FAA crimes against humantiy
Attn. FAA leadership: Congress ordered the FAA to take a number of actions related to community noise
Just as the famed Nazi hunters chased down Nazi war criminals for decades after WWII, you too will be held accountable for
your crimes against humanity. Those of us throughout the country who have had to withstand the relentless attacks against
our peace and prosperity because of your corrupt ways are just as dedicated as Prominent Nazi hunters Simon Wiesenthal,
Tuviah Friedman, Serge and Beate Klarsfeld, Ian Sayer, Yaron Svoray, Elliot Welles, and Efraim Zuroff.
We will not rest until justice is served. George Sarkisian
FAA must consider the feasibility of using dispersal headings to mitigate noise over residential and other sensitive areas.
Thanks to FAA Reauthorization, U.S. Airports Have Long to-do List for 2019
Article Dec 21, 2018
Photo credit: LeClair Ryan
The pace of change in the U.S. airport business is about to accelerate further now that Congress has passed the long-delayed
FAA Reauthorization Act of 2018. The 1,200-page act contains a number of provisions that stand to affect U.S. airports. Below
are three areas to track in the year ahead.
No. 1: Noise concerns
In passing the five-year reauthorization, Congress ordered the FAA to take a number of actions related to community noise
concerns, a perennial issue for airports. For example, when proposing new area navigation departure procedures or changing
existing procedures below 6,000 feet, FAA must consider the feasibility of using dispersal headings to mitigate noise over
residential and other sensitive areas. The idea here is to spread flight paths out across the airspace instead of using busy
“highways” in which large numbers of longitudinally separated planes continually fly over the same communities.
On the other hand, anytime aircraft start taking new routes, complaints from the affected communities are a given.
Broadly speaking, FAA’s ongoing “NextGen” modernization of the national airspace could translate into a
major shakeup in existing noise patterns and intensities. The reauthorization orders FAA to review its community-involvement
practices for NextGen projects located in major metro areas. In addition, lawmakers ordered the agency to review and evaluate
what is already known about how jet approach and takeoff speeds affect noise. They also directed FAA to commission academic
research on the health effects of noise.
Wherever possible, airport operators need to have a seat at the table as the aforementioned discussions and studies progress.
In particular, operators may need to reiterate certain limiting realities in play. Runways exist in their present directions
and locations not just by chance, but because of specific considerations related to physics, weather and aerodynamics. The
ideal situation, from the perspective of community noise mitigation, is not always viable for airport operators or the FAA
No. 2: Supersonic Aircraft
Early in my career, I had the opportunity to fly the Concorde from Manhattan to London, a journey that took just three-and-a-half
hours. In a move that feels a bit like going “back to the future,” the FAA reauthorization amounts to a major
push for a return to supersonic air travel. According to the act, FAA must issue a notice of proposed rulemaking on noise
standards for supersonic aircraft by March 31, 2020. Regulators also must fast-track the application process for civil supersonic
“If we can fly twice as fast, the world becomes twice as small, turning far-off lands into familiar neighbors,”
notes Blake Scholl, founder and CEO of Denver-based Boom, which bills itself as the world’s first airline for supersonic
flights. Boom aims to start flying 200-person passenger aircraft, capable of Mach 2.2 airspeeds, by 2023. It has already secured
a deal with Japan Airlines. For its part, Aerion is collaborating with GE Aviation and Lockheed Martin on what it bills as
the world’s first supersonic business jet. Supersonic aircraft are coming to U.S. airports. From noise standards, to
safety and runway considerations, operators need to be part of the process—and the time to start is now.
No. 3: Unmanned Aerial Systems
The act contains wide-ranging mandates for regulators on Unmanned Aerial Systems (UAS) and makes changes related to test sites,
waivers and airworthiness; pilot, air carrier and airport certificates; design standards; package delivery; and regulation
of “model” aircraft. Generally speaking, it further integrates drones into U.S. airspace—in part by ordering
a federal study on allowing local control of the low-level airspace drones occupy.
Over the next year and beyond, we are likely to see real progress on UAS regulations, possibly including operation beyond
the visual line of sight. Clearly, this is a potential area of concern for airports. However, the utilitarian benefits of
UAS are worth considering, too. By coordinating with the tower and the FAA, airports stand to use drones safely and effectively
for all kinds of tasks—bird control, runway safety inspections, security ops and more. Airlines can use UAS to inspect
planes in 4K detail, with drones flying over and recording the entire fuselage, or to spot-check hangar roofs and ceilings.
Drones will be a part of U.S. airspace sooner rather than later. Airports need to be proactive, not only to defend their interests
in terms of safety and security, but also to maximize the efficiency of their own operations.
It all means that U.S. airports will have plenty of items on their to-do lists for 2019.
Veteran aviation attorney Mark A. Dombroff is an Alexandria, Va.-based member of LeClairRyan and co-leader of the national
law firm’s aviation industry practice; firstname.lastname@example.org .
300 million Americans are begging for some cooperation from the FAA
FAA Top Level Organization Chart headed by Administrator Daniel K. Elwell
Adrienne.Coppedge@faa.gov, Ali.Bahrami@faa.gov, Annie.Andrews@faa.gov, Bailey.Edwards@faa.gov, Carl.Burleson@faa.gov, Charles.Trippe@faa.gov,
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Great Lakes Region - Office of the Director, AGL-600
Federal Aviation Administration
Office of the Division Manager, AGL-600
2300 East Devon Avenue
Des Plaines, Illinois 60018
Voice: (847) 294-7272 Fax: (847) 294-7036
Office of the Director, AGL-600 Title Name (email) Phone 2017 salary
Director, Susan Mowery-Schalk, 847-294-7272, email@example.com, $192,362
Deputy Director, Jim Keefer 847-294-7055, firstname.lastname@example.org, email@example.com, $189,931
Secretary, Theresa Bonk, 847-294-7272, firstname.lastname@example.org,
Administrative Officer, Geralyn Zachas, 847-294-7273 email@example.com, $103,232
Program Analyst, Jeannette Felkins, 847-294-8446 firstname.lastname@example.org,
Air Traffic Controller, Ronald W. Wood, 440-251-0353, email@example.com, $185,029
Air Traffic Controller, James Frank Arrighi, 202-567-1284, firstname.lastname@example.org, $180,178
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The bill also contains measures to address airplane noise including studies to better understand the effect of noise on communities,
programs to address the specific subsets of noise impacts, and the funding to execute these programs.
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