11-27-2007, 03:50 PM
I would like to get to the “meat and potatoes” as someone put it. There are several variables we can work with. The basics of course are routes and altitudes. A new one that has come up in our conversation is the management of flight profiles with regards to blade loading and the resulting changes in sound profiles. I think we can make some improvements there by trying to minimize power changes and maneuvering while over populated areas. I am also going to work with the pilots on the altitudes we use enroute to and from the eruption site. I would be interested in hearing if there is a noticeable change in the next few weeks.
As you know, the weather can limit our altitude, but I have noticed that on days this is not a factor, we tend not to take full advantage of the conditions. Let’s start there and see if we can take a step forward on the issue.
I have spoke with the pilots and have been flying in the area for the last several days. The pilots have told me and I have observed that they tend to be 500 to 1000 feet above the minimum altitudes when the weather is not a factor. I have instructed them to select routes that allow for the highest altitudes ( 4500 to 5000 ) and to climb to those altitudes as quickly as possible, preferably before crossing populated areas. The drawback with this approach would be a concentration of aircraft in the area where the weather permits the higher altitude. If the altitude is high enough the reduction in noise should offset the frequency of overflights. At best, this approach might result in significant reductions on clear days with the anticipation of some understanding on days when the weather dose not cooperate.
As you know, the weather can limit our altitude, but I have noticed that on days this is not a factor, we tend not to take full advantage of the conditions. Let’s start there and see if we can take a step forward on the issue.
I have spoke with the pilots and have been flying in the area for the last several days. The pilots have told me and I have observed that they tend to be 500 to 1000 feet above the minimum altitudes when the weather is not a factor. I have instructed them to select routes that allow for the highest altitudes ( 4500 to 5000 ) and to climb to those altitudes as quickly as possible, preferably before crossing populated areas. The drawback with this approach would be a concentration of aircraft in the area where the weather permits the higher altitude. If the altitude is high enough the reduction in noise should offset the frequency of overflights. At best, this approach might result in significant reductions on clear days with the anticipation of some understanding on days when the weather dose not cooperate.