Airplane Noise (2000 and Prior)

Reprinted from BHA News, Winter 2000
Aircraft Noise Abatement: At Last, Some Progress To Report
By T. Sinclair (Tory) Jacobs
In an effort to focus attention on the need to accelerate implementation of the Miami International Airport Noise Abatement Program, Commissioner Jimmy Morales arranged a meeting chaired by Mayor Alex Penelas with attendance by FAA and Miami-Dade Aviation Department (MDAD) executives.

The meeting served as a catalyst for both MDAD and FAA to agree to move forward with the long-awaited test of Flight Track Management. Targeted to start the week of June 3, 2000, Nighttime, East Flow Departures will be utilized from both runways in service on due-east flight paths and will be held on tract until over water before being released for turns onto course.

Provided this 180-day Flight Tract Management test goes as anticipated and the concurrent Environmental Assessment Studies are supportive, as early as May 2001, it may be incrementally expanded for daytime departures.

Results of the current West Flow Departure Test should be available in the late spring.

New procedures for arrivals from the water approach, including designated flight tracts and higher elevations during the earlier segments of the approach are being promulgated for late summer start.

Currently, the Control Tower (under FAA) releases flight control immediately after takeoff, so pilots fan out toward their ultimate headings. By limiting flight paths to two designated tracks (for east flow nighttime departures) over minimum residential areas, and by holding aircraft on course until over the water, neighborhoods should experience considerably less noise pollution.

Also, raising the altitude of flights as they approach and depart Miami International Airport ­ though causing steeper ascents and descents ­ will lessen the impact of aircraft noise.

Jeffrey R. Bunting, MDAD's Chief of Aircraft Noise and Environmental Planning, has been authorized to add four analysts to his staff to facilitate the ANONS and complaint programs.

All of these initiatives are encouraging, however, the pace of progress still frustrates all concerned. Continued vigilance is in order to ensure that these commitments and timetables are maintained.

Reprinted from BHA News, Fall 1999
Aircraft Noise Abatement Issues (Yet again!)
By T. Sinclair (Tory) Jacobs
A recent article from the BHA News on Aircraft Noise Abatement was forwarded to Miami-Dade County Manager Merrett Stierheim. He responded with the request that his letter refuting some of BHA's statements be published in the BHA News. You'll find

Stierheim's letter along with our latest resonse below.

We are encouraged to have finally gotten the County Manager's attention...that is, if we really have his attention as yet. Often, CEOs don't even read letters, but just pass them along to appropriate department heads for action, comment or response...and even when they sign the response, it goes out unread. Naturally, these busy executive depend on staff. ..they just cannot stay abreast of all issues under their purview.

We believe that when the top county officials finally realize what is, or is not, going on at Miami-Dade Aviation Department, MIA will no longer be the only major U.S. airport without a Noise Abatement Program in place.

Outrageous, isn't it?

The first meeting at the County Commission Chambers took place on May 26th. Awareness of the impediments to noise abatement progress were heightened by the presence of Nancy B. Shelton, FAA Manager, Airspace Branch out of the Atlanta office that oversees MIA's operations.

Commissioners Jimmy Morales and JL Plummer, Jr. both were eloquent in their remarks on the critical need for immediate remedial action.
However, the exchanges between FAA representatives and Miami-Dade Aviation Department representatives at the meeting and in subsequent correspondence strongly suggest continuation of delays.

The failure to implement, even on a test basis, the Chief Pilot's subcommittee noise abatement procedures is a major disappointment. Many interested parties believe the recommended procedures can be activated without FAA approval, at least on an 180-day test basis. The validity of this position was recently confirmed by the noise abatement official at another Florida airport, a facility that put in place an aircraft noise abatement program over 10 years ago. Miami is reported to be the only major U.S. airport yet to have activated a noise abatement program.

The Aircraft Noise Abatement Task Force Meetings at County Commission Chambers are scheduled for 6:00 p.m., the last Wednesday of each month. Check with the Aviation Department at (305) 876-0569, for schedule changes.

Reprinted from BHA News, Winter 1999
President's Column By T. Sinclair (Tory) Jacobs
Aircraft Noise Abatement. . .At Last, Progress!
Looks like we're all about to get on the same page in support of a realistic program to reduce our exposure to aircraft noise. We sought American Airlines' help to formulate noise reduction procedures to supplant MIA's noise measurement program. We were already all too aware of the problem. . .we are looking for solutions.

