CC SR 20180501 02 - LAX Roundtable
RANCHO PALOS VERDES CITY COUNCIL MEETING DATE: 05/01/2018
AGENDA REPORT AGENDA HEADING: Regular Business
AGENDA DESCRIPTION:
Consideration and possible action to receive and file a status report on the City’s
participation on the LAX Community Noise Roundtable.
RECOMMENDED COUNCIL ACTION:
(1) Receive and file a status report on the City’s participation on the LAX Community
Noise Roundtable.
FISCAL IMPACT: None
Amount Budgeted: N/A
Additional Appropriation: N/A
Account Number(s): N/A
ORIGINATED BY: Robert Nemeth, Associate Planner
REVIEWED BY: Ara Mihranian, Director of Community Development
APPROVED BY: Doug Willmore, City Manager
ATTACHED SUPPORTING DOCUMENTS:
A. Turboprop Community Overflight Activity Timeline (page A-1)
B. PV Peninsula Turboprop Overflight Data (page B-1)
C. Mokulele Airlines Turboprop Altitudes over PV Peninsula (page C-1)
D. Pre/Post Metroplex Analysis of LAX Departures OSHNN (page D-1)
E. OSHNN8 Departure Flight Path (page E-1)
F. Draft PowerPoint Presentation by Mr. Calvagna (page F-1)
G. Email from Mr. Calvagna to the FAA dated April 23, 2018 (page G-1)
BACKGROUND & DISCUSSION
Creation of the LAX Community Noise Roundtable
The LAX Community Noise Roundtable (Roundtable) is a voluntary and independent
body created in 2000 in order to function as a group to receive adverse jet and
turbopropeller (turboprop) aircraft noise complaints from citizens, prioritize discussions
and suggest feasible resolutions to reduce noise to the Federal Aviation Administration
(FAA). The Roundtable, as an advisory body working cooperatively with the FAA,
seeks to reduce jet and turboprop aircraft noise without shifting noise from one
community to another. Roundtable membership consists of elected officials and
designated staff, representatives of congressional offices, representatives of
1
Homeowner Associations and the City of Los Angeles World Airport (LAWA) staff, who
function to gather data and offer analysis on aircraft arriving and departing from Los
Angeles International Airport (LAX).
Over the years, various City staff and/or Council-appointed volunteer RPV residents
have served on the Roundtable. As a member of the Roundtable, RPV’s representative,
currently Staff from the Community Development Department, participates in the
regularly scheduled public meetings at LAX, which occur on the second Wednesday of
every odd numbered month. In between Roundtable meetings, resident concerns
regarding aircraft noise are submitted to Staff who tracks and reports this information at
the Roundtable meetings. However, noise concerns regarding low flying aircraft that are
below the altitudes of FAA published jet and turboprop departure procedures follow
General Aviation Rules and outside the scope of Roundtable.
Peninsula Overflight Outcomes Resulting from the Roundtable
Turboprop Aircraft:
Dating as far back as 2002, RPV Roundtable representatives made persistent attempts
to work with the FAA to remove turboprop aircraft, which fly at lower altitudes than jet
powered aircraft, from flying over the Peninsula (see Attachment A). Although some
gains were made when the FAA routed, as a flight route test, turboprop aircraft to a
more distant offshore route (JEDDD procedure), eastbound turboprop flights continued
to cross Peninsula airspace. In October 2016, LAWA reported that the FAA cancelled
the experimental JEDDD procedure route citing aircraft separation issues. The FAA
reverted back to an established turboprop route procedure, which routed turboprop
aircraft closer to the Peninsula and the FAA made a decision to not make changes to
divert eastbound flights away from the Peninsula, thus curtailing the Roundtable’s
earlier efforts to address turboprop aircraft over or near the Peninsula. During this
period, due to the restructuring of one of the turboprop carries operating from LAX,
turbopropo aircraft activity over the Peninsula decreased, but the decrease in flights
was not attributed to Roundtable’s efforts. In 2015, SkyWest (an aircraft carrier) retired
its turboprop aircraft fleet. The turboprop aircraft flights over the Peninsula decreased
from 3,844 overflights in 2014 to 1,662 overflights in 2015 (see Attachment B).
However, despite this decrease, in June 2016, a new turboprop carrier, Mokulele
Airlines, began operations out of LAX, which may have spurred new aircraft noise
complaints. Mokulele Airlines uses Cessna Caravan turbopropellers, which are older
and slower aircraft. LAWA had noted that FAA air traffic controllers appear to be setting
a 5,000 feet altitude restriction for this airline when overflying the Peninsula (see
Attachment C). The lower flying altitude for this noisier aircraft is a likely source for
many recent resident noise complaints to LAWA’s aircraft noise complaint platform,
www.lawa.org.laxanc.
Southern California Metroplex Project:
2
In response to concerns raised by the Roundtable, in April 2017, the FAA began
implementing its SoCal Metroplex Project, which is a regional redesign of the airspace
over Southern California. The intent of Mextroplex was to redesign jet and turboprop
flight paths with adequate spacing horizontally and vertically throughout the region. An
outcome of this project was, among other things, to mitigate noise impacts. With
respect to the jet aircraft departures from LAX towards the Peninsula, the SoCal
Metroplex project did not change the flight routes where southbound and eastbound
departing flights are routed over the ocean and away from the Peninsula. The FAA did,
however, modify vector points or aircraft waypoints east of the Peninsula. According to
the FAA, this is to provide a safe separation distance between aircraft. However, as
reported by LAWA, after the implementation of the Metroplex project, Peninsula
overflights more than doubled because, for many flights, FAA air traffic controllers were
directing aircraft to leave their published flight route from a location approximately 10
miles offshore to destinations which took the aircraft over the Peninsula.
