Let’s replace the failed DNL metric; Submit Comments by March 15th

When it comes to mitigating (or even simply recognizing!) aviation noise, FAA has a proven track record of failure. This agency serves only industry, always working to enable more operations per hour at even the busiest airports. FAA consistently fails to properly assess noise impacts, and they persist in using the failed DNL noise metric designed to guarantees any and all expansion.

There is currently a solicitation for public comments. Please go to the Federal Register webpage and submit your comments, which might include:

  • Reject FAA’s use of the DNL noise metric, the 65 dB threshold, and continued use of the Schultz Curve.
  • Reject FAA’s desire to continue to research (and thus delay reforms).
  • Demand the use of noise metrics that already exist and actually work: a good choice might be simply quantifying the number of flights per hour in peak hours and the number of flights above (or audible) per day.
  • Demand widespread selective reversion of NextGen PBN procedures to reduce today’s impacts caused by repetition and route concentration; and,
  • Demand restored local controls (ability to limit traffic levels, impose curfews, etc.) and reassignment of federal ‘noise impact oversight’ from FAA to a restored ONAC-Aviation office at EPA.

Click here to view or download the packet of documents and analysis by aiREFORM. Click here to view the Federal Register webpage, and here to submit a public comment.

[KLMO]: Shifting the Model

Citizens for Quiet Skies, in Longmont, CO, has fought heroically to bring balance and moderation to the skydiving noise impact by Mile Hi, at Vance Brand Airport [KLMO]. The group took their concerns to the state courts, and then took it further to an appeal. In the process, CFQS has helped to illuminate yet one more reason that aviation impacts are out of control: the court systems (just like the faux-regulators) are biased towards accommodating commerce, and too quick to defer to FAA and federal authority.

I ran into this quote by R. Buckminster Fuller:

“You never change the existing reality by fighting it. Instead, create a new model that makes the old one obsolete.”

He makes a good point. When you study aviation impacts, you see ample evidence that, no matter where it is (a skydiving issue in exurbia, an air tour issue at Grand Canyon, a NextGen impact near a major hub airport, and so forth), the present imbalance is carefully sustained – and even expanded – via the carefully coordinated use of propaganda tools. The Av-Gov Complex uses propaganda tools to frame the issues favorably for air commerce while also keeping the average person from seeing the relevant truths.

Led by lobbyists and with ample faux-regulatory cover provided by FAA, the Av-Gov Complex created the present model, and they are being damned careful to control any efforts to change that model. But, facts and truths are problematic to those who are corrupt and self-serving; if we persist, as Kim and others have in Longmont, eventually we can shift the model and restore the balance. The noise impacts are real and problematic, just as the aviation operator profits are real and narrowly focused; but we can change the model to include other important factors, such as safety.

Shifting the Model to include SAFETY

One relevant truth about skydiving is this: skydive operators consciously choose to offset their climbs, so that the noise impact is not happening over the actual airport but instead is happening many miles from the airport. This decision shifts the noise impact onto people who may have no idea why, starting on a certain sunny day a few years ago, they now always hear lots of droning airplanes diminishing the best weather-days of the year.

There are safety consequences of this decision that are often overlooked. In particular, a skydiving plane doing repetitive climbs far from the airport drop zone poses a higher midair-collision hazard to other small planes passing through the airspace.

klmo-20170110scp-vfrmap-airport-vicinity-with-5nm-radius-circle-added

VFR sectional centered on KLMO. The red circle has a 5 nautical mile radius. Many of the skydiving climbs happen outside this circle, to the south and west. (click on image to view sectional and other images at VFRmap.com)

In the Longmont example, FAA’s aeronautical charts include a symbol at KLMO to alert pilots that this is a skydiving airport … but, if the climbs are far from the airport, even the most safety-conscious pilot, passing through may not see the skydive plane until it is too late. And the edge of the Front Range is a heavily-flown airspace for small planes.

A proactive FAA would judiciously constrain the skydive operator on where they must conduct their climbs, flying within a clearly charted climb zone positioned over and adjacent to the charted drop zone. For example, they might require climbs within a 2-mile radius of the airport center, or the drop zone coordinates. If the weather was marginal within that defined climb zone, the operator would simply have to stay on the ground, which eliminates both safety risks and noise impacts. If the repetitive noise generated within the defined climb zone increases noise complaints to those near the airport and under that airspace, then FAA would have the hard data they need to further constrain the operator’s annual permit letter, imposing hour-limits per day, alternate days off, and other noise mitigation strategies.


