• According to FAA's Air Traffic Division manager Richard Ducharme, “The altitude limit is not an ironclad rule, and, in rare instances, planes drop below 3,000 feet over Delaware so they can keep a safe distance from one another.”  According to the graph using data given by the FAA, on average 18% of all operations were under 3000 feet (January to June, 2003).  To Mr. Ducharme we say that this happens more than “in rare instances.”
  

• According to a PHL noise officer, the BWINE intercept is the point where the planes begin their descent- traveling below 3000 feet.  In a letter written by Philadelphia International's (PHL) Director of Aviation Charles Isdell to Tom Carper, the location of the BWINE intercept is described using a constituent's residence as a reference.  It can be concluded from this letter that the BWINE intercept is 1.9 miles due west of Inwood and Marsh Roads (in Lancashire), locating it near the intersection of routes DE 92 and US 202. This would mean that planes are descending over a large portion of Brandywine Hundred- by design, going under the stated 3000 feet.  Isn’t it time to raise the approach elevation, considering the FAA is not following their own stated, misleading guidelines?
  

• A pilot in the article stated that the planes begin to descend at Arden. The maps supplied in the News Journal article do not have Arden located in the correct geographical position. Once and for all, where are these planes supposed to begin their descent?  And, more importantly, why must they fly so low? Should we really be able to visibly see the stripes and numbers on the planes? Should our windows really vibrate? We do not live next to an airport, though sometimes it feels like we do.

• Time and again, discussions have occurred about rerouting aircraft over the river and raising the 3000 foot elevation for approaching aircraft.  Time and again, we do not get clear answers.  On December 5, 2001, a public workshop was held at Brandywine High School.  At that time, the FAA concluded that it was not possible to raise the elevation or reroute aircraft because of safety and efficiency concerns. Now they say it may be possible to reroute (see river routing diagram in News Journal) and raise the elevation of the aircraft over our homes? The FAA now agrees we have a problem?  According to a response letter to Tom Carper, FAA Regional Administrator Arlene B. Feldman states, "We have concluded that we can increase the altitude of the approaching aircraft."  How high does the FAA plan to move the aircraft and do these plans coincide with the application to modify the class B airspace over NJ?  Will the proposed elevation change and clear weather rerouting of flights provide us with an improved standard of living?  Will residents get true relief from the overflights and aircraft noise? The airspace is currently being redesigned. Now is the time to get honest answers from the FAA.

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