The most striking problem starts to show up in 2013 when the FAA implemented Performance Based Navigation (PBN) procedures at John Wayne Airport per FAA Order 8260.58 dated 9/21/2012.
Additionally, incremental changes continued to occur between 2014 through 2017 as the NextGEN project was unrolled…even though the FAA states that the official implementation of NextGEN was November 2016.
The 2016 FAA Environmental Assessment (“EA”) for the NextGEN project failed to recognize obvious incremental environmental impacts from 1998 to 2017, including most particularly the PBN flight path changes of 2013, and it failed to recognize new flight paths at lower altitudes from SNA, LAX, LGB, and ONT in new areas throughout South OC from the NextGEN fight paths. It also failed to mitigate those environmental impacts (noise and air pollution).
The definition of PBN can best be summarized in lay terms by saying that, prior to the PBN procedures, pilots determined the course of the aircraft based on air traffic control instructions and the location of certain navigation aids. After the introduction of PBN, the aircraft position was controlled by on-board computers using GPS or inertial guidance systems.
In 2013, the environmental impacts of the Performance Based Navigation (PBN) procedures took effect. No environmental assessment was performed by the FAA until 2016 after the FAA issued FAA Order 8260.58a dated 3/14/2016.
Note that NextGEN involves plane flights from many regional airports, not just John Wayne. Any change to the flight paths will need to consider the impacts to the flights from the other airports. Did the FAA consider the cumulative impact when they made changes with NextGEN?…it does not seem so, for example many helicopters and many “loud” general aviation planes are noted to be flying lower in 2016 to avoid the lower flying NextGEN jets.
CLICK HERE FOR A PROPOSED SOLUTION: Citizens for No Plane Noise recommends pushing the SNA departing flights using PIGGN to over 10-miles out over the ocean and much higher. For example, SHIRR waypoint should move 10-miles off-shore and the jets need to fly to 15,000-feet (currently 7,000-feet at SHIRR) and then to 30,000-feet at the PIGGN waypoint (currently 9,000-feet). NO MORE jets cutting the corner! Also the LAX to Mexico jets along the V23 Airway need to be pushed from 4,000-feet to over 20,000-feet since they are flying 24-hours a day.