New YouTube Live Stream Video Shares NextGen’s Impacts Under FAA’s ‘Arc of Doom’

(click on image to view live stream video under FAA's Arc of Doom flightpath to Runways 22 at JFK)

(click on image to view live stream video under FAA’s Arc of Doom flightpath to Runways 22 at JFK)

Kudos to some creative aviation noise activists on Long Island! Click on the image above to see a brand new live stream, on YouTube, sharing the noise impact felt by tens of thousands of residents of western Long Island, when Kennedy Airport [KJFK] is landing to the south. This is under the low and slow ‘Arc of Doom’, a noise-impactful procedure that could be eliminated IF FAA used technologies as a force for good, not as a force to add profits to the airlines (while destroying homes and quality of life).

Also, the power of this live stream is enhanced with a handy link to the live map presentation showing KJFK arrivals; just click on the FlightRadar24 link near the top of the text.

This live stream is collected in the backyard of a home, in a predominantly residential area roughly ten miles from the runway. People live here and, when the airplanes are not destroying the peace, they enjoy the birds flitting in the yard, as they do between planes in this 3-minute sample video. The sound quality is good; effort was taken to reduce wind-noise, and you can actually hear drops falling off the roof during rainy weather. When there are no planes, the rain sound is even PEACEFUL!

UPDATE, 12/22/2015 at 7:30PM: — Here is today’s image, showing an approximate location of the ‘KJFK Runway 22 Arrivals Live Stream’ camera:KJFK.20151222cpy.. Arc of Doom, showing inner & outer arcs (E & W of KFRG)

This image also shows a few of today’s ‘Arc of Doom’ arrivals. The route pattern suggest that ATC may actually be using two arcs: an inner arc aligning mostly for Runway 22L, and an outer arc aligning mostly for Runway 22R. The arcs appear to be laterally separated west and east of the Republic Airport ([KFRG], in Farmingdale). There should be a TRACON ‘Operating Order’ that tells each radar controller how to work their traffic (reference adjacent radar sectors). This Operating Order would likely define geographic limits – as well as designed altitudes, one of which may be the early level off low at 2,000-feet – for these arcs. Additionally, there should be training materials available from FAA (via FOIA?), which FAA trainers use to help teach new controllers the strategies behind these arcs.