hydra: How FAA is Jamming Arrivals Closer Together

Three months ago, the ‘Dissecting NextGen’ presentation was made in Des Moines, to help people better understand the impacts of NextGen around Sea-Tac International Airport [KSEA]. Included within that presentation was discussion of ‘Hub Concentration’ and ‘Route Concentration’, as two of the main changes that are causing NextGen impacts. Well, continued research in the past months has revealed a third head to this monster: efforts by FAA to alter rules, to reduce spacing between arrivals, even setting up side-by-side arrivals to closely-spaced parallel runways.

FAA is using two main strategies to reduce arrival spacing:

  • Wake Recat: short for ‘wake recategorization’, this is the reduction of minimum safe distances behind larger aircraft that create wakes. Without getting into too much detail, a series of fatal accidents decades ago forced FAA to impose longer distances between successive flights on the same route, called ‘wake turbulence separation’. But, in time, with pressure to remove capacity limitations, the rules are being modified to shorter distances.
  • Simultaneous Dependent Approaches to Closely Spaced Parallel Runways (CSPR): many of the main hub airports rely on use of parallel runways that are spaced even less than half a mile apart. ATC can accommodate a lot of flights on/off parallel runways, primarily by using one runway to land and the other to takeoff. But, when weather deteriorates, especially if visibility is reduced or the ceiling (altitude of lowest cloud layer) gets to be too low, capacity plummets. So, FAA has been working with airlines to develop new ATC procedures that allow flights to be spaced much closer together when set up for landing on two or more parallel runways. [click here to view archived copies showing the evolution of FAA Order JO7110.308B since 2008]

What’s Bugging People?

Although most airports continue to be far below historic traffic levels, there are a dozen or so main hub airports where the ‘Final Four’ airlines (American, Delta, Southwest and United) schedule excessively. These are the airports where people are upset. They are seeing more flights, and they are seeing/hearing flights that are lower, often slower, seemingly louder (which is a given, for lower flights), and often turning closer to the airport than ever before. They are also seeing surges of flights — both departures and arrivals, in rapid succession, sometimes even side-by-side. It is scary to some, and deeply disturbing to many. Even retired air traffic controllers cannot believe what they are seeing. It is as if these few airports have acquired a meth or steroid addiction.

Authorities insist nothing has changed, but they are totally wrong. Well, not just wrong: they are lying, and they know it. At these few hub airports (Sea-Tac is the one growing the most in recent years, due to Delta’s 2012 decision to create a new hub), traffic volume is up, especially during the surges that happen in relation to expanded hubbing. But, there are also forces that are pushing arrivals closer to the ground. For example, with wake recat, the key thing to understand about aircraft wakes is they descend; i.e., the hazard that can flip a smaller airplane slowly drifts downward toward the ground, so ATC works hard to keep the trailing aircraft at least slightly above the leading aircraft. But, if ATC is trying to bring both aircraft in to land, on parallel runways, than ATC needs to push the lead aircraft down lower ASAP. Why? Because, if the lead aircraft is not descended low enough, the trailing aircraft will end up too high, unable to finish the approach. This results in a go-around, which carries higher risks and makes both flight crews and ATC do a lot more work.

An Example: A 13-hr Arrival Stream to Runways 4L & 4R at Boston

Boston offers an example of how badly communities are being impacted. Here, we have densely populated communities and a dominant regional airport, [KBOS], that effectively monopolizes commercial aviation.  Three airlines schedule excessively at KBOS: JetBlue, American, and Delta. JetBlue is the dominant hub airline with a schedule that generates a large number of through-passengers (thus imposing much larger impacts on the area, to accommodate the added flights).

To gain airline support for NextGen, or at least to ensure the airlines will not oppose NextGen (which would kill FAA’s chances of getting Congressional funding), FAA has sold out on their responsibilities to protect communities and the environment. FAA has apparently told the airlines that they can expect increased runway throughput, which FAA will achieve by abolishing all noise mitigation procedures and creating new flight procedures that turn lower and as close as possible to the runways. NextGen is being used as a decoy or cover; by claiming NextGen is all new and fancy, FAA tricks everyone – including Congress – into not noticing that what is REALLY happening is simply the wholesale abandonment of FAA’s past responsibilities to protect the environment and community health. And, by the way, NextGen is NOT all new and fancy; most of it has existed and been used for decades; the alleged benefits are just a fraudulent sales pitch.