LAWA staff compiles data of southbound jets, which depart LAX and are directed by the
FAA to overfly the Peninsula. In February 2017, which was before the implementation of
SoCal Metroplex, the number of vectored jets which overflew the Peninsula during the
month was 198 (see Attachment D). In contrast, in February 2018, the number of
vectored jets which overflew the Peninsula increased to 455 for that month. LAWA staff
concluded that the reason for the Peninsula jet overflight increase is due to FAA air
traffic controllers directing jets, for safety purposes, to a new waypoint location in
Fullerton, which routes aircraft from a location west or south of the Peninsula. The
previous waypoint, which has been eliminated by the FAA as part of the SoCal
Metroplex, was a location near Seal Beach, which if followed, would route aircraft over
the ocean instead of the Peninsula.
A spike in noise complaints from concerned residents has resulted from the overflight
increase this past year which prompted residents to question the legitimacy of the FAA’s
concern for safe spacing of aircraft when jets are directed to fly over the Peninsula.
According to Mr. Calvagna and others, it appears, that for the most part, there is no
clear safety reason for routing flights over the Peninsula other than to shorten the
duration of a flight (see Attachment G). At the March 14, 2018, Roundtable meeting,
Mr. Calvagna presented information documenting the flights over the Peninsula and
how drastically different these flight paths are from the Metroplex (an updated
presentation will be provided by Mr. Calvagna at the May 1 City Council meeting).
In response to the increase of Peninsula overflights, RPV Roundtable Staff sought and
obtained the Roundtable’s support to send a letter to the FAA demanding the
elimination of Peninsula jet overflights and to increase the overflight altitude of a specific
turboprop carrier, Mokulele Airlines. Specifically, a motion was passed at the March 14,
2018, Roundtable meeting to draft a letter to the FAA demanding the following actions:
• FAA air traffic controllers are to adhere to the published OSHNN8 offshore
procedure (see Attachment E), which routes southbound jets from LAX around
the Peninsula between 9 p.m. and 7 a.m.;
3
• When necessary for safe spacing, FAA air traffic controllers are to direct jets from
the route OSHNN8 procedure beginning east of the HOLTZ waypoint (see
Attachment E). This will allow jets to more closely follow the published jet route
over the ocean and not overfly RPV and other communities; and,
• FAA air traffic controllers are to raise the 5,000-feet altitude restriction on
Mokulele Airlines’ Cessna Caravan turboprop overflying the Peninsula.
LAX Roundtable Ad Hoc Committee:
In November 2017, a Roundtable Ad Hoc Committee was created to further convey
Roundtable recommendations to the FAA through letters and meetings. The FAA is
anticipated to resume participating at the Roundtable meetings (the FAA stopped
attending the Roundtable in November 2017), which Staff believes will help with
communication between Roundtable recommendations and implementation with air
traffic controllers. The RPV Roundtable staff motion at the March 14, 2018, Roundtable
meeting was approved for the Ad Hoc Committee to draft a letter to the FAA, which will
likely occur within the next few weeks.
Reporting Aircraft Noise
Information on aircraft noise related matters can be found on the City’s website under
the Community Development Department homepage for Airspace Noise and Safety
Concerns (http://www.rpvca.gov/274/Airspace-Noise-Safety-Concerns). Additionally,
Roundtable updates are reported in the City’s Weekly Administrative Report, the City’s
quarterly newsletter, and to list-serve subscribers.
Jet and turboprop aircraft noise complaints originating and departing from LAX can be
filed on the following platform administered by LAWA:
• LAX Noise Complaints at https://www.lawa.org/laxanc/
Other aircraft noise complaints which are caused by low flying aircraft including small
planes towing advertising banners, small planes carrying tourists, WW2 vintage planes,
ultralight “flying lawnmotor” aircraft, are not administered by LAWA’s complaint platform
as these aircraft are considered to be operating under the FAA’s General Aviation
Rules. However, noise complaints or any other complaints attributed to low flying
aircraft can be made to the airports where the aircraft has originated from or directly to
operators of the aircraft. Both Torrance Municipal and Long Beach (LGB) airports
provide noise complaint hotlines, respectively (310) 784-7950 and (562) 570-2665. With
respect to commercially-operated helicopter noise complaints, noise reduction efforts
have been led by the Los Angeles Area Helicopter Noise Coalition. The Coalition had
recent setbacks when the FAA denied 4 petitions to regulate helicopter flight routes,
minimum altitudes, and hovering time. Still, the Coalition monitors coastal area
helicopter noise and safety issues and provides a website where noise complaints can
be submitted, http://lahelicopternoise.org/complaints/.
4
Residents are also encouraged to attend and voice their concerns at the Roundtable
meetings. The March 14th Roundtable meeting was attended by almost a dozen RPV
residents.
ADDITIONAL INFORMATION
At the May 1, 2018, City Council meeting, Mr. Calvagna will be presenting a PowerPoint
on the results of his independent monitoring of aircraft flights over the Peninsula and on
his independent communication with the FAA (see Attachment G). The draft
presentation is attached (see Attachment F).
