NJCAAN

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New Jersey Coalition Against Aircraft Noise

Current News

NJCAAN Intends To Block Implementation Of The FAA's Airspace Redesign Plan
FAA Airspace Redesign Public Meetings In April
FAA Publishes 16 RNAV Routes For Metro Area Airports
The FAA Should Publish 15 RNAV Flight Procedures This Fall For NJ/NY Airports
FAA's Integrated Airspace/NYICC Metro Redesign Concept
FAA's Metro Airspace Redesign Project Strategy

NJCAAN Intends To Block Implementation Of The FAA's Airspace Redesign Plan

The Federal Aviation Administration's (FAA's) Airspace Redesign is fundamentally flawed since the agency developed the plan with the region's air traffic controllers and air carriers, while excluding public participation and independent Federal and State agency oversight. The agency has failed to detail how the project will make environmental and economic sense (with an air quality and cost/benefit analysis) since the plan increases flight distance by 3.7 miles per aircraft on average.

Although the FAA's modeling shows a net reduction in total population exposed to aircraft noise, we believe that the modeling if flawed. The FAA results are based on highly questionable modeling and mitigation measures that may never work. As a result, we believe that the FAA's modeling results substantially understate the noise damage from the plan. Residents in the immediate vicinity of the airport can expect an onerous increase in aircraft noise from the implementation of new low altitude departure patterns over their communities through departure "fanning" procedures. A number of separable aspects of the plan result in noise impacts that are out of proportion to any claimed benefit. For these reasons, we believe that the agency's plan should be substantially revised. We believe that the following should to be included in modifications to the project going forward:

1) environmental considerations (both aircraft noise and emissions mitigation) must be included as high level project goals;
2) public and independent Federal agency oversight.

The onerous environmental impacts of the FAA's plan are no surprise since it singularly attempts to address aviation industry issues. As a result, the Redesign could increase aircraft noise and aircraft emissions in the metropolitan area, while not meaningfully addressing the area's chronic delays. The plan could serve to exacerbate delays by introducing more traffic into the area, while it is questionable that the area's airports can accommodate such traffic. As a result, the metropolitan area's aircraft gridlock could be magnified.

We are pleased to see that the General Accounting Office (GAO) has decided to investigate this project and look forward to reviewing the GAO's report. However, we believe that legal action currently is required to halt implementation of the Redesign beginning this fall.

The FAA's Airspace Redesign Documents Are Available At:
http://www.faa.gov/airports_airtraffic/air_traffic/nas_redesign/regional_guidance/eastern_reg/nynjphl_redesign/

FAA Airspace Redesign Public Meetings In April
NJCAAN has learned that the FAA expects to schedule public meetings for the Airspace Redesign project in April-one in each state affected by the Redesign. The purpose of the meetings is to review noise mitigation strategies that the agency expects to include in the preferred alternative. The agency expects to publish the final environmental impact statement (FEIS) in June and issue a record of decision (ROD) in August.

NJCAAN believes that the redesign proposals include the following structural environmental issues:

fanning departures at the area's commercial airports (EWR, LGA, PHL), which increases low altitude aircraft traffic over densely populated residential communities;
eliminating noise abatement procedures at EWR, HPN, and PHL;
increasing noise contours at all of the area's commercial airports (EWR, LGA, JFK, PHL);
reducing the overall altitudes for arrivals;
introducing low altitude holding patterns in the metropolitan area;
a new westbound departure corridor for JFK and the smaller Long Island airports (FOK, FRG, ISP), which redirects this traffic from routes over the Atlantic Ocean to routes over Long Island and New York City; and,
increasing aircraft emissions in the metropolitan area.