American Airlines' recommended program, which has worked in other communities, includes:

• Departure Flight Track Management with take-offs to the east to follow expressways 836 and 112.
• Accellerated Climb Profiles so that aircraft will be higher, sooner.
• Preferential Runway Use to the west when wind conditions permit.
• Elimination of intersection takeoffs.

These are 24-hour procedures, not just night hours. Compliance, initially, is voluntary. AA has already secured commitments for full compliance by carriers responsible for 87% of the MIA flights. AA hasn't had time to contact the other 13% as yet. We are indebted to AA for taking the leadership position.

The airlines are practicing enlightened self interest. The Accelerated Climb Profiles will use more fuel, thus add to costs. But the carriers recognize the community's disenchantment with the lack of progress in establishing an effective noise reduction program.

The airline industry wants to avoid the proposed FAR Part 150 Noise Assessment, an expensive study that would take some five years to complete, during which time local authorities, airlines, and the air traffic controllers would loose control to the extent that they could not manage noise elimination or reduction through voluntary, cooperative efforts. Plus, the much-needed fourth runway would be delayed for years, and most probably, permanently eliminated. Also, the FAR Part 150 Study could lead to imposition of huge financial burdens on Miami-Dade County to cover costs of residence acquisition and/or sound-insulating programs for tens of thousands of homes in the noise exposure area.

We now have a promising noise reduction program that can be put into practice this month! Professionals in the field believe that we'll immediately be aware of significant reductions. And, at the end of the six-month test, indicated changes, if any, can be made.
According to knowledgeable industry executives, FAA approval is not required. . .just the commitment of the Miami-Dade Aviation Department.

We have the full support of the City of Miami Administration and Commission.

Since the Miami City Commission passed a resolution on January 26th in favor of this program, the Brickell Area Association, the Brickell Key Master Association, the Downtown Development Authority and the Executive Committee of the New World Action Committee of the Greater Miami Chamber of Commerce have joined the Brickell Homeowners Association in full support of the program.

Our job now is to insist that our County Commission and administration get on the same page.

We're ready to help them find the right page. This is a WIN, WIN program for all!

Reprinted from BHA News Spring 1998
Aircraft Noise: Residents Urged To Report Disturbances
In the ongoing battle to control aircraft noise levels, especially in residential areas like Brickell, Miami International Airport is setting up a special telephone line for residents to report disturbances. The line is intended to help airport officials identify airlines which are not abiding by the recommended noise abatement procedures.

The Brickell Homeowners Association has been participating in the monthly meetings of the MIA Noise Abatement Task Force, comprised of citizens, business executives and airline and airport officials. The group is working with MIA to address ways to ensure that airlines comply with recommended procedures.

Much of the control of aircraft noise has to do with how steep the plane makes its arrivals and departures and whether it waits to make its turns over water or neighborhoods. While there are Federal Aviation Association regulations in place, it often seems to boil down to technique and common courtesy on the part of the pilot.

Jeff Bunting, who heads the noise abatement effort at MIA, worked with BHA to install aircraft noise monitoring devices at The Palace and Bristol Tower earlier this year. These devices established a baseline noise level with which to compare over time.

To help in the effort, residents are asked to report disturbing noise incidents with the following information. The report can be called in, faxed in, or mailed to Jeff Bunting's attention. Although the form below need not be used, it covers the pertinent data Bunting seeks. It isn't expected that all people will be able to identify the aircraft, but "any kind of information is helpful," Bunting said.

Reprinted from BHA News, December 1997 Holiday Issue
Column: Rumble Over Miami: AIRCRAFT "Noise" Intrusion, By Francisco J. Garcia
Few of us who live and/or work in the City of Miami have not at some time experienced noise intrusion caused by an aircraft thundering by overhead. Worse yet, many who work and live in the city are systematically subjected to these highly disruptive, not-to-mention irritating, incidents. It doesn't help that aircraft fly-bys are regularly scheduled, for no closing of windows, no raising the stereo's volume and no pillow over the head can baffle the annoying vibrations that shake us about from the inside, out.

Once, while speaking about this very issue with Captain Edward Ferrer, a seasoned aviator with more than 50 years of military and civilian flight to his credit, I expressed my astonishment at just how loud departing aircraft noise can be. He stated matter-of-factly: it's no more than the noise of a blowtorch as heard through a fan... a million-fold!