5
artures at LAX with the understanding that the FAA controller may
the quest or that the inboard runway may be closed during that ti
• In Ma 014, Roundtable Facilitator provided a briefing on the L Preferential
Runway e Report which examined the effectiveness of th referential Runway
Use Policy LAX. The report indicated that adherence to e Policy continued to
be high with o 90% of the operations complying wit e Policy and included
recommendation o further improve adherence. Th report was prepared and
submitted to Caltran as part of the Title 21 Nois
•
Status: Active
Assigned Priority:
mpac escription:
High
9 10
Turboprop aircraft departing to the south with destinations to the east overfly the PV
Peninsula and Torrance heading to the Seal Beach VOR.
Areas Primarily Affected:
Southern Sector (PV Peninsula, Torrance)
Mitigation Activities:
• In 2002, FAA has routed most turboprops off the PV Peninsula, with only ONT, PSP
and SNA operations overflying communities.
• Roundtable sent a letter to FAA, in May 2003, to request remaining aircraft to be
routed offshore from Palos Verdes Peninsula.
• Roundtable sent a letter to FAA, in February 2004, requesting the floor altitude of
the Class B airspace to be increased near PV Peninsula. FAA did not make the
requested change.
• FAA established and implemented the HOLTZ, KARVR and OSHNN RNAV
departure procedures, in late 2004, to move jet departures that would be flying the
LAXX DP further offshore with the intent of possibly moving more turboprops over
the ocean.
• FAA developed a new RNAV procedure for turboprop aircraft called JEDDO in April
2008 to reroute turboprops further offshore from the PV Peninsula. Testing is
required before the procedure can be utilized. FAA anticipated that the procedure
will be active by April 2010. The JEDDO procedure will not reroute turboprops with
destinations to ONT, PSP, and SNA. FAA will explore alternative options for these
aircraft.
10
A-1
• In December 2010, Roundtable sent a letter to FAA to inquire the status on the
JEDDO procedure. In January 2011, FAA responded to indicate that it decided not
to implement the procedure because, through testing, it was not able to maintain
aircraft separation between jets and turboprops without vectoring aircraft off the
JEDDO route. However, FAA noted that it will explore other options such as
redesigning the JEDDO procedure or creating an entirely new RNAV procedure for
turboprop aircraft.
• Roundtable's letter to FAA regarding OAPM (Metroplex) recommendations dated
September 2012 included suggestions to 1) explore options of redesigning the
JEDDO procedure that will meet all necessary requirements to allow full
implementation of the procedure, 2) reroute the remaining turboprop aircraft that are
currently overflying the Peninsula to offshores routes, and 3) if option 2 proves
infeasible, then increase the minimum altitude of turboprop aircraft that overfly the
Peninsula.
• In October 2016, FAA confirmed the cancellation of the JEDDO procedure due to
aircraft separation issues as noted previously in the FAA's January 2011 response
letter. The FAA indicated that developing a new departure procedure for turboprop
aircraft would require Class B airspace modification, which is outside the scope of
the Metroplex project. Furthermore, the FAA indicated that the turboprop traffic at
LAX has decreased significantly since SkyWest retired its turboprop aircraft in mid-
2015.
• In July 2017, LAWA provided a preliminary analysis indicating an increase in lower
altitude turboprop operations over PV Peninsula. This may have occurred due to
Mokulele Airline's Cessna Caravan performance characteristics and an FAA altitude
restriction in place for this aircraft type. LAWA is working with FAA to obtain a better
understanding of this issue and plans to report back to the Roundtable at a later
date with more information.
Ongoing Actions:
• LAWA to continue monitoring turboprop operations and provide statistical updates to
the Roundtable. This update is currently scheduled for May and November of each
year.
Status: Active
Assigned Priority:
Low Js,,,['f;:''H45i·--r I I I J High
1 2 3 4 5 6 7 8 9 10
LAWA Workload: Medium
of Aircraft
n newly
11
A-2
Palos Verdes Peninsula -Turboprop Overflights llllS~ Los Angeles ~~ World Airports
Monitoring southbound
turboprops departing from LAX
that overfly Peninsula
.7 \...
"'\ I ·'
~
( "-,~
{,
I lOml TI
Note: Prior to SkyWest's fleet
mix change (turboprop to jet) in
early 2015, monthly southbound
turboprops were ~800 and PV
overflights were ~300.
Arr iv als
•Departures
0 Overflig hts '
Annual Comparison __..,_Southbound Turlx>props
---PV Overflights
14000 ~----------------------------~
en
Q)
12000 ~ _w_z3_ -~·Ge99
:s 10000
t co
g-8000
0
10072
-0
Q; 6000 ~--5862 ~ .j
.0
§ 4000 z
2000 ~-
(14) -, a r =:t 17olf
(11) (5)
0 +-----...,.-------,---------..-----~--...:........:..-~
2012 2013 2014 2015 2016
( ) = dai ly average
l\/bnthly Comparison
400 ~Southbound Turboprops
350 -1 _ _ __ -· --1 ~PVOverflights
en
~ 300 -11-----')
:::I
t
~250
Q)
0 200 -1--,,,,;!!!:.
