Aviation noise

Quieter electric planes are already in the air

Photo credit: Matti Blume licensed under CC BY-SA 4.0

by David M. Sykes, Vice Chair, The Quiet Coalition

Some readers think electrically-powered aircraft are a wild-eyed futuristic idea—not so! Quieter all-electric, battery-powered aircraft are already flying. Most of these are one- or two-passenger planes but they demonstrate the viability and economic attractiveness of battery-powered electric planes. This video shows you ten models you can buy and fly now:

Perhaps the most exciting one in this video is the 11-seat (9 passengers plus two pilots) Israeli-designed “Eviation Alice” which is intended for commercial, commuter flights. The first customer for the Eviation Alice, CapeAir, based in the eastern U.S., signed up in mid-2019 and has placed an order for delivery in 2022.

The big player in this transformation to electric aircraft is not an American company. It’s Germany’s Siemens. So far Boeing and it’s engine-maker GE are not doing anything in this space, just sitting on the sidelines and waiting for somebody else to go first. But with Boeing’s GE-powered 737MAX completely and indefinitely grounded worldwide, perhaps that partnership isn’t in a mood for innovation right now.

Electric propulsion of larger airliners—the kind of planes most of us ride like Airbus A320s, etc.—won’t arrive until battery technology takes the next big leap. But Tesla’s Elon Musk is a major player in that effort, so keep an eye on him in this sector, too. He’s not just a car and rocket guy, he’s also keenly interested in electric aircraft.

Airports are certainly not quiet now, and the FAA seems to be working hard to stall improvement. But no matter what the FAA and regional airport authorities do, the electric revolution in aircraft is showing that quieter, more fuel-efficient flight is closer than we might have thought!

David Sykes chairs several professional organizations in acoustical science: QCI Healthcare Acoustics Project, ANSI Committee S12-WG44, the Rothschild Foundation Task Force on Acoustics, and the FGI Acoustics Committee. He is lead author of “Sound & Vibration 2.0” (Springer, 2012), a contributor to the NAE’s “Technology for a Quieter America” and the GSA’s “Sound Matters,” and co-founded the Laboratory for Advanced Research in Acoustics at Rensselaer Polytech. A graduate of UC-Berkeley with advanced degrees from Cornell, he is a frequent organizer of professional conferences in the U.S., Europe, Asia and the Middle East.

A noise control cure for noise-induced tinnitus and hyperacusis

Photo credit: Owen Barker from Pexels

by Jan L. Mayes, MSc, Audiologist

In a 2019 article titled “Why is there no cure for tinnitus?” the authors looked at whether studies had dentified if participants have a history of significant noise exposure that could cause decreased sound tolerance, like hyperacusis or tinnitus. A cure for noise-induced tinnitus and hyperacusis, the authors noted, could be very different from a cure for tinnitus or hyperacusis from other causes, like aging or head injury.

The article shows that it’s important for research to identify noise sub-types when evaluating potential cures. The underlying hearing health damage for sudden high level noise like acoustic trauma is different than damage from chronic moderate level noise over time. That is, the cure for noise-induced tinnitus and hyperacusis from bomb blasts or firearms is likely different than the cure for noise-induced tinnitus and hyperacusis from being exposed to unhealthy noise at school, on public transit systems, or at noisy workplaces.

High level public noise pollution in daily life can impact hearing health of all ages from babies to elders. Fortunately, the solution for tinnitus and hyperacusis caused by public noise pollution is not a cure–it’s better than a cure, as the solution is preventing the noise from happening in the first place.

How? There must be noise control for human manufactured unhealthy noise sources like personal listening devices, aircraft, road vehicles, railways, consumer products, and even MRI machines. There is no need for a cure if the source noise is never manufactured to be loud enough to cause decreased sound tolerance in the first place.

Controlling the source of noise would have other positive effects. Moderate levels of public noise pollution can significantly affect the quality of life for people with tinnitus and hyperacusis by causing poor sleep and making it significantly harder to understand speech in the presence of background noise. This, in turn, can increase stress levels, making it harder to cope and potentially interferring with available treatment.