Clearly, when you study what FAA has imposed at ALL NextGen airports, the game plan is to maximize runway throughput. This accommodates the ideal all airlines want: unrestricted scheduling to tweak profits higher using expanded hub operations. So, with this in mind, at an airport like Boston, FAA focuses on using the combination of runways with the highest capacity per hour, which at Boston is to have arrivals land on the parallel runways 4L and 4R. Just like happens when new freeway lanes are added, the airlines are quick to eat up the increased capacity; supply defines and expands demand. At Boston, FAA is now heavily relying on 4R and 4L to ‘accommodate’ the expansion by JetBlue, Delta and American. So much for quality of life under the intensified approach corridor. Milton does not really need to get sleep, do they???

A recent 13-hr arrival stream to Boston’s 4L and 4R

And, of course, FAA applies the same strategy at all airports where airlines want to expand hub-related profits: they use runway combinations that maximize capacity, even if wind and other factors might argue against these decisions. It’s called ‘choosing runways to traffic’, and it’s a way to be overly accommodative to airlines.

The result is streaming arrivals: nearly nonstop impacts on the ground, one arrival after another after another, sometimes even paired arrivals that are nearly side-by-side. As shown in this table, summarizing arrivals per hour on the intensified approaches to Boston’s runway 4L and 4R, the impact is relentless. Note the busiest hours are non-stop, averaging as little as 1.2-minutes between flights. [click here to view the entire stream in a data table]

And, adding insult to injury, when people notice and ask what has changed, both FAA and the airport authority (Massport, in this example) play with them: they say nothing has changed.

How Do We Kill This Monster?

FAA is simply out of control. And, Congress is doing squat to correct this problem. We need leaders in Congress to:

  1. demand that FAA serve the people ahead of the corporations, and this requires an emphasis on both transparency and accountability;
  2. demand that FAA cease spending our money to propagandize for the industry; this regulatory capture has gone on far too long;
  3. pass legislation that strongly disincentivizes airline hubbing – one of the simplest changes would be to formulate a new set of fees and taxes, the heart of which should be a very steep aviation fuel tax;
  4. and, pass legislation that restores local control, so that local communities have a real voice, and can impose reasonable curfews and capacity limits, and can say ‘NO!’ to airport over-expansion.

Another community up in arms against NextGen: Linthicum, MD

Image

(click on image to view source tweet)

As is the pattern everywhere, FAA’s NextGen implementation throws away the balance that previously existed between airport expansion and local quality of life. Near Baltimore [KBWI], and with FAA’s help, airline profits trump sleep and health. Click here to view an archived copy of this news article.

(kudos to Elaine Miller, at PlaneSense4LI, for tweeting this link!)


UPDATE, 7/17/2017: — The FAA/NextGen impacts around KBWI were brought up during a radio call-in show with Governor Hogan, who said: “This thing was a terrible decision in my opinion by the FAA, without really getting the proper input from the state and local authorities….” Click here for the article, or here for the 4-minute audio.

The Polis Amendment: We Need Local Control of Our Airports!

This Post is about a legislative amendment that is set for review (and hopefully will be adopted?!?) this coming week. Your support is urgently needed, to help restore local authority so that local officials can manage impacts caused by their local airports. A link to help you easily contact your elected representative and encourage their support of HR 2997, is located near the end of this Post. Here’s the background….

The Problem…

We have a problem. A BIG PROBLEM! The system of government in this nation, which was designed to empower individuals and ensure we can work together to prosper and share great lives, has become coopted. Money now controls everything. Aviation offers a concise case study of how bad this has become:

  • the ‘money’ is in the airlines, the manufacturers, the airport authorities, and the industry lobbyists; they spend this money to gain support from FAA and elected officials, to manipulate rules and procedures for their own profits.
  • all of the above have a near-total bias toward expanding airport operations, and a near-total indifference to the impacts that are destroying even historic residential neighborhoods.
  • the environmental costs are not just an inconvenience; the repetitive noise and air pollutants, now being concentrated over new ‘noise ghettoes’ below, create sleep loss, asthma, stress, heart failure, and other serious/fatal medical conditions.
  • citizens who speak up are routinely beaten down; their concerns are diminished and ignored by all authorities; pro-aviation trolls launch attacks via social media; we are led to feel we are ‘against progress’, which is so false (…in fact, we can clearly have moderation and managed impacts that still allow all the real ‘progress’ that an airport can provide – without destroying health & quality of life).
  • when we, as impacted citizens, approach elected officials, we soon learn these so-called ‘representatives’ exist only to fund their next election campaign … and so, they are nearly ALWAYS beholden to industry players; i.e., they will act empathetic and say they are concerned, but their ACTIONS achieve no resolution of our problems. Furthermore, when we look closely at the current Congress, we see that important gatekeepers, such as the Rules Committee, appear to have heavily biased memberships (which, if abused, can be used to summarily dismiss all amendments that do not serve party objectives).
  • when we approach the mainstream media, we quickly see their enormous bias … always in favor of money, always happy to pass on misinformation.
  • when we approach the courts, they too dismiss our concerns.

Given all of this, we could just consider it a lost cause, but we really must guard against that. Instead, let’s pick our strategy carefully, and coordinate our efforts. We have to do this, especially for the next generation.

The Solution…

The very heart of the solution is LOCAL CONTROL. All airports – even O’Hare and Atlanta, the two busiest in the world – ultimately serve the local community. So, why in the world would we let FAA bureaucrats in DC take away the right – and responsibility(!) – of local officials to impose curfew hours, limit operations per hour, and impose other safe and reasonable policies that properly balance airport impacts with airline profit margins? Simply, we WOULD NOT DO THIS. This has happened, only because FAA is a captured regulator; FAA is only pretending to regulate the very industry it serves. And we are the victims, the collateral damages.

This is where the Polis Amendment comes in. Jared Polis, a Congressman representing citizens near the skydiving-noise impact-zone around the Longmont airport, has been working hard to assist those impacted. They have worked for years to get cooperation from Mile Hi, but profitable tandem jumps help the Mile Hi owner, Frank Casares, to refuse to cooperate. Local elected officials feel powerless and defer to FAA, but FAA does nothing… all they want to do is enable aviation commerce, with no regard for the ‘costs’ imposed on others. And so, the problems continue. (click here to view many other aiREFORM articles about Mile Hi and impacts around Longmont)

Here are two recent graphics about the Longmont impacts:

Notice how the climbs are routinely done a few miles AWAY from the actual airport. This helps keep airport neighbors from complaining; it also dumps noise pollution on distant neighbors, many of whom are unaware why they keep hearing so many planes. (click on image to view source tweet)

The shifting of skydiving climbs away from the airport is not only a dumping of noise pollution, it is also DANGEROUS: other pilots, flying through the area, will have a much harder time spotting the skydive aircraft when they are not within a couple miles of the target airport. (click on image to view source tweet)

The Polis Amendment seeks to add text to the FAA Reauthorization Bill (HR 2997), to explicitly restore Local Control of GA Airports (i.e., at General Aviation airports that primarily serve recreational pilots). HR 2997 is also known as the ’21st Century Aviation Innovation, Reform, and Reauthorization Act’, or AIRR, and is being pushed by Bill Shuster, along with lobbyist A4A, the airlines, and officials like Transportation Secretary Elaine Chao. The ‘Reform’ part is a cruel joke; these reforms will only further empower corporate greed, while disempowering us individual citizens. The bill is working its way up to a final vote by the House. The process this week includes getting the amendment approved by the Rules Committee (probably in a meeting on Monday), then proceeding to discussion (probably Wednesday) and eventually for final debate on the House floor.

Here is a copy of the text, proposed for addition at the end of Title VI (Miscellaneous):

So, people who can see […and hear, and BREATHE(!) the impacts of unmitigated aviation…] all need to be heard this week. Contact your elected representative, and let them know why they need to support the Polis Amendment, why WE NEED to restore local control of our LOCAL airports.

