PHL-CAW
12/27/2004
  American Dream? --
Well it seems that there were some problems @ PHL over the Christmas holiday with USAIR staffing levels? Did Mr. Isdell come in over the weekend and recite his poem "American Dream" again or did he start tossing luggage with the rank and file?



"American Dream" -- Sculptor sues city over delay costs
Fisher's three sculptures, seen by three million travelers a year, dominate the football-shaped Arrivals Hall in Philadelphia's half-a-billion-dollar international terminal. Developed by US Airways, the four-story terminal cost almost double the original estimates and it opened more than a year later than initially planned.

When it was nearly done in April 2003, city officials celebrated at a $200,000 party in the terminal attended by hundreds of VIPs who sipped martinis surrounded by Fisher's artwork. At the event, Aviation Director Charles J. Isdell read a poem he wrote praising the three works, linked under the single name "American Dream."

*******************************

US Airways, Delta shares sag on weekend cancellations
San Diego Union Tribune, CA - 2 hours ago
NEW YORK – Shares of US Airways and Delta Air Lines took a hit on Monday morning after a shortage of workers and technical malfunctions caused thousands of ...
Comair, US Airways Trying To Get Back To Normal NBC6.net
Comair working to resume full schedule Charleston Daily Mail
ERR-LINE ANARCHY New York Post
Investor's Business Daily (subscription) - WXXA - all 541 related »


Stephen Donato
www.phl-caw.org

Philadelphia Inquirer | 12/16/2004 | Sculptor sues city over delay costs

 
12/15/2004
  Congressional rep. feeling blue? --
The real issue is that Delco. is having problems getting the information from the FAA. The FAA/PHL noise model was paid for with funds that are managed by a government agency that is funded by tax dollars. All information requested should be provided in order to validate and accurately comment on the DIES. Notice the red inbound routes over NJ in graphic below. The jet traffic will increase with use of 17-35. What will happen if that third parallel runway is buil?. The airspace is being redesigned. Why haven't they answered our questions?

Dual Modena -- FAA Choke Point -- Lowest Cost Options


Most likely in order for FAA to make room for the increased traffic in and out of 17-35 the "Dual Modena" departure patterns were implemented last November. But Delaware will not be impacted by 17-35 according to the FAA. Funny how FAA implements the new traffic patterns and within 6 weeks Southwest announces it's arrival into the PHL market for Spring 2004?

What is going on at LVIA? Seems they are looking to grow that airport and the location is perfect to provide relief for the over crowded NY metro airports and PHL. Wonder why that airport is not on the "FAA radar" as an expansion alternative for Philadelphia's airport?

Stephen Donato
www.phl-caw.org


A flying shame
Penn Live, PA - Sunday, December 05, 2004
Here in the Lehigh Valley, the void left by Southeast is significant. The carrier provided the only nonstop service to three Florida cities, making it an attractive alternative to airports in Philadelphia, Newark and New York. It pumped significant revenue into the airport, including the fees it paid to the airport and the money generated by passengers using airport parking lots, restaurants and small shops....




The Daily Times: FAA: Airport plan public comment period has ended"
 
  Airport's idea to extend runway falls way short --
- Not being factored: Cost, possible dangers, and the environmental impact. Mon, Dec. 13, 2004 By Michael H. Levin

It seems simple: Extend an existing north-south runway at Philadelphia International Airport by up to 1,500 feet and save from 10 to 19 minutes on each flight. The new runway also would have room for wide-body, long-distance jets to taxi; few use the runway now because it is too short.

These changes being studied by the Federal Aviation Administration at the airport's request, would come, however, at a cost far higher than the estimated $38 million to $56 million price tag for environmental impact studies and construction. They would negatively affect the lives of tens of thousands of the region's residents - particularly those in Delaware County - who are living along the flight path.

Worst of all, the delays might be reduced by only a minute or two, according to the FAA. Instead of extending a runway, the project actually would be a major expansion of arriving and departing flights.

If Runway 17-35, as it is known, is extended, these things could result:

Increased noise and structure-cracking vibrations.

Greater use of the airport by low-flying aircraft.

Additional air pollution from jet-fuel exhaust and fuel additives.

More smog and acid rain polluting streams, creeks and ground water.

Decreases in property value as homes and businesses along the flight path become less habitable and desirable.

All of these things could harm people and the environment in our area, worsening illnesses such as asthma, heart disease and cancer, and diminishing the quality of life.

An extended runway's impact on air safety also must be assessed. There would be a dense web of arriving and departing flights over Philadelphia, its suburbs, and sections of South Jersey. This means air safety should become even more of a concern - and cost - particularly for communities within a few miles of the airport, where most accidents occur. Among those communities are Southwest Philadelphia, Collingdale, Aldan, Darby, Yeadon, Upper Darby, Haverford and Lower Merion.