Noise control is not impossible. Protecting the general public from unhealthy noise must cost less than the combined healthcare costs of diagnosing and treating tinnitus, hyperacusis, and other hearing health damage. And new noise prevention materials are constantly being invented. Examples include an acoustic material invented by Boston University that silences or cancels out 94% of sound waves without blocking light or airflow. A Canadian company is making noise barriers that absorb noise and air pollution. Quiet electric passenger planes could be in regional operation by 2021.

But nothing will change about public noise pollution until authorities and decision makers make health and hearing health a priority. This includes real time city and transportation noise mapping and reporting to identify locations with unhealthy noise. Noise prevention and control is necessary to protect public health and it should be mandatory.

Dr. Daniel Fink describes implications for acoustic engineering and design considerations for structures and enforced noise emission regulations and restrictions. Examples could include muffling school and public hand dryers, hour restrictions or night curfews at airports, quieter leaf blowers, quiet defaults on consumer products like microwaves with an option to turn on audible alerts, quiet solutions to replace vehicle back-up beeps, or preventing new imposed noise from delivery drones or noisy audible vehicle alert systems on electric cars. New technology needs to be quietly accessible for everyone.

Preventing public noise pollution won’t stop all cases of tinnitus and hyperacusis, but it could stop millions of cases around the world. Safe soundscapes without unhealthy noise are best for everyone from newborns to elders. And prevention is always better than trying to treat the problem or find a cure for noise-induced hearing damage after it occurs.

Jan L. Mayes is an international Eric Hoffer Award winning author in Non-Fiction Health. She is also a blogger and newly retired audiologist still specializing in noise, tinnitus-hyperacusis, and hearing health education. You can read more of Jan’s work at her site, www.janlmayes.com.

 

 

San Franciscans press their congresswoman to arrest airport noise

Photo credit: Bill Abbott licensed under CC BY-SA 2.0

by David N. Sykes, Vice Chair, The Quiet Coalition

Congresswoman Jackie Speier, who is featured in this Curbed article, is one of 16 members of California’s Congressional delegation who are actively involved in the 47-member Congressional Quiet Skies Caucus. Her San Francisco constituents have a strong chapter of the the Caucus’s regional support network, The National Quiet Skies Coalition, which has chapters in nearly two dozen states.

Last year, the 50 members of Congress who sit on the Congressional Quiet Skies Caucus thought they’d achieved meaningful change when they succeeded in getting specific noise-control requirements in the Federal Aviation Administration Reauuthorization Act of 2018, which was signed into law in October 2018. Sadly, the FAA doesn’t appear to be taking congress very seriously, as most communities near major U.S. airports have still not gotten any relief.

What’s insightful about the article above is that Congresswoman Speier is pressing for further changes—such as fines against airlines if they land planes during certain night-time hours. Few Americans know that there’s a global United Nations agency called the International Civil Aviation Organization, which is based in Montreal Canada. ICAO has regulatory authority over such matters as how much money can be levied as fines for noisy operation. This tactic used at the local level could help communities get the quieter conditions they yearn for, and the sleep they need.

If nothing else, fining airlines for noisy aircraft could stimulate those airlines to do what 50 airlines around the world have already done: purchase quieter aircraft–such as the 70% quieter Airbus A320neo when equipped with the American-made Pratt & Whitney “Geared Turbofan” engine.

We have no financial ties to airlines or aircraft manufacturers, but it seems essential to us for Americans to realize that quieter jet aircraft exist and are already flying safely around the world—but that only a couple of U.S. airlines have bought them. Why? Don’t we deserve quieter airports here in America too? Why do America’s airlines continue to buy noisy aircraft when quieter and more fuel-efficient alternatives already exist?