No question about it, aircraft fly-bys are disturbing; their recurrence, trying, and everyone's seeming inability to do anything about them, downright infuriating. Miami's residents know this. Miami's businessmen know this. Miami's Planning and Development Division knows this. More importantly, Miami's Commissioners know this, they too are residents. Most important of all, perhaps, is that something can and is being done about noise intrusion. As always, however, the swiftness of the results is inversely proportional to the complexity of the issue.

Unfortunately for us all, this is indeed a very complex issue. An overview of the main factors conspiring to complicate it may elucidate our path toward a solution. First, it is important to realize that aircraft noise intrusion is foremost a Miami issue. Not to imply that other municipalities don't suffer adverse effects as a result of Miami International Airport's operations, but none more intensely and none more innocently than Miami.

None more intensely
Miami happens to abut the Airport in the upwind direction. Aircraft must takeoff against the prevailing wind and in South Florida prevailing winds travel in a westerly direction.

Aircraft must therefore takeoff in an easterly heading. Upon leaving the tarmac, engines roaring in an effort to gain altitude, departing aircraft rumble over Miami the first five to six miles of their voyage. It is in these first crucial moments, while the aircraft must break the gravitational pull, that the engines are strained to the fullest and are therefore at their loudest. This fact coupled with the still close proximity of the craft to the ground in the incipient stages of levitation accounts for the disproportionate impact borne by Miamians.

None more innocently
This may be a somewhat academic consideration, but in my mind none too trifle. Miami, as a municipality, clearly predates Miami International Airport. In fact, it happens to be the only municipality in South Florida that predates heavier-than-air flight. Much of

Miami's framework and infrastructure was certainly present prior to construction of the airport. In contrast, a significant part of the development in other municipalities has occurred in spite or perhaps because of the airport's location. Their complaints seem therefore to have a hollower ring. I won't dwell much, I would only suggest that some deference is owed to Miami.

Secondly, there is the issue of jurisdiction or better stated who can, if they should will it, do something about aircraft noise intrusion in Miami. The answer to this question is at the crux of why a solution to this problem is so difficult to achieve. The ultimate authority to effect substantial change is essentially three-times removed whence the problem occurs and three-times disjointed. Federal, regional and county authorities share operational responsibilities, although the way in which this unfolds frankly eludes me. Lest it seem I have been remiss in my research, let me clarify that this shared administration is no exact science, rather an elusive alchemy.

In the interest of fairness, I will assert my firm subscription to the principle of checks and balances. It must be recognized that matters of international, or even national, commerce and travel should by no means be subject to the caprices or idiosyncrasies of any one region or municipality. This justifies federal involvement. I hasten to add, however, that the interests, especially as pertains to quality of life of individual citizens, should not be compromised by a bureaucracy too large to micro-manage any issue. The bottom-line, as I have come to understand it, lies with the ability of the municipal (county) authority to powerfully advocate and protect the interests of its constituency.

Let us further consider that our municipal airport authority, Dade County Aviation Department (DCAD), must also look after the gainful and efficient operation of the Airport. Nor would Miamians settle for less, given the pivotal role the airport plays in our regional economy. This being the case, the only sensible and practical solution seems to be to find a means to abate aircraft noise intrusion to a satisfactory level without unduly infringing on the safety and efficiency of airport operations. Sensible and practical, yes...but feasible? Also yes!

The City of Miami Committee for Aircraft Noise Abatement and the Planning and Development Division have produced a Noise Mitigation Program which sets forth the means to accomplish just this objective. Its strategy is simple to follow and simpler to understand. In a nutshell, three simple measures would take us the greater part of the way there. They are:

1) Whenever prevailing winds allow (usually at nighttime), direct aircraft to takeoff in a westward heading. This would take aircraft away from Miami instead of toward it as they takeoff which is, again, when they make the most noise. Directly west of the airport there is an industrial area and beyond, the Everglades. Any adverse effect would be minuscule when contrasted to that suffered daily by countless Miamians.

2) Direct aircraft to maintain takeoff heading until an altitude of 3,000 ft. is reached. This would eliminate aircraft maneuvering over populated areas. Reducing the amount of time spent by the craft over these areas would result in increased safety and reduced noise intrusion.

3) Direct airlines to adopt the Air Line Pilot's Association (ALPA) noise abatement takeoff profile. This takeoff procedure requires the pilot to achieve a safe climbing speed quickly and maintain constant acceleration until the aircraft travels beyond audible range. This procedure minimizes the increased noise generation stage and essentially requires the aircraft to glide noiselessly upward until it is too distant to be heard. Only at that time may cruising speed be attained.