See also:
  • 1/28/2017 – the next CFQS meeting, at 10AM at the Longmont Public Library (click here for further info)
  • 1/6/2017 – a recent OpEd in the Longmont TimesCall

[KLMO]: Oral Arguments Today, in the Colorado Court of Appeals

A classic example of the sacrifices commonly made by aviation impact activists is happening today, in a Denver courtroom. A single airport operator, Mile-Hi Skydiving, makes money by using their fleet of skydiving planes, outfitted to climb faster AND make more noise. So as not to annoy the actual near-airport residents, the planes are flown a few miles away and the climbs, which commonly drone on for 15- to 20-minutes, impact the residents below. The problem came many decades after the airport was built, coinciding with aircraft purchases and modifications by Mile-Hi owner Frank Casares.

As is nearly always the case, FAA is doing nothing to help resolve the problems. Indeed, doing the quite the opposite, FAA is enabling the operator (Mile-Hi) and ensuring these impacts will persist and even worsen. Just as they do at East Hampton, Santa Monica, Mora, and a dozen or so NextGen-induced noise canyons (e.g., [KLGA], [KPHX], [KCLT], [KSEA], [KBOS]), FAA is  obstructing every effort for meaningful LOCAL CONTROL of local airports. Somehow, we are supposed to suspend rational thinking and believe that, if the local City Council wanted to impose reasonable restrictions on the lease they have signed with Mile-Hi, it would compromise safety to have them execute quieter climbs or limit their operations to say a 6-hour block each day? Likewise, FAA (and the industry they protect from the Public!) expects us to believe this total capitulation to the profit-motives of a single skydiving operator is critical for our National Airspace System (NAS) integrity?

Bullshit. Shame on you, FAA et al, for continuing to obstruct reasonable attempts toward local resolution. Sleep, and the quality of our home environments, is important … far more necessary than your propping up the narrowly distributed profits of operators like Frank Casares. Let’s bring some balance back to these situations: more LOCAL control at our local airports.

Thank you, Kim, Citizens for Quiet Skies, and the others who have bravely spoken up to fix this local problem. Against a hostile local press, a corrupt and commerce-biased state court system, you fight on. And your battles help many others, from East Hampton to Santa Monica to Mora.

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

‘Sitt on itt’, Joe!

Crain’s New York Business recently published an Op-Ed by Joe Sitt, Chairman of the Global Gateway Alliance (GGA). The Op-Ed offers the predictable slanted view coming from a lobbyist for airport expansion and non-regulation: essentially, GGA’s position is that all three major NYC airports (KLGA, KJFK, KEWR) should be expanded further to remove capacity restrictions that diminish profits, especially in the hotel/tourism industry. Ironically, while the streets and neighborhoods of NYC are perhaps the most congested in the nation, Sitt and GGA complain about airport congestion and want to increase passenger counts … which clearly will further congest the streets and neighborhoods of New York City. It seems that money rules (and people suffer) in too many parts of this nation.

A PDF copy of the Crain’s Op-Ed is provided below, complete with an aiREFORM footnoted rebuttal of Mr. Sitt’s statements. Further down in this Post, the footnotes are expanded, to include relevant links and graphics.

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

  1. Candidates are known to say all sorts of crazy stuff when campaigning. they are also known to always speak positively about creating jobs. During the 2016 campaign season, infrastructure was pushed as a palatable way to create jobs and keep money within our borders. More often than not, though, whenever large sums were proposed for infrastructure (such as this $1 trillion figure) there was little if any reference to airports and aviation. Why not?
    KJMR.20110419scp.. 'Notice to the Citizens of Kanabec County' (full page ad, posted at Scribd by FreedomFoundationMN)

    (click on image to see the in-depth Post about Mora’s new crosswind runway… including maps, pictures, studies, articles, etc.)

    Because aviation is the one area of infrastructure that actually has a very rich revenue base, in the tens of billions in taxes/fees collected (with the majority paid on each leg flown by each airline passenger); indeed, this slush fund is so deep, DoT and FAA are pushing construction of unneeded runways at the most remote locations (see for example the Post about the new crosswind runway at Mora, MN, built in a wetland used by migratory waterfowl!). And, it gets worse: FAA funds and eminent domain were used to acquire lands for this runway.