David Sykes chairs several professional organizations in acoustical science: QCI Healthcare Acoustics Project, ANSI Committee S12-WG44, the Rothschild Foundation Task Force on Acoustics, and the FGI Acoustics Committee. He is lead author of “Sound & Vibration 2.0” (Springer, 2012), a contributor to the NAE’s “Technology for a Quieter America” and the GSA’s “Sound Matters,” and co-founded the Laboratory for Advanced Research in Acoustics at Rensselaer Polytech. A graduate of UC-Berkeley with advanced degrees from Cornell, he is a frequent organizer of professional conferences in the U.S., Europe, Asia and the Middle East.

First all-electric seaplane takes flight in Canada

Photo credit: joanne clifford licensed under CC BY 2.0

by Daniel Fink, MD, Chair, The Quiet Coalition

In British Columbia, seaplanes are a common mode of transport and apparently engine noise is a common source of complaints. This report from the CBC describes the first flight of a quieter all-electric seaplane, with many further test flights still needed before the plane is certified for use.

There is a lot of work going on to develop an electric airplane engine. Whether this work will yield commercially viable aircraft remains to be seen, but it will be fun to watch. More importantly, it could be less dangerous to hear!

Thanks to Jan Mayes for bringing this report to our attention.

Dr. Daniel Fink is a leading noise activist based in the Los Angeles area. He is the founding chair of The Quiet Coalition, an organization of science, health, and legal professionals concerned about the impacts of noise on health, environment, learning, productivity, and quality of life in America. Dr Fink also is the interim chair of Quiet Communities’ Health Advisory Council, and he served on the board of the American Tinnitus Association from 2015-2018.

Let’s hope this atrocity comes to an end soon

Photo credit: Sam Saunders licensed under CC BY-SA 2.0

The New York Post reports that relatively low cost helicopter service offered by the monsters behind Uber Copter and Blade are drowning Brooklyn residents in noise.  How bad can it be?  Residents in Park Slope say that Thanksgiving traffic was so hellish that the noise “drowned their peaceful neighborhood in a roar so loud it made windows rattle, dogs growl and outdoor conversations inaudible.” Another resident said nine helicopters flew over his home in the span of 90 minutes on the Wednesday before Thanksgiving, adding that the copters come in “very low,” which makes them even louder.

According to the Post, the reason why Park Slope has been especially hard hit is that the companies are avoiding an all-water route and are purposefully flying over residential areas to save time and fuel.

While residents fume, some local pols are attempting to address the increase in unnecessary helicopter rides. The Post writes that Representatives Nadler, Maloney, and Velazquez have proposed a bill that would ban sightseeing and commuter helicopters, adding that the mayor said he supports the ban.

What a shame the mayor didn’t do something about this when he had the chance.

Here’s hoping that something is done soon to stop Uber Copter and Blade in their infancy.

News media continue to treat airport noise as a ‘local problem’

by David M. Sykes, Vice Chair, The Quiet Coalition

It’s amazing that news media continue to treat airport noise as simply a local quality of life problem. A recent example from comes from Eagan, Minnesota, where homeowners are angry about noisy air flights creating “a significant quality of life issue.”

In fact, airport noise is a national issue, and there’s actually very little that local authorities can do about it. They quite literally don’t have the authority because a very large, powerful federal agency, the Federal Aviation Administration, calls the shots.

In short, the FAA argues and almost always wins because the agency can pre-empt local authorities.

What to do? It is essential for local communities to join hands with the 47 member-communities of the National Quiet Skies Coalition and their 47 Congressional representatives who are members of the Congressional Quiet Skies Caucus to pressure the FAA to respond to community complaints and actually do something about the growing problem of airport noise.

It is also essential to become familiar with the growing body of research about the effects of that airport noise on the health of people in surrounding communities. That research is unequivocal: noise is much more than a quality of life problem as it causes serious health problems like heart disease, diabetes, and more.

This is serious stuff—and has been well-known since the first World Health Organization report on this subject was published in 2011.

So if you want something done to stop airport noise in your community, it’s essential to:

  1. Recognize that the problem is national, not local;
  2. Get involved with the National Quiet Skies Coalition and its Congressional members;
  3. Become familiar with the growing body of research; and
  4. Tell your local media about all of this — because clearly their reporters don’t yet get it.