We are very skeptical that the agency can include appropriate mitigation that addresses all of these issues. The meeting dates will be posted at the project Internet site at:
http://www.faa.gov/airports_airtraffic/air_traffic/nas_redesign/regional_guidance/eastern_reg/nynjphl_redesign/

FAA Publishes 16 RNAV Routes For Metro Area Airports
The Federal Aviation Administration (FAA) recently published 16 next-generation GPS based RNAV procedures for the metropolitan New Jersey, New York, and Philadelphia areas. The agency is scheduled to publish an additional 19 procedures later in 2005 and 2006. Of the procedures, 14 represent amendments to existing routes and 2 represent original routes. The original routes are specific to LaGuardia Airport. We have listed the Internet link for the published routes and the production schedule for the routes under development below.

The agency has indicated that it is in the process of deploying the GPS based RNAV routes to gradually replace ground-based NAVAIDS throughout the nation. The agency appears to be targeting to increase replacement of the ground-based system in the metropolitan are in late 2005 or 2006.

Published Routes: http://avn.faa.gov/acifp.asp
(Type EWR, LGA, JFK, and PHL in the search window for each airport's production schedule.)

Publication schedule: http://avnweb.jccbi.gov/schedule/production
(Type EWR, LGA, JFK, and PHL in the search window for each airport's production schedule.)

The FAA Should Publish 15 RNAV Flight Procedures This Fall For NJ/NY Airports
June 16, 2005--This fall, the FAA is scheduled to publish 15 advanced area navigation (RNAV) flight pattern procedures for New York area airports.* The RNAV procedures are mainly overlays of existing routes with one new route scheduled for LaGuardia Airport. (Note: the agency has indicated it intends to implement new RNAV/RNP procedures in conjunction with the Metro Airspace Redesign Project.) The agency also is proceeding with developing RNP SAAR arrival procedures for Newark Airport and Kennedy Airport but has yet to indicate a publication date for these procedures. Parallel arrival concepts labeled RPAT procedures are included in this next generation aircraft navigation technology, which relies upon GPS signals.

The RNAV/RNP procedures essentially increase a system's capacity and the FAA's ability to handle more aircraft in the metropolitan area. More planes equates to an increase in aircraft emissions and a potential increase in aircraft noise. On the other hand, this technology provides the agency with increased flexibility in routing traffic over less noise sensitive areas. For instance, it would increase the agency's ability to implement Ocean Routing patterns for Newark departures. However, the agency has yet to indicate whether it intends to implement patterns that would overfly less noise sensitive areas. In addition, the agency is undertaking the project behind closed doors in the joint FAA/aviation industry Performance-based Operations Aviation Rulemaking Committee (PARC), which could serve to undermine public interests.

* The publication schedule is listed at: http://avnweb.jccbi.gov/schedule/production
(Type EWR, LGA, JFK in the search window for each airport's production schedule.)

FAA's Integrated Airspace/NYICC Metro Redesign Concept
The FAA introduced the Integrated Airspace/New York Integrated Control Complex (NYICC) alternative for the Metro Airspace Redesign Project in May 2003. This concept would increase departure patterns for the metro area airports, consolidate arrival patterns, and introduce new holding patterns in the metropolitan area. Please note that the New Jersey Coalition Against Aircraft Noise (NJCAAN) believes that the Integrated Airspace/NYICC concept is the FAA's preferred alternative for the project. Please note the two files below labeled NAR Slide and NYICC Slide.

The first file (labeled NAR) represents the current departure and preliminary Integrated Airspace/NYICC departure patterns. This file is self explanatory-more departure patterns for the Metro area airports. The second file (NYICC Concept of Operations) is the Integrated Airspace/NYICC arrival configuration. (Note: the FAA identified the Integrated Airspace/NYICC as the same concept in its 2003 aviation capacity enhancement (ACE) report.) This file warrants explanation. Please note the bottom right frame (Integrated Arrival Flows). These patterns represent the FAA's preliminary proposed arrival patterns for the Integrated Airspace/NYICC alternative.