Questions have not been answered about whether accidents and other emergencies could be handled adequately. Would there be enough emergency personnel, for example, and who would train, equip and pay them year after year? The best way to review a worst-case scenario is before - rather than after - a plane goes down.

According to a draft environmental impact statement, some steps would be taken to minimize accidents. A runway safety area would be created to prevent aircraft heavily laden with passengers, cargo and baggage from overshooting Runway 17-35 and crashing into safety barriers or the Delaware River. The U.S. Coast Guard also would work more closely with air-traffic controllers to let them know if ships traveling along the Delaware would interfere with planes landing or taking off, leading to still more flight delays.

What of plans to deepen the Delaware River so that larger vessels can travel on it? Larger vessels and increased shipping traffic at nearby oil refineries and storage facilities would increase the danger.

I have studied the draft environmental impact statement and almost no attention was given to how an extended runway would affect Delaware County or the other counties surrounding the airport or in its flight path. There are no field data for communities surrounding the airport; what is there is mostly statistical guesswork and mumbo-jumbo. It seemed as if the only thing that mattered was demonstrating that the airport's runway extension plan would not have a negative impact. That's bad science.

Who knows what the future would bring? It is expected that an extended runway would be used only for 10 years. No guarantee exists, however, that future upgrades and improvements would be made at Philadelphia International Airport to extend the runway's life. Of course, that would bring additional costs and more devastating impacts on the region.

Before we spend $38 million or more in taxpayer money, we must ask ourselves this question: Is the extension worth the cost to people and the environment? If it doesn't look like it, then the plan should fail.

Sent via email from Dr. Levin.



Philadelphia Inquirer 12/13/2004 Airport's idea to extend runway falls way short
 
12/08/2004
  Aviation Industry Participation In NY/NJ/PHL Airspace Redesign Project Undermines Public Interest ---
The Federal Aviation Administration (FAA) has developed the NY/NJ/PHL Airspace Redesign Project, assisted by widespread aviation industry involvement, while excluding all public participation or oversight. For instance, Glen Morse, representing Continental Airlines, has interfaced with the FAA throughout the development as this massive project has proceeded. The New Jersey Coalition Against Aircraft Noise (NJCAAN), the citizen watchdog organization, suggests this fully funded tax supported project singularly serves aviation industry objectives, while dismissing environmental concerns. For instance, the FAA implemented the Yardley/Robbinsville pattern for Newark Liberty International Airport and LaGuardia Airport arrivals in December 2001 and new patterns for westbound departures at Philadelphia International Airport in October 2003. These most recent procedures, apparently integral to the Metro Redesign Project, increased aircraft noise over communities.


FAA-Pre-Flip-Flop--EWR-LGA-JFK Dual Modena MXE --No FAA Choke Point
Yardley/Robbinsville
Dual Modena (MXE)

NJCAAN believes that the Integrated Airspace alternative is the FAA’s preferred alternative for the Metro Redesign. If implemented, this concept would increase departure patterns over New Jersey, consolidate arrival patterns, and introduces new holding patterns in the metropolitan area. It appears to offer little, if any, aircraft noise relief for the metropolitan area.

Today, industry participation continues behind closed doors in the Airspace Work Group committee of the RTCA Air Traffic Management Advisory Committee (formerly the Free Flight Select Committee). NJCAAN has provided a summary of meeting memos and the Internet link to view the FAA’s Metro Redesign proposals below (also attached).

Robert Belzer
Sr. Vice President, NJCAAN

Since 1987 the New Jersey Coalition Against Aircraft Noise has advocated for citizen involvement in environmental issues throughout the state, and promotes ocean routing as a sensible alternative to noise pollution in the metropolitan area. NJCAAN's airspace plans use industrial areas, ocean airspace, higher altitudes and other procedures for noise abatement. These plans bring significant relief to over one million citizens affected by aircraft noise from Newark International Airport; to Bergen and Passaic County residents affected by LaGuardia International Airport; and to Monmouth and Ocean County residents affected by Kennedy International Airport.

For further information, please go to NJCAAN’s Web site at www.njcaan.org

Airspace Work Group (AWG) of the Free FlightSelect Committee (FFSC) Memo Summary
Memos are posted at: http://www.rtca.org/Airspacewg.htm

May 8, 2003: New York: The NYSAWG will meet on May 15. Agenda includes updated information integrated airspace plan, benefits estimates and distance impacts.

November 12, 2003: Glen Morse (from Continental Airlines) handed out the current set of recommendations from the NYSAWG. These recommendations were previously distributed to both the AWG and the FFSC as drafts for consideration. Eastern Region and the Airspace Redesign Program Office are anxious to get a formal set of recommendations so that they can proceed with the environmental modeling… …The NYSAWG membership is also waiting for a briefing on the operational impacts of the proposed concepts. This briefing is planned for December 18th. Also, US Airways has presented several concerns about Philadelphia that need to be discussed with the NYSAWG. A special NYSAWG session has been planned for December 15th at PHL.