0
~ 150 11 63
~ 100 -----------·
z
153
50 -I ~---
-----------------------
162 143
0 -I---~-~-~-~-~-~-~-~--,--~-~-~-__,
Sep-Oct-Nov-Dec-Jan-Feb -Mar-Apr-May-Jun-Jul-Aug-Sep-
16 16 16 16 17 17 17 17 17 17 17 17 17
5 B-1
Turboprop Altitudes over PV Peninsula
March 2017 to May 2017
300 .-------------------------------__ ] •Other Carriers
250
"' -:§> 200 -r 189
;+::
"-
Q)
> 0
a..
0 150 "-a..
0 ..c
"-
:l
I-.....
0 100 "-Q)
..c
E
:l z
50
0
d Los Angeles
~ World Airports
10
C-1
Pre/Post Metroplex Analysis of LAX Departures OSHNN/SEBBY Overflying Palos Verdes Peninsula (PV)
Vectored Jet
Jet Departures Vectored Jet
II
Departures
Month-Year . ~· (OSHNN/SEBBY) Departures % Overflying PV I %
Oct-16 2,450 1,865 76 .1% 200 8.2%
Nov-16 1,984 1,607 81 .0% 166 8.4%
Dec-16 1,979 1,542 77 .9% 220 11.1%
1,951 1.551 79.5% 19 1
1,876 1,213 64.7% 347 18.5%
May-17 1,813 1,077 59.4% 442 24.4%
Jun -17 2,366 1,338 56.6% 426 18.0%
Jul-17 2,745 1,722 62.7% 562 20.5%
Aug-17 2,528 1,540 60.9% 536 21 .2%
Sep-17 2,166 1,320 60.9% 481 22.2%
Oct -17 2,245 1,266 56.4% 381 17.0%
Nov-17 2,313 1,297 56.1% 503 21 .7%
Dec-17 2,000 1,198 59.9% 491 24.6%
Jan -18 1,985 1,200 60.5% 23.3%
Post-Metroplex Monthly Average 2,198 1,317
,.
59.9% Ii 20.8%
Note: Pre -Metroplex SEBBY and OSHNN departures were vectored SLI VOR; Post-Metroplex departures vecto e
D-1
(50
(/) (/)
II Zz ~z
Om
(/) -
I G')
ZI z--1
D-ATIS DEP
135 .65
CLNC DEL
120.35 327.0
CPD LC
GNDCON
(N) 121.65 327 .0
(S) 121.75 327.0
(W) 121.4 327.0
8 ~OG CIVVIJ ~o oi 8 ~OG 83.::1 ~o '£-MS
TAKEOFF M INIMUMS
Rwys 6L/R, 7L/R: NA-ATC.
TOP ALTITUDE:
17000 LAS VEGAS
LAS
HAILO Q /~ ~\J\Jr;:,~/
IJ "-~u <-\JCS
0
~(J ~'\ BEALE
FABRA "' (',':) ~ 6
N ENNEY ''2\ 3000 640 AR*MY t;:J-!:::'" IJ / BLAZN '\<:Pr;:,~/
::::o AANC 5000 '
530
A~\ 251 ° ,~\ <f><:l <) ci"> ~ ~ i-2 53"~~i56"~--2517 = ':._.,&"<)/ 'C\~0 MI SE N ~ ~ $ (71 12) -<ID(;"EY"6:0-== GUNNR ,./"' NNrVY .:;g.'<§'/6 ~~/ WYZEE
DOC KR 3000 640 /y ,<!? fj Cl#" ~ 3000 ~-L,.25)..'.'. 0 .§'0
/ Cl \ ()<,\ N
o;o-WEILR ~('J/T; == &fv ,'l (','\-s<f'P /
~o
'-J m E: ""'O ~ )>
'-J ;;:o
-I c ;;:o
m
LOS ANGELES TOWER
(N) 133.9 239.3
(S)l20.95 379 .l
SOCAL DEP CON
124.3 363.2 (045°-224°)
125.2 263 .025 (225°-044°)
Rwys 24L/R , 25L/R : Standard with minimum climb
of 500' per NM to 640.
ri,ri 64 <P -!:?'co~/ ~ 3000 _Q PlAYY ,,_cf"' A
~ C)J ~ RCUS
/. q
0
ADORE ,.,<§:Po/ ,s<fl
Oo
(/) (/)
II zZ z~ mo -(/) G') I
IZ
--IZ
o~
m 2:J ""'O .,..
)> -
~ c ;;:o
m
::::0 z
~
)>
r-
t-0 w
'-J
~
HAY 1~'),~\ 5000 SEBB~C>'>\ \'I-";\ 5 ~ NK y \'l-0 NOff DME/ "' SHAEF ,ff' J NOTE: RNA DME/IRU or GPS .