David Sykes chairs several professional organizations in acoustical science: QCI Healthcare Acoustics Project, ANSI Committee S12-WG44, the Rothschild Foundation Task Force on Acoustics, and the FGI Acoustics Committee. He is lead author of “Sound & Vibration 2.0” (Springer, 2012), a contributor to the NAE’s “Technology for a Quieter America” and the GSA’s “Sound Matters,” and co-founded the Laboratory for Advanced Research in Acoustics at Rensselaer Polytech. A graduate of UC-Berkeley with advanced degrees from Cornell, he is a frequent organizer of professional conferences in the U.S., Europe, Asia and the Middle East.

Dr. Arline Bronzaft on the Soundproofist podcast

by Daniel Fink, MD, Chair, The Quiet Coalition

The Quiet Coalition’s Arline Bronzaft, PhD, has been interviewed for the Soundproofist site, a site that provides interviews with individuals speaking about the welcoming sounds in our environment as well as the dangers of noise.

In this interview Dr. Bronzaft notes that the literature supporting the link between adverse impacts of noise on health and well-being has not resulted in legislation adequate to protect people from the dangers of noise. Her grandson, Matt Santoro, discusses how aircraft noise affects him at his home in Queens, New York, and how aircraft noise intruded  his classroom when he was in middle school.

For those like me, who prefer to get their information by reading rather than by listening to a podcast, a transcript of that podcast is also available at that site.

In either format, it’s worth spending the time to learn what Arline has to say about the dangers of noise.

Dr. Daniel Fink is a leading noise activist based in the Los Angeles area. He is the founding chair of The Quiet Coalition, an organization of science, health, and legal professionals concerned about the impacts of noise on health, environment, learning, productivity, and quality of life in America. Dr Fink also is the interim chair of Quiet Communities’ Health Advisory Council, and he served on the board of the American Tinnitus Association from 2015-2018.

Japanese residents living near U.S. air base compensated for noise

Photo credit: Hideyuki KAMON licensed under CC BY-SA 2.0

by Daniel Fink, MD, Chair, The Quiet Coalition

This report in the Japan Times covers legal proceedings about a court case in Japan, where residents living near the Iwakuni Air Base are subject to noise from military jets. The Hiroshima High Court upheld a prior ruling, raising the damage award to 735 million yen (approx. $6,795,810).

We hope there will be similar legal cases in the U.S., but we hope even more that quieter jet engines will be required for all airplanes and flight paths will be adjusted to minimize noise exposure for those living near airports.

Thanks to Yishane Lee, editor of Hearing Health magazine, a publication of the Hearing Health Foundation, for informing us of this article.

Dr. Daniel Fink is a leading noise activist based in the Los Angeles area. He is the founding chair of The Quiet Coalition, an organization of science, health, and legal professionals concerned about the impacts of noise on health, environment, learning, productivity, and quality of life in America. Dr Fink also is the interim chair of Quiet Communities’ Health Advisory Council, and he served on the board of the American Tinnitus Association from 2015-2018.

Google’s Wing begins pilot drone delivery in the U.S.

by David M. Sykes, Vice Chair, The Quiet Coalition

Watch out for this on the roof of your local strip mall: Google’s Alphabet drone-delivery division, called Wing is now conducting pilot drone-delivery programs in the U.S. They’ve already done so in Australia and elsewhere (where the program was roundly criticized as noisy and intrusive). But negative feedback elsewhere isn’t stopping them, and the Federal Aviation Administration–a division of the all-powerful Department to Transportation, presided over by Senate Leader Mitch McConnell’s wife–has authorized a range of pilot programs across the U.S. to explore driverless drone deliveries.

Here’s a video of the Wing delivery drone in action:

See those 16 or 17 rotors? Thats four times the number of rotors you’d find on a hobbyist drone at your local park. That translates to four times the amount of noise! Who’s watching out for this?

We’ve encouraged the Congressional Quiet Skies Caucus to take a look at this emerging problem. Their only prior work was on airport noise from commercial jet aircraft—an area where they seem to have made some progress, though it hasn’t translated into improvements yet for neighborhoods adjacent to airports across the country.