The group raised concerns that the four pages of NYSAWG recommendations are actually a mixture of actions, statements and recommendations. The group suggested to Glenn that the NYSAWG complete its December meetings and continue to work the current set of draft recommendations, with a plan to present them formally to the Steering Committee (or its replacement entity) in the spring. Glenn agreed to discuss this approach with Steve Kelley (NY/NJ/PHL Airspace Redesign program manager.)

Proposed subgroup structure: Northeast (NESAWG)—Glen Morse, Chair: includes New York/Philadelphia and Boston and northern flows through the east of the Great Lakes Corridor.

January 6, 2004: Northeast (NESAWG)—Recent meetings have produced a shortened list of recommendations. Some members are not completely happy with the tone or scope of the recommendations. Glen will continue to work with the customers to refine the list. A higher-level recommendation suggesting overall delay of the DEIS was discussed, but no agreement among the AWG members was reached.

January 7, 2004: Working Group Reports: Airspace—The New York group has been developing four proposals but has determined that more work is needed. An effort to develop a fifth proposal will convene shortly. Mr. Lamond reported that Airspace Working Group review material will be distributed in advance of the next Select Committee meeting during which a more detailed update will be provided. (Note: this summary is from a Free Flight Select Committee memo.)

March 9, 2004: Northeast (NESAWG)—Glen Morse briefed that the subgroup had reached consensus on the draft recommendations for the NY/NJ/PHL Metropolitan Redesign. The draft recommendations were presented to the AWG and the group suggested some minor reformatting to provide emphasis to the main points. With the reformatting, the AWG approved the recommendations, and agreed to forward them to the Select Committee for approval and subsequent public discussion with the Steering Committee.

September 9, 2004: Bob (Lamond) briefed the group that the Free Flight Select and Steering Committees have been retired. A new committee, the Air Traffic Management Advisory Committee (ATMAC), has been created by RTCA, with membership similar to the previous Free Flight Steering Committee… …As Bob said in his email from June, the AWG and its subgroups can continue their work in the interim as an Industry/FAA Collaborative Airspace Issues Workgroup. The second meeting of the ATMAC is scheduled for October 7th. It is expected that the AWG will be re-chartered under the ATMAC and that the pending recommendations of the AWG will be publicly discussed at this meeting. To support this, the group needs to summarize the recommendations on NY/NJ/PHL Redesign, MACE, and NUAI. The group agreed on the proposed set of recommendations. Bob will coordinate with RTCA for presentation to the ATMAC in October.

October 7, 2004: ATMAC meeting: (NJCAAN commentary) The agenda is revised due to failure to post in the Federal Register a meeting notice and is held as an information only session. The meeting represents the first public meeting where the Redesign Project activities were to be discussed. Three New Jersey Coalition Against Aircraft Noise board members attended the meeting. Russ Chew, chief operating officer of the FAA’s Air Traffic Organization, headed the meeting and abruptly ended it prior to reviewing any material on the NY/NJ/PHL Redesign Project, MACE, and NUAI (Northern Utah Airspace Initiative). No material was distributed at the meeting.

OIG Audit of The FAA’s Use Of The RTCA:
In 2000, the Office of Inspector General (OIG) at the Department of Transportation audited the FAA’s use of the RTCA in order to assess whether the agency was in compliance with the Federal Advisory Committee Act (FACA). The OIG made several recommendations including:
publish meeting minutes and other reports reviewed at closed meetings for public review; andcommittee recommendations should flow through the committee deliberations process and not directly to the agency outside of the public eye.
The audit is available at: http://www.oig.dot.gov/show_pdf.php?id=49

Airspace Redesign Background:
1) The FAA continues to favor the aviation industry and excludes public involvement. The FAA has provided detailed modeling to the aviation industry and has relied on input from the industry. The aviation industry also has participated in the development of the redesign through the RTCA Free Flight Select Committee (FFSC). RTCA is a Federal Advisory Committee and has acted as an industry advisory panel in conjunction with the FAA on the redesign project.

The FFSC was chaired by Roger Wall of Federal Express, and consisted of aviation industry and FAA members. It was closed to the public. Industry members included Glen Morse of Continental Airlines and Phil Mullis of Southwest Airlines. The AWG of the FFSC was co-chaired by Bob Lamond of NBAA and Charlie Hall of American Airlines; Sabra Kaulia of the FAA was the Federally Designated Official. The FFSC was retired in June 2004 when a new committee, the RTCA Air Traffic Management Advisory Committee (ATMAC), was formed. Russ Chew, chief operating officer of the FAA’s Air Traffic Organization (formerly from American Airlines), is the Federally Designated Official of ATMAC.