  2. Much has been written about the waste and cronyism behind public-private partnerships. Likewise, it is worth noting that ‘private investments from tax incentives’ are essentially a cost-shift, putting the cost burden onto others (while the corporations get their projects and the elected officials get campaign funds and future consulting gigs). In other words, the ‘tax incentive’ aspect of these deals all too commonly reduces down to elected officials saying; “…well, Mr. CEO, your corporation will not have to pay these taxes – that’s our incentive to YOU – and, instead, we’ll just collect these taxes from everyone else … the regular Joe’s who are not part of this deal. Cheers!!”
  3. The delays at these three airports (KEWR, KJFK, and KLGA) will not be resolved by so-called ‘modernizing ATC’. Sitt and others need to demand that FAA actually ‘manage’ the capacity at the most congested airports. Key solutions would include:
    • impose strict (and much lower) limits on operations per hour. Set these rates low enough and, even in the crappiest weather, you will NEVER see JFK or LaGuardia or Newark backing up. You would also eliminate the enormous loops commonly flown, such as the infamous JFK ‘Arc of Doom’. And, the unseen enroute delays at cruise altitude (typically 30-60 flight minutes prior to landing) would also be substantially reduced.
    • disincentivize indirect two-leg (and even longer, less direct) flights, by setting fees appropriately. For example, set passenger fees directly proportional to direct distance flown from origin to hub stopover (to other hub stopovers) to destination. If a direct flight is 1,000 miles but Airline X sells an itinerary that is 2,000 miles, let the passenger and/or airline pay twice the fees for a direct flight.
    • while the Arctic melts (IN MID-NOVEMBER!) it sure would be appropriate to disincentivize fossil fuel consumption. Simplest solution: impose a steep carbon tax, focused initially on the aviation sector.
    • Some have offered yet another brilliant disincentivizing proposal: let air passengers fly their first flight in a calendar year with a small fee (or even zero fees), but step up fees for subsequent trips. For example, a 10% fee on the first trip could become 20% on the second and third trips, and 30% on all additional trips.
  4. Sitt (and GGA) want the NYC airports to build more runways, like they now plan to do at London’s Heathrow. The problem at Heathrow is that the airport is the top hub for through-passengers between North America and Europe. This third runway does not serve the local residents as much as it serves the airlines seeking to ratchet up profits at Heathrow, with the massive through-passenger processing done under the hub concept. A third Heathrow runway will ratchet the local economy minimally upward, but will maximally diminish health quality of life (in terms of noise, congestion, and reduced air quality) for hundreds of thousands of residents. The exact same scenario is happening in the NYC area: FAA is aiding profit-seeking airlines to abandon all environmental regulation (i.e., decades-old noise abatement procedures) to increase ‘hub throughput’ and thus slightly increase corporate profits.
  5. No, what REALLY intensifies the problem of delays cascading out of the NYC airports is that FAA and the airlines are simply scheduling too many flights into too little time each day. The current scheduled traffic levels, all aimed at aiding airline profits via hubbing (accommodating through-passengers who never even leave the airport!) guarantees delays every day. This is a no-brainer. If you or I were trying to manage a congested road area, we would figure out how to REDUCE vehicles, not INCREASE vehicles. But, in this case, as demonstrated by Sitt, the pursuit of profits makes us blind to pragmatism.
  6. The Partnership for New York City study is not only an extremely biased joke, it also contains substantially false data. A table within (here’s a link to an archived copy; see Figure 1 at page 10 of the 37-page PDF file) cites FAA as the source for figures showing annual growth in airport operations at the three main NYC airports. The data is false; the real data, available online at FAA’s ATADS-OPSNET database, proves the P4NYC report grossly exaggerated annual operations. According to the P4NYC report, which was done in February 2009, annual totals peaked in 2007 at 1.45 million operations; but, ATADS shows the true figure was 1.30 million. Furthermore, FAA’s ATADS shows this count declining, with the latest figure (1.23 million, in 2015) down 5% from the peak in 2007.
  7. This line gets the ‘BullSitt Award’. Here, Sitt is citing the same-old false argument, that today’s controllers are burdened with equipment from the 1940’s. This is incredible disinformation. The fact is, the radar system has advanced through a series of improvements, in basic technology (vacuum tubes to transistors to integrated circuits to microprocessors and massive data storage/manipulation capacities), in regulations imposed by FAA (requiring transponders, defining airspace boundaries, requiring sophisticated avionics systems for collision avoidance and navigation, etc.), and in FAA’s development of GPS routes (WAY BACK IN THE MID-1990’s!). At the same time, though, the use of this blatantly false argument strongly suggests how P4NYC is collaborating with FAA, Airlines for America, and other players to sell the fraud that is NextGen.