Finally, it may please you to know that Miami-Dade County is in the process of assembling a committee to study Miami's and other proposals in the interest of understanding the diverse countywide issues and concerns pertaining to the Airport's operations and in an effort to enact a master plan that will allow the Airport to be the good neighbor it can and should be.

Noise appears in quotation marks because noise by definition is a disagreeable series of vibrations detectable by the ear. The infra-sound vibrations produced by aircraft, are not detectable by the ear and therefore technically not noise and yet they are possibly the most annoying part of so-called noise intrusion. The part that causes your windows to rattle.

Francisco J. Garcia, architect and urban planner, is the Urban Design and Special Projects Coordinator for the City of Miami Planning and Development Division and a member of the Miami Committee for Aircraft Noise Abatement.

The opinions contained herein are those of the author and do not necessarily reflect viewpoints held by the BHA.

Readers are invited to send in their comments related to the neighborhood or condominium living that may be of interest to Brickell residents. Please respond to the editor at nbrown@miamisci.org.

Reprinted from BHA News, Spring 1997
Airplane Noise: Residents Losing Sleep Under Loud Planes
Has airplane noise that you hear in your home increased? Are you being awakened in the middle of the night by planes? Have to stop telephone conversations? Aren't there regulations about airplane noise, especially at night?

A return visit to the BHA by Dade County Aviation staffer Jeff Bunting gave residents several explanations and somewhat distant hope about airplane noise in the Brickell Area. Indeed, noise has increased as Miami International Airport continues to grow in passenger and cargo volume.

The details about the situation and what can be done get a little confusing, but what is important to know is this: Residential Brickell is under a flight path taken by planes using the southern one of two east-west runways at M.I.A. The Winter 1992 BHA News reported that the Aviation Department said once a delayed refurbishing project closing the northern runway was finished, the less noise sensitive northern one would be used again at night and the southern one over Brickell would be closed from 10 p.m. to 7 a.m. In 1995 we reported that Jeff Bunting said a lot of noise abatement boils down to pilot technique and consideration. He explained how M.I.A. was working with pilots to get them to fly high over residential neighborhoods and would be adding shoreline and islands to the radar screen so pilots could see where they are in relation to neighborhoods. The BHA also reported in both issues that the elimination of Stage 2 aircraft for the quieter Stage 3 aircraft would be complete by the year 2000, greatly alleviating the problem.

All Night Long
Closed runway? Nothing doing, Bunting said. "Miami International is open 24 hours a day." He explained the northern runway is the preferred runway and air controllers try to direct pilots over that one. The one over Brickell, however, is longer and easier to use, especially if the plane is an overloaded cargo carrier, which Bunting said, is frequently the case. If a pilot tells the controller, "I want to use the other runway," the controller must comply.

What about the campaign to make the pilots fly higher, make their turns farther out, over water? It seems that it just hasn't worked so well. There are no fines or penalties at M.I.A., unlike at other airports, thus no incentive to pilots. "In Miami we have informal noise abatement procedures," Bunting said. "We're looking to formalize them." He has a plan for consolidating the flight path, which now looks like a hodgepodge of arcs of every degree from the airport out to the Atlantic. The proposed plan calls for turns 10 miles out and at a higher altitude.
But whatever he proposes can't shift the impact on residents from one neighborhood to another. Not 1.5 decibels higher. The Aviation Department is purchasing a ground-level microphone-recording system to measure noise to prove that they're not increasing in one area too much.

"I can't rob Peter to pay Paul," Bunting quipped. That's why he can't move the flight path over downtown, even though it's virtually shut down at night and void of people. He has to have the ground readings to prove no one is adversely impacted.

If the Federal Aviation Administration approves his plan, it still must be approved by the Metro-Dade Aviation Committee and the full County Commission body. The Commissioners, elected by district, will each protect their neighborhoods if they perceive they'll be adversely impacted, Bunting explained.

"What about the promised newer, less noisy aircraft?" residents asked. Many said that when they look out their windows to see what's making the obnoxious noise, they often see what look to be older aircraft, surely not Stage 3. Bunting explained that the phase out is measured by fleet. So, an airline might have an adequate percentage of its overall fleet as Stage 3, but is not obligated to spread them around airports. All their old planes may be used for cargo going to and from M.I.A. All the old Stage 2 will be gone, but not until December 31, 1999.