Our mission is to simplify access to information on current events and research data in the area of aircraft noise and pollution and support mitigation efforts by citizens and elected officials of the Metro NY area and the Continental US.
A letter commenting on a proposed FAA rule change ( 1050.1E to 1050.1F) was sent on our behalf by Congresspersons Meng, Israel and Crowley. If you live along any flight paths to the Metro airports, and your congressional reps did not sign the letter, then please ask them why they didn’t and, if you can, please let me know the reason thay have not. See complete info and letter.
The Roundtable and Part 150 Study.
Planning and executing the Part 150 Study has been a painfully slow process with administrative issues seemingly taking priority over the more practical aspects of getting the project going. Everybody can take credit for the delays. Governor Cuomo directed the PANYNJ to do the study and form a Roundtable in November 2013, and a more formal announcement was made in March 2014. To date (July 18, 2014) there have been three meetings and have not yet got to the nuts and bolts of a working round table nor the critical inputs by citizens to the actual study.
Senators Gillibrand and Schumer have yet to show any inclination to help us. Senator Schumer has been quoted as saying that he supports the Roundtable concept and the the need for additional noise monitors. The last we heard from the Senator was 8/8/2013 when he asked the PANYNJ for additional monitors.
As you all know the helicopter noise season has started and is in full force. You also probably realize that the new North Shore Route regulations established 2 years ago, and now extended for another 2 years have not, and will not, help us here in the Town of North Hempstead.
Although the impression was given that the new regulation would help us, it turns out the rule has no impact on the transition of the helicopters to and from the North Shore route which is the major cause our helicopter noise issue. Most disturbing is the fact that the ERHC, which had a solution to the noise problem for us on the North Shore, withdrew the solution when the new rule was issued. The ERHC maintains that continuing to use the solution route after the new regs were instituted would have caused liability/legal issues. I, Len Schaier, believe its a gotcha! By the way the people on the East end don’t believe the rule is helping them either. To add insult to injury, the ERHC does not even add the helicopter noise reports from the Town of North Hempstead into their data base because the formats are “incompatible”. IMHO both our elected officials and the ERHC are responsible for this mess.
Residents along the route to the 22’s at JFK will be seeing increased aircraft traffic.
New FAA Procedures Reduce Separations at Major Airports AIN Air Transport Perspective, June 17, 2013 by Bill Carey June 17, 2013, 11:10 AM Air traffic controllers are using advanced procedures to space aircraft closer together on takeoff and landing at major U.S. airports, making early progress toward a major goal of the NextGen ATC modernization effort—increasing airspace capacity. Michael Huerta, Federal Aviation Administration administrator, described two such procedures at the June 4 meeting of the RTCA NextGen Advisory Committee (NAC): closely spaced parallel operations (CSPO) and equivalent lateral spacing operations (ELSO). The NAC, chaired by Alaska Air Group chairman Bill Ayer, is a high-level government and industry committee representing all segments of aviation that advises the FAA on NextGen implementation. Under CSPO, aircraft pairs arriving at an airport with parallel runways that are separated by 2,500 feet or less are staggered to observe 1.5 nm diagonal separation between leading and trailing aircraft on the separate runways. The FAA expects the procedure will increase runway “throughput” at major airports, especially when bad weather prohibits visual approaches. CSPO landings are being conducted at San Francisco International Airport, where parallel runways are separated by just 750 feet, and could be applied at 17 of the 35 largest airports in the U.S., Huerta said. The FAA has approved a reduced separation standard of 1.5 nm (down from 3 nm) for staggered approaches to runways in Boston, New York, St. Louis, Cleveland, Seattle, Memphis, Philadelphia and San Francisco. “This is a little bit of a Holy Grail for us,” Huerta said. “We’ve been working diligently to increase the number of aircraft that can land at an airport each hour while maintaining safety…Technology across the board has improved to such an extent that we are extremely confident that we can operate aircraft at closer proximity and still be just as safe.” ELSO reduces the minimum angle, or “divergence,” between the departure routes of aircraft on takeoff. The conventional separation standard requires a divergence of 15 degrees between departing flights; by taking advantage of area navigation (Rnav) equipment on board most current airliners, the divergence angle can be reduced by about half. Controllers can space routes more closely together and clear aircraft for takeoff more efficiently. The FAA started using the new separation standard at Atlanta Hartsfield-Jackson International Airport in October 2011. “The precision of NextGen navigation means that we can safely allow jets to take off on headings that are slightly closer together,” Huerta said. “We’ve been using this small change in Atlanta, and we’re seeing an increase of eight to 12 airplanes departing per hour.” The agency estimates that ELSO has also saved airlines $20 million in fuel and reduced waiting times in its first year. Huerta said that ELSO is among 15 updates the FAA plans to incorporate in Order 7110.65, the manual that prescribes air traffic controller standards and procedures. He noted that the agency published the controllers’ manual long before “performance-based” navigation came into use, and it must be updated to take advantage of NextGen procedures.