This is the first step. Eventually, local control also needs to include empowering the hundreds of thousands of residents impacted under concentrated NextGen routes, to have a real voice – and the democratic authority – to impose curfews, hourly operations limits and other capacity management restrictions that best serve the local community. Every great journey starts with a single step, and local control at GA airports needs support even from those of us who live in the new noise ghettoes FAA is creating, via NextGen.

Take Action, Please!

Please contact your elected representative. Here’s a handy link to identify your rep:

http://www.house.gov/representatives/find/

For further information, please see this petition at Change.org. This is an excellent petition, laying out the goals for resolving all sorts of aviation impacts across the nation. The petition proposes the following seven elements for the 2017 FAA Reauthorization, now being considered by Congress:

  1. Update noise metrics used to evaluate significant exposure.
  2. Require environmental impact reviews prior to flight path changes.
  3. Mandate a robust and transparent community engagement process, including pre-decisional public hearings, for any new or modified flight paths or “flight boxes.”
  4. Restore local control over airport operations.
  5. Remove the FAA from oversight of environmental quality and public health.
  6. Mandate robust data collection and analysis of aviation noise and other pollutants near airports.
  7. Ban flights over and within 2 miles of designated noise sensitive areas.

A Tutorial: How You Can Use Online Resources to Identify and Study Flights Impacting Your Home

Many of us are too keenly aware of the destruction being done to residential neighborhoods, by excessive flight scheduling at the few U.S. airports where airlines are expanding their hubs. To protect homes and health, more of us are now forced to fight with FAA and airport authorities, asking for information and filing our concerns and complaints. This fight is generally made more difficult by one of FAA’s ugliest habits: their tendency to impede real education of citizens who are impacted by aviation.

Sadly, FAA et al tend to bury us with acronyms that cause eyes to glaze over. They try to dazzle us with vague technical references, hoping we become so overwhelmed by the details that we just have to step back and let the experts work this all out. They do not want us to know, of course, that the experts are routinely being compensated by FAA and/or industry, which of course biases their ‘expertise’ with a pro-aviation slant.

And so, there is a need for us to cultivate our own expertise. Fortunately, the internet offers very many resources, not just for research but also for helping one another. 

Here’s a tool that can help. The scrollable PDF below can be downloaded and shared, and it can be viewed offline. It presents an example of how one online flight tracking website (in this case, FlightAware) can be used to gather more information about impacting flights. The links within the PDF are all active.

Click on the image below for a scrollable view; the PDF file may be downloaded.

Please use this tutorial. Learn, research, and share, so others can benefit from your research; so we can precisely present the data needed to compel FAA and your local airport authority to end the excessive impacts. Airports need to serve the local community first, not the airlines and their failed regulator.

A Good Example of NextGen Propaganda Being Pushed by Mainstream Media

In Seattle, KOMO reporter Joel Moreno is using social media to promote a demonstrably disinformational news video. His latest is about NextGen and the Greener Skies program pushed by both FAA and Port of Seattle (POS). Click here to view Mr. Moreno’s online post, where you can click through to view the news video, as well as his tweets.

As happens so frequently these days, the reporting is superficial and pro-aviation; i.e., the reporter just pushes along the selling points they are fed by FAA and industry (airport authorities, airlines, lobbyists, etc.), while doing NOTHING to probe the accuracy of what they are telling the public. Airtime gets filled, and people get fed what the status quo wants them to think. It seems like that is all we get, these days: Propaganda, from lazy, non-reporting reporters.

Here’s one example. At the heart of his news story, Mr. Moreno states: “Implemented in 2013, Greener Skies uses satellite technology so jets make a continuous descent at low power instead of the stair-step approach used before. However, on a typical cloudy day, three out of four arriving planes go right over Beacon Hill.”