2) In May 2003, the FAA introduced the Integrated Airspace Concept for the first time in a presentation to Congress. This concept replaced the FourCorner proposal as a redesign alternative. This plan would increase departure patterns over New Jersey, consolidate arrival patterns and introduces new holding patterns in the metropolitan area. Ocean routing for Newark departures are not a part of the Integrated Airspace concept. A key component of the proposal is to reduce en route aircraft separation from five to three miles. The review avoids detailed information on the noise impact of the proposed flight patterns on communities. NJCAAN believes that the Integrated Airspace concept is the FAA’s preferred alternative for the redesign and appears to offer little, if any, aircraft noise relief for New Jersey.

The FAA has isolated the ocean routing concept and may not be considering it in the broader redesign. NJCAAN estimates that ocean routing would reduce aircraft noise for one million New Jersey residents. See summaries of the FAA’s Redesign Project proposals (pages 12-16) from the agency’s May 2003 Redesign Project update to Congress at http://aea.faa.gov/airspace/NYNJPHL_Airspace_Redesign/
On the left hand column, scroll to the bottom of the page in the to the Congressional update section.)
 
12/05/2004
  The Moral Majority ? --
The president lost Delco.,Montco, on November 2nd. etc. So will Santorum and others as long as candidates (in all three states) fail to recognize the impacts of PHL on the surrounding communities. Southwest's arrival @ PHL will mean the death of USAIR and lots of unhappy unemployed or under payed union employees (hint employees are voters) in both parts of the state and in the region. Why do you think the PA GOP is playing hardball with SEPTA funding? Maybe it has something to do with the PHL expansion plans sponsored by Philadelphia? Dedicated funding? Maybe they really mean regional authority for PHL, SEPTA and DRPA. We want true Delaware River routes for PHL jets. Philadelphia (we assume Governor Rendell) has different plans. Right now they are trying to extend 17-35. Next on the list? One of these plans below.





States told they must pull together
By MAUREEN MILFORD / The News Journal - 11/13/2004
Business, political leaders hear message of regional economic cooperation
"We've got to shake off the long-ingrained tendency to cannibalize each other," Long told about 120 people who attended a breakfast meeting and panel discussion at the Hotel du Pont in Wilmington. The event was designed to promote economic growth through cooperation in the 11 counties in three states in the Philadelphia region.

A flying shame
Penn Live, PA - 17 hours ago
Here in the Lehigh Valley, the void left by Southeast is significant. The carrier provided the only nonstop service to three Florida cities, making it an attractive alternative to airports in Philadelphia, Newark and New York. It pumped significant revenue into the airport, including the fees it paid to the airport and the money generated by passengers using airport parking lots, restaurants and small shops....


Local GOP leaders clear the air with Santorum -- The Daily Times
 

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RELATED PHL NEWS ARTICLES:

Stop the Noise --
The word Noise, on the other hand, is derived from the Latin word, noxia, meaning injury or hurt. It is defined by the National Institute of Public Health as being "Any sound - independent of loudness - that may produce an undesired physiological or psychological effect in an individual and that may interfere with the social ends of an individual or group." | Effects of Noise on Children's Learning and Health -- Claire Matz

Editorial : No Change In Airnoise --
By FAA definition, we do not have a noise problem... Like other Federal agencies, the FAA is beyond control. Unless and until Mr Castle, Mr Carper, and Mr Biden get together enough support to withhold significant funds from the FAA, they will ignore us. | The Brandywine Community News, DE - April 7, 2003

Residents Ask FAA For More Information --
Gail Van Gilder, of Delaware Greenways, said the FAA already has their minds made up to approve the expansion. She said they need to answer questions from an air noise study conducted in December 2001.| The Brandywine Community News, DE - August 23, 2003

Editorial : Philly’s Airport ; Delaware County’s Problem--
It’s called Philadelphia International Airport, but, truth be told, Delaware County has greater claim to the name. | The Delaware County Times, PA - Mar 10, 2004

West Deptford residents raise noise over runway expansion --
Most homes would be impacted by the noise and air pollution. During the FAA reauthorization last year, Lautenberg and the NJ delegation...

Cheap Air Fares Land In Philly -
It's summer, it's humid and you have vacation days to spare. You're ready for a getaway but, unfortunately, your wallet isn't. Out of luck? ...| The Delaware County Times, PA - Mar 8, 2004

In Depth: Proposed changes at Philadelphia International may have a far-reaching impact on Delco. -
The study into the possible expansion of Philadelphia International Airport may still be in its formative stages, but that doesn’t prevent the controversy surrounding such an idea to continue to evolve. | The Delaware County Times, PA - Feb 23, 2004




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