Noise Annoyance is a Real Problem, for both Health and Quality of Life

Silence is “fundamentally embedded in everything that we do — in our relationships, in our work, in our waking, in our sleeping.”

We need silence in our daily lives; it “…allows us to be much more balanced in the way that we relate to the world, much more conscious.”

Humans, and all animals, are hard-wired to be stressed by noise. “All of our hearing apparatus originally developed as an early warning system. When sound is loud, we brace ourselves against noise protectively.”

Vice.com‘s UK branch posted a good article by David Hillier, about the health impacts of noise. It includes a link to a film-festival trailer for ‘In Pursuit of Silence’, a documentary film by Patrick Shen. Copies/links to both are provided below:

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

Tandem Skydiving: A Business Model Placing Profits Ahead of Safety Risks?

In all businesses, lucrative profits can feed excessive greed, causing business owners to cut corners, sometimes with fatal consequences. In skydiving, the big money-maker is ‘tandem jumps’, and the operator can easily pocket $100+ per jump, after paying other costs. Here is the formula being used by typical skydiving companies, to maximize profits:

  1. set up a facility/operation at a quiet exurban airport, typically 20-40 miles from a large urban center.
  2. promote with garish advertising in the urban core, such as ads on busses and at transit shelters. Appeal to a sense of adventure and life-energy (offering a moment of relief from the dull repetition common to modern urban living). Try to convince consumers that they ‘need’ to skydive to check off their life ‘bucket list’.
  3. encourage as many consumers as possible to spend ~$200 for the biggest money-maker in skydiving: tandem rides (sold as ‘instructional lessons’ but let’s be honest and recognize, these are just rides). Even better for profits, get the consumers to memorialize their ride with a cheesy high-priced video, shot by another jumper using a head-camera.
  4. take advantage of aviation regulations that require pilots to build hours, and so-called ‘instructors’ to build their jump numbers. These requirements enable skydiving operators to pay at low rates, with only a tiny fraction of revenues applied to labor costs.
  5. maximize the number of trips made each hour and day. This is done by altering the propeller and using power settings that are much louder but will allow for faster climbs. Of course, the net result is higher profits for the operator, but with added costs (increased noise & stress, reduced peace & quiet) shifted onto homeowners and others on the ground below.
  6. if and when you get complaints for your abusive repetitive-noise ruining entire sunny days, just blow it off; tell the complainants you are fully compliant with FAA regulations, so they should talk to FAA instead. Be careful to NOT tell them how great it is to you, that you have FAA providing cover for your impacts, framing even a discretionary activity such as skydiving as worthy of federal protection.

Video: Tandem Skydiving, Cameraman Fatality

The video below shows what happens when a commercial skydiving operation puts profit margins ahead of safety margins. Profits in the skydiving business are maximized by making as many commercial flights as possible per day. A part of this strategy is for the pilot to maneuver to immediately land, minimizing time before the next batch of jumpers has been loaded. Obviously, it is critical that the jump plane pilot turn away from the skydivers and avoid flying through them.

20120709scp.. frame showing C208 wing at impact during skydiving accident (time 0113 of 0230 video)

Frame showing the left wing of the C208 passing through at the moment of impact.

In this case, which happened at a skydiving center near Sao Paulo, Brazil on 7/9/2012, skydiving school director Alex Adelman jumped simultaneously with the last tandem duo. Alex’s job was to record a video for the tandem rider, by simply watching them with his helmet camera activated. Alex climbs out and waits under the wing at video time 0:54. The tandem duo jumps at time 1:03. For the next ten seconds, Alex keeps the camera on the jump, but the individual frames at time 1:13 show the left wing of the jump plane passing through.

Alex was hit and almost certainly rendered unconscious; the final minute of video shows that he was spinning out-of-control to an eventual ground impact. While in this uncontrolled descent, Alex reportedly collided with the tandem duo, breaking legs on both the tandem ‘instructor’ and the rider.