Now they need to get focused on this drone delivery problem. Because in the very near future, when you pull into Whole Foods or CVS, there’s a distinct possibility that their roofs will be noisy mini-airports for the delivery of lattes, pizzas, veggies, shampoo and prescription drugs to your neighbors. So you’ll get the noise where you’re shopping and in your neighbors’ yards.

Here comes the next chapter in Big Tech’s vision of America’s future: driverless drone delivery—and it’s just invaded America’s shores after highly-criticized pilot programs elsewhere.

David Sykes chairs several professional organizations in acoustical science: QCI Healthcare Acoustics Project, ANSI Committee S12-WG44, the Rothschild Foundation Task Force on Acoustics, and the FGI Acoustics Committee. He is lead author of “Sound & Vibration 2.0” (Springer, 2012), a contributor to the NAE’s “Technology for a Quieter America” and the GSA’s “Sound Matters,” and co-founded the Laboratory for Advanced Research in Acoustics at Rensselaer Polytech. A graduate of UC-Berkeley with advanced degrees from Cornell, he is a frequent organizer of professional conferences in the U.S., Europe, Asia and the Middle East.

Why the FAA Reauthorization Act has not fixed airport noise

Burbank, California is a case in point that the FAA Reauthorization Act, signed by Trump in October 2018, hasn’t solved the airport noise problem.

Photo credit: Elizabeth K. Joseph licensed under CC BY 2.0

by David M. Sykes, Vice Chair, The Quiet Coalition

Five years ago, 36 members of Congress, together with 36 community groups across the U.S., organized the Congressional Quiet Skies Caucus and the National Quiet Skies Coalition to focus Congress on the Federal Aviation Administration’s flawed launch of NextGen, a program that has plagued communities with excessive noise and pollution—including Burbank, California.

This was a consequence of the Senate’s impatience about the stalled launch of NextGen. The transportation committee demanded to know why this program was stalled. The FAA complained that they were “slowed down by the requirement that we do neighborhood environmental impact studies.” To accelerate this program, Congress said STOP doing the studies; don’t collect complaints.

Burbank is one example of dozens of communities across the U.S. whose residents endure the aftermath. Other American cities affected include Washington DC, Baltimore, Boston, Chicago, Phoenix, San Francisco and many others. Most are represented on the Caucus.

NextGen was a good idea. Simply put, it aims to direct flights via satellite navigation, so air traffic will be more efficient and more airplanes will be able to use the same airspace, increasing safety, capacity and fuel efficiency. But Congress gave the FAA permission to ignore neighborhoods beneath the new, more tightly-controlled flight paths. Their lives have been seriously affected. For example, in Burbank, the flight paths changed from being over a freeway to being over neighborhoods—disrupting the lives of the people who live beneath the new flight paths. A new task force is being formed in Burbank to address the issue.

What should they do? Contact Congressman Adam Schiff and the Congressional Quiet Skies Caucus. Why? In October 2018, Schiff and the other members of that group trumpeted their “success” in getting the FAA to address community noise complaints by inserting specific changes in the “FAA Reauthorization Act” signed into law by president Trump. But those changes haven’t fixed the problem. So Burbank’s citizens need to take this problem back to Congress.

Warning: the “FAA Re-Authorization Act” also authorized dramatic expansions of the use of drones—so if you see a pizza being noisily delivered by drone to your neighbor’s door, blame the members of Congress who let this happen.

David Sykes chairs several professional organizations in acoustical science: QCI Healthcare Acoustics Project, ANSI Committee S12-WG44, the Rothschild Foundation Task Force on Acoustics, and the FGI Acoustics Committee. He is lead author of “Sound & Vibration 2.0” (Springer, 2012), a contributor to the NAE’s “Technology for a Quieter America” and the GSA’s “Sound Matters,” and co-founded the Laboratory for Advanced Research in Acoustics at Rensselaer Polytech. A graduate of UC-Berkeley with advanced degrees from Cornell, he is a frequent organizer of professional conferences in the U.S., Europe, Asia and the Middle East.