This concept consolidates arrivals patterns for all airports over four distinct arrival corridors. The first corridor begins in Delaware and comes up New Jersey into Newark Airport and the Metro area. The second pattern comes in over northern New Jersey. The other two corridors come in over Long Island and Westchester. Finally, somewhere in these arrival configurations, the FAA intends to move holding patterns closer into the metropolitan area.

The FAA had previously introduced the departure patterns to the public in May 2003 in a quarterly update to Congress but has yet to formally introduce the arrival patterns (in a legible format). NJCAAN unearthed the arrival patterns in an FAA aviation industry presentation. In the meantime, the agency has provided extensive disclosure on the project to the aviation industry and has allowed the industry to contribute in the development of the redesign, which NJCAAN believes undermines public interests.

File Sources:

NAR Slide--FAA May 2003 Quarterly Update to Congress
NYICC Slide--FAA May 2002 aviation industry presentation

FAA's Metro Airspace Redesign Project Strategy
March 13, 2005

The Federal Aviation Administration (FAA) describes the New York Integrated Complex (NYICC) as early as 2002 in its Operational Evolution Plan (OEP). In 2003, the agency lists the Integrated Airspace alternative and the NYICC as the same concept in its aviation capacity enhancement (ACE) report. The New Jersey Coalition Against Aircraft Noise (NJCAAN) believes that this proposal, which appears to spread more planes over more people, is the FAA's preferred alternative for the Metro Airspace Redesign project. Below are summaries from both reports.

December 2002: National Airspace System: Operational Evolution Plan
Int. Link: http://www.faa.gov/programs/oep/Archive/v5/Printer%20Friendly/Downloadable.pdf

With the successful conclusion of the System Choke Points Program, the FAA has embarked on an initiative with the RTCA's Free Flight Select Committee's Airspace Working Group to engage aviation users and stakeholders on a regular basis, producing a consensus view of airspace priorities and aligning resources with those priorities. (P.p. 5)

A combination of air traffic procedures, new technologies, improved airspace design, surface management, and decision support tools are proposed to make better use of existing runways. Procedures will be evaluated for crossing runway configurations at 18 benchmark airports. Terminal redesigns, planned for most of the benchmark airports and metro areas are aimed at improving the transition of arrivals and departures. (P.p. 9)

AD-3 Redesign Terminal Airspace and Routes:
Terminalization is being considered primarily for the New York Integrated Control Complex (NYICC). NYICC is a project exploring the integration of the New York terminal and en route air traffic control functions, personnel and facilities. In conjunction with the NY/NJ/PHL Metropolitan Airspace Redesign Project, NYICC will provide significant operational benefits: reducing congestion, minimizing delays, and improving routing, while maintaining the highest level of safety and security. Currently proposed implementation for NYICC is in 2008/2009. (P.p. 32)

2003 ACE Plan: (Chapter 5--Airspace Redesign)
Internet Link: http://www.faa.gov/ats/asc/03ACE.html

The FAA is analyzing three alternatives to relieve airspace congestion generated by Newark, Kennedy, LaGuadia, Philadelphia and several regional and general aviation airports. The first two alternatives address traffic in the airspace currently controlled by the New York TRACON, roughly a 50-mile radius around the TRACON. The third alternative addresses traffic flow issues by combining the NY TRACON and en route center, and significantly expanding the airspace under terminal control. (P.p. 50)

Integrated Airspace Concept: The third alternative is referred to as the Integrated Airspace Alternative, or the NY Integrated Control Complex (NYICC). Under this proposal, the NY TRACON and en route center would be combined. Existing secondary surveillance radar coverage throughout the area allows terminal separation standards of three miles between aircraft instead of the en route standard of 5 miles between aircraft. Bringing portions of the en route airspace under terminal control will provide additional airspace to support a more even balance of arrivals among arrival fixes and holding patterns within the TRACON. (P.p. 51)

A Concept of Operations for this proposal in the final stages of development. The proposal is also beginning the Investment Analysis process, in accordance with Acquisition Management System guidelines. (P.p. 51)

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