The jump plane was a Cessna 208, a very common skydiving plane in the U.S. The pilot of the jump plane did what skydive pilots routinely do: he entered an aggressive, diving descent immediately after all jumpers had cleared. Evidently, he failed to ensure he was clear of the jumpers. This is what happens in skydiving when safety margins are cut too thin … and it will happen again because of the arms-length regulatory failures of agencies like the FAA.

‘In Pursuit of Silence’ – a documentary film

A meditative film by Patrick Shen, ‘In Pursuit of Silence’ will resonate with many who are impacted by aviation noise. There is beauty in natural silence, and we need to structure our lives – including our air commerce – in ways that ensure each of us can benefit from as much natural silence as is possible. Here’s an embed of a movie trailer:

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

(click on image to view source Tweet)

(click on image to view source Tweet)

Mental Health and Aircraft Noise: Frankly, Who Gives a Damn?

Image

Here’s a screen-cap of a tweet, linked to a thoughtful article about how aviation noise undermines mental health…

(click on image to view article at HACA,org.uk, or click here for a PDF copy)

(click on image to view article at HACAN,org.uk, or click here for a PDF copy), or click here for the original tweet.

UPDATE – Longmont, Colorado (Citizens For Quiet Skies)

Link

UPDATE: Longmont, Colorado

Click here to view the latest Post by Citizens For Quiet Skies, with four topics. The first two are time-critical: a City Council decision on March 15th, with an opportunity for citizen input.

  1. Mile-Hi Lease Second Reading and Final Council Vote on March 15
  2. Talking Points – Urge council to adopt noise regulations
  3. The Appeal
  4. FAA Reauthorization

Do Your Job FAA: Take Action to Mitigate Skydiving Noise near Longmont

Here is a recent comment by a resident of Longmont, CO, who signed the petition at Change.org, urging Congress to adopt regulations that reduce aviation noise. This long-time rural resident of a beautiful part of the country describes very well the skydiving noise problem that FAA refuses to manage…

“I have endured the abuse from the excessive noise of Mile Hi Skydiving’s aircraft over my home, the surrounding community, and Boulder County open space for many years as it has gotten steadily worse. There is no reasonable escape from the skydiving aircraft noise which is unlike any other aircraft or cultural noise in that it is persistent, loud, and primarily monotonic droning which makes it much worse than other cultural noise sources and other transient aircraft noise, even if they are as loud.

I live in a rural part of Boulder County that is over 4 miles from the airport, but the skydiving aircraft continuously circle from early morning to sunset both low and high over my home for much of the year. My and others’ quality of life have been severely negatively impacted by the steadily increasing abuse from Mile Hi Skydiving’s noisy aircraft and the time is long past for the FAA, local governments, airport management, and Mile Hi Skydiving to mitigate this problem. To date, none has been willing to do so.

We are not just a bunch of complainers; this noise has a real tangible negative impact on my life at home and degrades the enjoyment of living in this beautiful area. It is just not right or fair that one business and the recreational activities of a small minority should be allowed to negatively impact my community and life in this way.

I urge you to consider and implement reasonable and appropriate measures that will mitigate this noise problem to create a better community for all of us.”

What’s going on here?

Exactly the same situation as we see in the NextGen impacted airports: a tone-deaf FAA, aiding aviation operators to expand their profit-margins while imposing greater noise burdens on thousands of airport neighbors. And, in many cases, impacting thousands of others who actually live far from the airport but happen to be subjected to low arrival flows, skydiving climb patterns, and new routes poorly designed by FAA. Same situation, too, as we see in Santa Monica and East Hampton, where FAA delays … and delays … and delays … all the while sustaining an aviation status quo that is indisputably destructive to quality of life and public health. An out-of-control agency so indifferent to public welfare and so removed from public service that the Mayor and Council members of Santa Monica have created an online petition with this pointed title: #FAADoYourJob.

What are some ‘reasonable and appropriate measures’ that could be taken in Longmont?

A big part of the impact around Longmont is due to the intentional routine of flying away from the airport to conduct long and noisy climbs. This is a dangerous practice. If FAA wanted to, they could mitigate the noise problems AND improve aviation safety by directing Mile Hi Skydiving to conduct all climbs and descents within a 2-mile radius of the drop zone (the point in space over the area where the skydivers are supposed to land). This way, the many pilots overflying the area would know where to look, and other small planes would have a much higher chance of spotting the skydive planes.