What Mr. Moreno fails to investigate are these critical questions (and answers):

  1. is this declared use of satellite technology something new, that offers any substantial improvements in efficiency? (ANSWER: no … commercial airlines have been using direct flights for nearly five decades; in fact, ATC always prefers to issue direct routes, and will do so unless there are too many flights. The only route shortening happening here is within 10-miles of the airports, via the wholesale disposal of decades-old noise mitigation agreements … and the environmental/health cost is extraordinary.)
  2. are the jets making these continuous descents at low power? (ANSWER: only in some cases … but in most cases, due to FAA allowing airlines to schedule too many arrivals, ATC is levelling off the flights … and this is intensifying impacts on neighborhoods below.)
  3. Have the so-called ‘stair-step’ approaches been reduced? (ANSWER: no …  there is no evidence that these have been reduced and, in fact, there is ample evidence they are increasing, due to too many arrivals. Bear in mind, ATC does not issue level-offs just for fun; a level-off is the easiest way for ATC to safely separate aircraft, keeping them the required 1,000-ft above the traffic below.)
  4. Has efficiency improved at SeaTac? (ANSWER: no … not if you look at the arrival ‘parking lots’ and other substantial delays ATC is imposing many times every day, often for hours on end, to try and manage the rampant airline overscheduling. Large turns, loops, and even multiple loops are issued to one flight after another, and at all four arrival gates (east of Mt. Rainier, near Glacier Peak, over Oregon, and over the Olympic Peninsula), so as to slow the arrival flows.)
  5. Was Greener Skies implemented in 2013? (ANSWER: actually, no … a lot of money and effort was expended to sell the concepts via an environmental review, but nothing was implemented. Instead, FAA and POS are using the Greener Skies ‘concept’ as cover, to implement lower/louder procedures, with turns closer to the airport, solely to accomodate schedule expansions – and increased profits – by Delta and Alaska.)

One more note, well worth emphasizing: the stair-step approaches are an absolute travesty of disinformation. FAA et al are pushing the idea that, somehow, applying what are implied as ‘new whiz-bang NextGen technologies’, ATC has discovered they no longer have to issue level-offs to arrivals. FAA and industry are collaborating to pitch this disinformation, and too many people in the general public are vulnerable to buying this pitch as fact. It is not. Looking at this graphic (included in Mr. Moreno’s article), notice the so-called ‘conventional’ approach, done in yellow. Look closely and notice there are four short level-offs on the yellow line, all well south of the stadiums, implying a quick and frantic series of crazy short level-offs then descents. Nothing like this happens, nor has it ever happened. It is shameful that FAA itself is not vehemently protesting Mr. Moreno’s use of this graphic (oh, wait, FAA helped to create that false graphic … no wonder they do not protest!).

Here’s an archived PDF copy of the news story:

Click on the image below for a scrollable view; the PDF file may be downloaded.

Does JetBlue Care to Minimize Impacts?

Parts of Boston are being severely impacted by NextGen, under routes in and out of Logan [KBOS]. Not just by the narrow route concentration FAA is creating in their environmentally destructive application of satellite technologies, but also in the increased hub concentration that FAA is enabling.

In a nutshell, the airlines want to concentrate flights into just a handful of major hubs, but they need FAA’s help to do this. They need FAA to increase ‘runway throughput’, so that the major hub airlines at airports like Boston can add just a few more flights each hour. Of course, the problem is, in their accomodating the airlines, FAA is causing oversaturation of schedules to the point where:

  1. flows are virtually non-stop for most of the day; and
  2. the slightest bit of weather or surge of flights creates overload, and ATC works the arrivals into long conga lines – harder and less safe for ATC and flight crews, but also greatly amplifying impacts upon residents below.

JetBlue has a major hub presence at Boston. Not only that, but JetBlue is a major player at two other hub airports where flight overscheduling is destroying communities: LaGuardia [KLGA] and Reagan National [KDCA]. And, JetBlue’s network relies heavily on connecting passengers through these three hub airports.

Also, JetBlue uses social media to pitch their product, to try and encourage more people to take more flights, and more frequently. The JetBlue facebook page solicits comments from viewers, so it makes sense that a viewer in Milton, impacted by the increase in noise and air pollution by JetBlue and other airlines, would offer concerns and make constructive suggestions. This is precisely what was done, when Andy Schmidt initiated a discussion by sending JetBlue a message, on May 30th. After nearly a month of back-and-forth, and with many delays, Andy came to the conclusion that, frankly, “JetBlue doesn’t care.” He then posted a series of four screencaps, documenting the ‘discussion’. Here’s a compilation:

Click on the image below for a scrollable view; the PDF file may be downloaded.

When it comes to environmental responsibility around hub airports, there is a huge vacuum. Neither FAA nor the industry they are supposed to regulate are working to protect communities from noise and air pollutant impacts. It is only about money, these days.