)> 0-..,_'l n'5 NOTE . V 1. required
Z ~ :? -::~ <Y& 'RAD . C> > .-/ u>_ g ~ <§' ).{ '° NOTE· Th"A dR required.
m z o '" o Cl <)/f; · " ep
5j " " '\. l ,~(\; Z(X)MM th e LO m!uce to be osed o I · z _§ ......_ l. Cl .f2' 16000 NOTE' Rwy; 2~~~:CKA DEPART;.r;,;Sunoble to u;e
.:: £ PEVE~Jtao r§/ CAHIL NOTE~EVEE pdoct:=~~xpectRADARve 1 ~ Q (9?"......_ 7BOO ..,_Cl$<'> 15000 . A ~2 ot HllPR and ocx:KR '°' ta 5 Q,; <\JOL~078"-.){ {]' NOff MISE~p<>e<fon. me cequ;ced lac -~
> ' IBJ Yo TRANSITION R z
-
---------SHNN NOTE· lAS complex . ce;tdcied ta a;cccaft I . ~ l\1 · HAILO/LAS/NN anding
0
..-
(
N AVY TRAN P' l)i
ARRA TIVE ON SITIONS A TC o I _rn z
FOLLOWING PA n y. n -i GE ) lo;:::: ,., t'"-1 ~> ~~ )> ..___,
SW-3, 01 FEB 2018 to 01 MAR 20 18
D
-
1
(50
(/) (/)
II Zz ~z
Om
(/) -
I G')
ZI z--1
D-ATIS DEP
135 .65
CLNC DEL
120.35 327.0
CPD LC
GNDCON
(N) 121.65 327 .0
(S) 121.75 327.0
(W) 121.4 327.0
8 ~OG CIVVIJ ~o oi 8 ~OG 83.::1 ~o '£-MS
TAKEOFF M INIMUMS
Rwys 6L/R, 7L/R: NA-ATC.
TOP ALTITUDE:
17000 LAS VEGAS
LAS
HAILO Q /~ ~\J\Jr;:,~/
IJ "-~u <-\JCS
0
~(J ~'\ BEALE
FABRA "' (',':) ~ 6
N ENNEY ''2\ 3000 640 AR*MY t;:J-!:::'" IJ / BLAZN '\<:Pr;:,~/
::::o AANC 5000 '
530
A~\ 251 ° ,~\ <f><:l <) ci"> ~ ~ i-2 53"~~i56"~--2517 = ':._.,&"<)/ 'C\~0 MI SE N ~ ~ $ (71 12) -<ID(;"EY"6:0-== GUNNR ,./"' NNrVY .:;g.'<§'/6 ~~/ WYZEE
DOC KR 3000 640 /y ,<!? fj Cl#" ~ 3000 ~-L,.25)..'.'. 0 .§'0
/ Cl \ ()<,\ N
o;o-WEILR ~('J/T; == &fv ,'l (','\-s<f'P /
~o
'-J m E: ""'O ~ )>
'-J ;;:o
-I c ;;:o
m
LOS ANGELES TOWER
(N) 133.9 239.3
(S)l20.95 379 .l
SOCAL DEP CON
124.3 363.2 (045°-224°)
125.2 263 .025 (225°-044°)
Rwys 24L/R , 25L/R : Standard with minimum climb
of 500' per NM to 640.
ri,ri 64 <P -!:?'co~/ ~ 3000 _Q PlAYY ,,_cf"' A
~ C)J ~ RCUS
/. q
0
ADORE ,.,<§:Po/ ,s<fl
Oo
(/) (/)
II zZ z~ mo -(/) G') I
IZ
--IZ
o~
m 2:J ""'O .,..
)> -
~ c ;;:o
m
::::0 z
~
)>
r-
t-0 w
'-J
~
HAY 1~'),~\ 5000 SEBB~C>'>\ \'I-";\ 5 ~ NK y \'l-0 NOff DME/ "' SHAEF ,ff' J NOTE: RNA DME/IRU or GPS .
)> 0-..,_'l n'5 NOTE . V 1. required
Z ~ :? -::~ <Y& 'RAD . C> > .-/ u>_ g ~ <§' ).{ '° NOTE· Th"A dR required.
m z o '" o Cl <)/f; · " ep
5j " " '\. l ,~(\; Z(X)MM th e LO m!uce to be osed o I · z _§ ......_ l. Cl .f2' 16000 NOTE' Rwy; 2~~~:CKA DEPART;.r;,;Sunoble to u;e
.:: £ PEVE~Jtao r§/ CAHIL NOTE~EVEE pdoct:=~~xpectRADARve 1 ~ Q (9?"......_ 7BOO ..,_Cl$<'> 15000 . A ~2 ot HllPR and ocx:KR '°' ta 5 Q,; <\JOL~078"-.){ {]' NOff MISE~p<>e<fon. me cequ;ced lac -~
> ' IBJ Yo TRANSITION R z
-
---------SHNN NOTE· lAS complex . ce;tdcied ta a;cccaft I . ~ l\1 · HAILO/LAS/NN anding
0
..-
(
N AVY TRAN P' l)i
ARRA TIVE ON SITIONS A TC o I _rn z
FOLLOWING PA n y. n -i GE ) lo;:::: ,., t'"-1 ~> ~~ )> ..___,
SW-3, 01 FEB 2018 to 01 MAR 20 18
E
-
1
Rancho Palos Verdes City Council Meeting
LAX Departure Overflights of Palos Verdes and San Pedro
Comments by Jeff Calvagna
Rancho Palos Verdes
1 May 2018
jcalvagna@netzero.com
F-1
Summary of Key Points
LAX Departure overflights of South Palos Verdes and San Pedro have
increased dramatically since NextGen Metroplex was implemented
Rountable staff identified movement of the OSHNN departure waypoint
from SLI (Seal Beach) to CAHIL (Fullerton) as the cause
In truth, the actual root cause is that the FAA is ignoring their own
documented standard instrument departure procedure (OSHNN8 SID)
o OSHNN was designed for noise abatement, it keeps aircraft offshore
longer and makes landfall over an unpopulated area
o Yet around 70% of the time, SoCal TRACON vectors low flying
departures off the SID and over Palos Verdes and San Pedro
neighborhoods
o How can a “standard” departure “require” so much shortcutting?
Studying flight patterns and Air Traffic Control communications makes
clear this is happening for ATC and pilot convenience (not “required”)
The FAA wants it both ways. OSHNN8 looks good on paper for noise
abatement, but the de-facto SID is over Palos Verdes and San Pedro homes
F-2
The FAA must follow its own documented procedures
OSHNN8 Standard Instrument Departure (SID)
Source of Most Palos Verdes and San Pedro Overflights
OSHNN SID designed for noise abatement yet ATC routinely shortcuts
noisy departures over PV and San Pedro Residential Neighborhoods
OSHNN landfall occurs at Seal Beach Naval Weapons Station, an
unpopulated area. First residential neighborhoods are north of
the 405 and at much higher altitudes than during PV shortcuts.
F-3
70% of OSHNN Departures shortcut over/near the PV Peninsula
Graphic from the Metroplex Technical Report shows OSHNN
Departures and prevalence of SID Shortcutting
Note: Chart is prior to Metroplex change
from SLI to CAHIL waypoint. Overflights now
are much worse and head further inland.
SID
F-4
The OSHNN SID is a “Standard Departure” in name only
FAA claims OSHNN is the “standard” departure to satisfy noise abatement
requirements but doesn’t follow its own documented procedures
OSHNN SID Adherence
Typical patterns observed
Jan-Feb 2018
GREEN – Adhere to the SID (20%)
YELLOW – HOLTZ shortcut (20%)
RED – PEVEE shortcut (60%)
60% 20% 20%
Percentage of flights assigned
OSSHNN that fly the SID versus
those that shortcut over PV
F-5
OSHNN Shortcuts – Jan 19th, 9:20 PM to 10:02 PM
9:20 PM 9:22 PM 9:23 PM
9:25 PM 9:29 PM 9:33 PM
9:39 PM 9:42 PM 9:44 PM
9:45 PM 10:02 PM
During peak OSHNN usage aircraft can overfly PV every 2-3 minutes
During this evening period,
not a single flight correctly
flew the SID, all shortcut
over or near Palos Verdes
F-6
Case Study – Southwest 1283 (LAX → LAS, 9:23 PM Departure)
FEB 12 FEB 13 FEB 15 FEB 16
FEB 19 FEB 20 FEB 21 FEB 22
FEB 23 FEB 28 FEB 27 FEB 26
Out of 12 flights, 8 overflew Palos Verdes/San Pedro (67%)
2 flew the SID (green), 2 HOLTZ shortcut (yellow), 8 PEVEE shortcut (red) F-7
Case Study – Delta 1404 (LAX → SLC, 6:00 AM Departure)
FEB 13 FEB 14 FEB 15 FEB 16
FEB 19 FEB 20 FEB 21 FEB 22
FEB 23 FEB 27 FEB 26 FEB 25
Out of 12 flights, 8 overflew Palos Verdes/San Pedro (67%)
3 flew the SID (green), 1 HOLTZ shortcut (yellow), 8 PEVEE shortcut (red) F-8
Regarding PV overflights, the July 2017 LAX Noise Roundtable report stated:
“FAA determines whether aircraft remain on RNAV procedure (OSHNN 7) or they
vector them to another waypoint (e.g., CAHIL) when required for spacing”
Evaluation of flight patterns and monitoring SoCal TRACON communications
with aircraft shows this is not “required” but being done for convenience
Peninsula overflights are a minimum of 7.5 miles off the SID
If OSHNN truly “requires” this deviation 70% of the time then frankly it isn’t safe
This just isn’t credible. The NextGen Metroplex report didn’t even mention these
deviations and recommended no changes to the OSHNN SID.
The NextGen Metroplex technical report hints at what is really going on:
“Another major issued raised by both ATC and industry stakeholders is the
inefficiency of using the OSHNN SID between 2100 and 0700, which adds between
14 NM to 23 NM to the route compared to the LOOP SID.”
Why is This Happening? (ATC Vector “Direct CAHIL”)
ATC and pilots don’t like OSHNN because it’s inconvenient. “Direct to
CAHIL” is a free pass at Palos Verdes and San Pedro resident’s expense
F-9
Why would ATC and pilots want to shortcut the OSHNN SID?
OSHNN is longer and takes more time – particularly if the aircraft had
originally filed for the ORCKA (loop) departure
OSHNN is complex and slower – three turns, at PEVEE, HOLTZ, and OSHNN
OSHNN is busy – PEVEE to OSNNH leg shared with the DOTSS departure
o More ATC intervention needed to de-conflict with DOTSS traffic
o Speed restrictions often needed to maintain separation
o Altitude restrictions due to Long Beach (LGB) southern departures
OSHNN delays ATC hand-off from SoCal TRACON to LA Center (ZLA)
Since there is no PV air traffic, “Direct to CAHIL” is a free pass SoCal TRACON
uses to make these concerns go away, rarely is it “required for spacing”
“Direct to CAHIL” allows the FAA to have its cake and eat it too
OSHNN SID looks good on paper and meets noise abatement requirements
In reality, ATC routinely ignores it and the de-facto SID is over my house
and thousands of others. The FAA isn’t following its own procedures.
Why is This Happening? (ATC Vector “Direct CAHIL”)
F-10
Metroplex Analysis Predicted a Noise Decrease for South PV and San Pedro
Pre-Metroplex Noise Model Post-Metroplex Noise Predict
Difference between Pre- and Post-Metroplex
Noise Model didn’t consider that the OSHNN SID is ignored >70% of the time
South Palos Verdes and San
Pedro predicted to see a small
noise decrease. Instead, the
opposite has happened.
F-11
The noise over Palos Verdes and San Pedro has increased dramatically and
the FAA owes us some answers:
Why isn’t the FAA following its own documented OSHNN8 procedure?
How can the OSHNN SID be a “standard” departure when it is ignored 70%
of the time? (definition of “standard”: used or accepted as normal)
Why does SoCal TRACON think it’s acceptable to routinely vector noisy
low-altitude jet departures over thousands of residential homes?
Why did the Metroplex analysis predict a decrease in Palos Verdes
Peninsula noise levels when the opposite has happened?
Why did the July 2017 report characterize these OSHNN deviations as
“required for spacing” when the overwhelming majority clearly aren’t?
We don’t need another year of studies! We need the FAA to follow its own
documented procedures now.
No more “Direct CAHIL” vectoring, particularly before the HOLTZ waypoint!
No deviations from the OSHNN SID unless there is a clear and compelling
requirement to do so for safety.
We Need Action NOW, Not More Studies!
F-12
From:Ara Mihranian
To:Robert Nemeth; John Alvarez
Subject:FW: Palos Verdes SID shortcutting 4/22/2018
Date:Monday, April 23, 2018 9:47:46 PM
FYI…
We should add this as public comments.
From: Doug Willmore
Sent: Monday, April 23, 2018 6:12 PM
To: Ara Mihranian <AraM@rpvca.gov>; Gabriella Yap <gyap@rpvca.gov>
Subject: FW: Palos Verdes SID shortcutting 4/22/2018
From: Jeff Calvagna [mailto:jcalvagna@netzero.com]
Sent: Monday, April 23, 2018 9:13 AM
To: ian.gregor@faa.gov; richard.sullivan@faa.gov
Cc: joey.apodaca@mail.house.gov; jacqueline.hamilton@mail.house.gov; Susan Brooks
<SusanB@rpvca.gov>; CC <CC@rpvca.gov>; Robert Nemeth <rnemeth@rpvca.gov>;
atm@laartcc.org; nickolas.christopher@faa.gov; allen.kenitzer@faa.gov; dennis.roberts@faa.gov;
tamara.a.swann@faa.gov; brian.harmelink@faa.gov; michael.valencia@faa.gov;
tracey.johnson@faa.gov; tom.hayes@faa.gov; david.keeling@faa.gov; Sherry.avery@faa.gov;
Anthony.porras@faa.gov; jason.dedrick@faa.gov; gregory.haywood@faa.gov
Subject: Palos Verdes SID shortcutting 4/22/2018
To:
Ian Gregor - FAA Public Affairs Office
Richard Sullivan - Air Traffic Manager, SoCal TRACON
CC:
Joey Apodaca - Staff, Congressman Lieu
Jacqueline Hamilton - Staff, Congresswoman Bass
Susan Brooks - Mayor, Rancho Palos Verdes
Members - Rancho Palos Verdes City Council
Robert Nemeth - RPV LAX Noise Roundtable representative
Additional FAA personnel copied as noted at the bottom of this email
Mr. Gregor and Mr. Sullivan,
After several days of good adherence to the OSHNN8 SID, Air Traffic Control discipline
completely broke down last night as LAX departures were continuously shortcut over the
G-1
Palos Verdes Peninsula. Late Sunday night, (4/22), Air Traffic Control directed 22 LAX
Departures to shortcut off the SID and overfly our community. Review of adjacent air traffic
shows that none of these were required for aircraft separation. This illegal shortcutting must
stop.
Our noise monitor network recorded 18 separate noise events 20 dB or more above the
ambient noise level. The OSHNN8 SID was designed for noise abatement and cannot be
ignored simply because the Controllers find it inconvenient. This behavior is illegal as the
FAA should realize, since it was recently sued by Laguna Beach, California for this exact
same behavior. The January 2018 FAA settlement with Laguna Beach demonstrates that the
FAA understands this. We also expect the FAA to follow its own published procedures, or
we will take whatever steps are necessary to protect our community.
Aircraft direct by ATC to shortcut the SID over the Palos Verdes Peninsula (PVP) late night
on 4/22:
9:17 PM – SWA2543 (LAX – DEN), shortcut OSHNN8 11 miles west of SID over PVP
9:24 PM – SWA3012 (LAX-LAS) shortcut OSHNN8 11 miles west of SID over PVP
9:45 PM – DAL1506 (LAX-LAS) shortcut OSHNN8 10 miles west of SID over PVP
10:05 PM – AAL2685 (LA-LAS), shortcut OSHNN8 9.5 miles west of SID over PVP
10:50 PM - DAL877 (LAX-IND), shortcut OSHNN8 11 miles west of SID over PVP
11:01 PM – SWA2728 (LAX-LAS), shortcut OSHNN8 9 miles west of SID over PVP
11:21PM – WJA1103 (LAX-YYZ), shortcut OSHNN8 11 miles west of SID over PVP
11:23 PM – JBU988 (LAX-BOS), shortcut OSHNN8 10 miles west of SID over PVP
11:39 PM – DAL1106 (LAX-DTW), shortcut OSHNN8 11 miles west of SID over PVP
11:48 PM – UAL660 (LAX-ORD), shortcut OSHNN8 10 miles west of SID over PVP
11:53 PM – ASA1114 (LAX –IAD), shortcut DOTSS2 1 mile off PVP coast
12:05 AM – SWA2967 (LAX-DEN), shortcut OSHNN8 12 miles west of SID over PVP
12:08 AM – NKS128 (LAX-BWI), shortcut OSHNN8 10 miles west of SID over PVP
12:14 AM – AAL219 (LAX-ORD), shortcut DOTSS2 0.5 mile off PVP coast
12:20 AM, AAL2406 (LAX-DFW), shortcut DOTSS2 1 mile off PVP coast
12:27 AM – NKS658 (LAX-PIT), shortcut OSHNN8 10 miles west of SID over PVP
12:34 AM – DAL308 (LAX-CUN), shortcut DOTSS2 0.5 mile off PVP coast
12:43 AM – AAL1875 (LAX-CLT), shortcut DOTSS2 1 mile off PVP coast
12:50 AM – DAL1352 (LAX-DTW), shortcut OSHNN8 11 miles west of SID over PVP
1:03 AM – UAL910 (LAX-ORD), shortcut DOTSS2 1 mile off PVP coast
1:07AM – FFT408 (LAX-DEN), shortcut OSHNN8 11 miles west of SID over PVP
1:11 AM – ETH505 (LAX-DUB), shortcut OSHNN8 9 miles west of SID over PVP
It should be noted that on the following Monday morning (4/23), SID adherence was again
excellent. This disparate behavior indicates that this illegal shortcutting can be attributed to
specific Controllers on duty at the time. The FAA must implement corrective action to ensure
all Controllers understand that shortcutting aircraft over the Palos Verdes Peninsula is
unacceptable, unless clearly required for safety. None of last night’s shortcuts fell in that
category.
Although I have corresponded with you for the last month, I have widened the distribution of
this email to include additional FAA personnel. For their benefit, I will restate what we
expect from the FAA:
G-2
ATC will cease shortcutting OSHNN8 SID departures over the Palos Verdes Peninsula
(PVP). ATC will not shortcut aircraft off the OSHNN8 SID (Direct CAHIL, Direct
SEBBY) prior to reaching the HOLTZ waypoint.
ATC will cease shortcutting DOTSS2 SID departures over/along the coast of the PVP.
ATC will not shortcut aircraft off the DOTSS2 SID (Direct DOTSS, Direct EYEDL)
prior to reaching the PEVEE waypoint.
The FAA will implement effective corrective action and police the behavior of its
controllers. While SID adherence has improved over the last month, these continued
breakdowns demonstrate that specific Controllers require oversight from TRACON
leadership.
The PVP’s western location and protrusion from the coastline make our community
particularly susceptible to LAX Departure noise events if the SIDs are ignored. This was why
the SIDs were designed to keep aircraft a minimum of four miles of the PVP coast. They are
not optional; they cannot be ignored simply because a Controller finds them inconvenient.
Also, we have taken steps to ensure we have independent means to assess the FAA behavior in
this regard:
We have implemented an ADS-B/multilateration network on the PVP to compile our
own flight track data and altitude data. We are compiling data on adjacent aircraft
during shortcut events.
We are rolling out a Peninsula-wide noise monitor network to continuously record and
archive noise event levels. The first monitor is already online with the second going
online next week.
We are installing equipment to continuously record and archive ATC/aircraft
communications by TRACON (both Del Rey and Coast areas) and the LA ARTCC.
We are reviewing our legal options particularly in light of the Laguna Beach settlement.
We are very serious about protecting our quality of life and we expect effective corrective
action on the FAA’s part. These continued breakdowns demonstrate any corrective action to
date has not been sufficient.
Again, we invite both of you to attend the May 1st Rancho Palos Verdes City Council meeting
(as this topic is on the agenda) to discuss the FAA’s behavior in this regard.
Jeff Calvagna
Rancho Palos Verdes, CA
Additional personnel copied on this email:
• Dennis Roberts, FAA Regional Administrator
• Tamara Swann, FAA Regional Deputy Administrator
Air Traffic Operation Western Service Area South
• Brian Harmelink, Deputy Director of Operations WS (Renton, WA)
Southern California District, Lawndale
o Michael Valencia, Manager, Southern California District
o Tracey H. Johnson, Assistant Manager, Southern California District
G-3
Southern California TRACON, San Diego
• Tom J Hayes, Manager, SoCal TRACON
• Richard Sullivan, Air Traffic Manager, SoCal TRACON
• David V Keeling, ATC Specialists Supervisor, SoCal TRACON
LAX Air Traffic Control Tower, LAX
• Sherry Avery, Manager, LAX Air Traffic Control Tower
• Anthony Porras, LAX Air Traffic Control Tower
• Jason P Dedrick, ATC Specialists Supervisor, LAX Air Traffic Control Tower
Los Angeles Center (ZLA), Palmdale
• Lisa Jones, Operations Manager, Los Angeles ARTCC (Honolulu)
• Gregory Haywood, Air Traffic Manager, Los Angeles ARTCC (Palmdale)
G-4