In the example above, Andy shows a great way to nudge the airlines toward becoming responsive and accountable. What is particularly intriguing about this example is that Andy pointed the airline right at a very effective and affordable action that would reap tremendous environmental benefits: the vortex generator. Here are two graphs from a320whine.com:

The red curve shows two spikes, at ~560 and ~620 hertz, which are the infamous ‘A320 whine’. Notice the substantial noise reduction (green curve) at these frequencies, when the VG deflectors are added.

The green shaded area shows noise reduction from red line (an A320 without the VGs) to green line (an A320 with the VGs added). Study this graph carefully; it shows an improvement, but notice, too, zero improvement within the final 12-miles (20-kilometers) of the arrival. Given the cost, this improvement is well worth the money spent, but airlines and FAA will also need to better manage traffic loads, such as by reducing hourly flow rates.

CONCLUSION: This is a good example of how social media can be used constructively, to engage airlines, and hopefully, to nudge them toward becoming more compatible with the communities they impact. And, the vortex generators are a real opportunity for JetBlue to show they care.

Will they? Will JetBlue’s management wake up, so thousands can sleep better?

Current Heatwave Too Hot: Causing Commercial Flight Cancellations

A pair of articles look at the start of Summer and the forecast heatwaves. The first article actually notes that the Bombardier CRJ may not safely operate above 118 degrees Fahrenheit; this common regional feeder, used by American, thus has to be grounded at their Phoenix hub.

Click on the image below for a scrollable view; the PDF file may be downloaded.

Aviation is thoroughly dependent on fossil fuel consumption, and is the fastest way that each of us can contribute to record-level (and still growing) atmospheric CO2 concentrations. And, importantly, hubs greatly increase fuel consumption, because more passengers fly longer distances when transferring at hub airports not on the direct route of flight.

(click on image to view source)

“NextGen is a Catch-Phrase, Nothing More”

Social media can be a very powerful way to start to hold aviation officials accountable. For example, aviation noise activists are using Twitter and Facebook to discuss the impacts (and how to solve them), post images and data about flights, and report what they hear back from FAA, airport authorities, or elected officials.

One recent example is a very thorough report by Liz Burn. She called in a concern and eventually got a call back from Michael Carroll, at the Port of Seattle (POS). Here is an excerpt from her post:

(click on image to view source Facebook post)

As one who has been intensively studying NextGen for a few years now, I was very impressed that, at least for one brief moment, Mr. Carroll let down his guard and told the truth: NextGen is really just a catch-phrase, a brand-name, a label. It is also, frankly, a diversion.

The collaborating partners (FAA, A4A, airport authorities, airlines, and a few in Congress like Bill Shuster) are grossly over-selling NextGen, pitching the idea that it is loaded with new, whiz-bang features (though the bulk of the features are not new and actually existed before the 2003 start of the NextGen program!). These salespersons make lots of positive noise, all the while ignoring the many negatives and also taking our eyes away from what is really happening:

  1. NextGen is the abandonment of decades-old noise abatement agreements/procedures;
  2. NextGen is the enabling of airlines to further expand hub schedules at a handful of key cities … boosting airline profits, but at great cost to people below (and, by the way, the vast majority of routes in the U.S. offer little or no competition; i.e., a study of airline service for city-pairs shows most routes are monopoly or duopoly served);
  3. NextGen is the highly impactful concentration of routes into razor-thin lines, flown more precisely by using aircraft automation, to the point that those of us living under these new routes, lose sleep and even go crazy with the repetitive noise … one flight, then another, then another, on and on …; and,
  4. NextGen is the transition from manual to automation, for both air navigation and air traffic control: i.e., NextGen is REALLY all about doing away with human control, replacing it with computer control – both on the flight deck and in the control facilities. Both FAA and airlines hope that, with further NextGen implementation, the number of ‘monitoring’ controllers can be substantially reduced, and flight decks can seat just one ‘monitoring’ pilot (instead of two pilots).

Anyway, THANK YOU Michael Carroll for letting go of the ‘collaboration script’ for that one moment and confirming: NextGen is just an oversold brand-name.


See also: