The above images are RWY 15R  jet path comparisons:  1) Pre-Metroplex (Pre-NextGen) image. 2) Post-Metroplex image (also known as NextGen 2nd rollout) and the 2017 proposal image that is supposed to get the path back to Pre-Metroplex (Pre-NextGen).  This 2017 proposed simulation does not even come close to resembling the Pre-Metroplex image path.  The BWI images above do not include the initial NextGen stage called:  Metroplex or (NextGen 1), which is discussed further down.   As of (2/26/19) the 2017 path change proposal (above right) has yet to be implemented.  In its current form, this proposal is not an acceptable change because it moves traffic off one community and onto many other communities.  In order to be fair, the path change proposal needs to resemble the Pre-Metroplex (Pre-NextGen) wide path, as discussed at the BWI Roundtable meetings.       BWI Online Complaint Form Link
 

Enlarged BWI RWY15R (path change proposal image) above.  Added 2/26/19     BWI Online Complaint Form Link

From what we have been shown and told so far, it seems the FAA does not know (or has not figured out) how to accomplish the task of duplicating the wide dispersion path of Pre NextGen.  The problem is said to be caused by the newly implemented (2015) NextGen-Metroplex Satellite Based Navigation system and other new NextGen navigational changes that are said not to be easily adaptable to wide path procedures?

I believe there is a relatively easy way (formula) to solve the NextGen narrowed path issue.  For example:  Starting with 10 initial way-points (navigation markers) approximately 1 mile apart for incoming jets flying over (for this example) an area like Arnold, Severna Park, Pasadena and Millersville. The first incoming jet would be systematically assigned to way point #1; the next jet would be assigned a mile away to the next way point #2; then another jet a mile away to way point #3 and so on up the line to way point #10.  On the next rotation, the jets would be assigned a split path between each way point in the same order #1 thru #10 as before.  And, on the next rotation, the jets would again, be assigned a different split path between each way point #1 thru #10.  There would be 3 split paths (A,B and C) between each way point, which creates 4 paths total per way point at 1/4 mile apart.  (Jets paths will always be 1 mile apart from the previous jet path during the rotation and splits).  Once the initial way point rotation followed by the split rotations are completed, the way point rotation will start all over again with way point #1, #2, #3... thru #10, followed by the split rotations #1A, #2A, #3A... thru #10A and so on to #1B, #2B, #3B... thru #10B, then to #1C, #2C, #3C... thru #10C.  A special navigation software program would be designed to automate and assist air traffic controllers with this task.

How would the above formula affect residents?  For this example:  Residents in Arnold, Severna Park, Pasadena and Millersville, assuming jets are coming in at a rate of 1 jet every two minutes.  At that rate, on the first way point rotation, a resident would hear only 1 jet fly overhead, then approximately 20 min. later, you may notice another jet 1/4 mile away.  Then, approximately 20 min. later you may or may not notice another jet 1/2 mile away,  that will be the last jet you hear for approximately 1.2 hours (of peace) as the way point rotation continues to completion, at which time the way point rotation begins all over again. 

This formula will also work for outgoing jet departures.  Outgoing jets departing (for example) RWY 28 west out Columbia and RWY 15R over Severn would (for example) have 5 initial way points and use the above formula to achieve dispersion.

The NextGen Mid Metroplex 1st roll-out, (originally just called "NextGen Metroplex" introduced spring 2015) blue tracks image below, was supposed to be the only NextGen roll-out.  Mid Metroplex narrowed down the existing flight path dramatically, concentrating the air traffic, resulting in increased repetition and noise for all communities under it`s narrowed path.  Among the affected communities was Elmhurst, whose jet traffic increased dramatically from NextGen.  Some Elmhurst residents understandably complained about the unfair increase in noise, this article discusses how the FAA responded to their complaints and shows the differing NextGen changes .  
 
Below:  NextGen 1st rollout, originally called (NextGen Metroplex), now called (Mid Metroplex), jets began turning west at an altitude of 667 feet.  The altitude jets begin to turn west is not the altitude they will be at when flying over communities, the jets are much higher by the time they reach any communities.  The turn altitude dictates the overall position of the jets flight path, lighter jets reach the turn altitude sooner than heavier jets, that explains why the jets are spread out within the path. The heavier jets reach the turn altitude later and are the ones going out the farthest into the area communities while turning west.  (The distance between each white ring is 1 mile.)

Some Elmhurst community residents understandably complained about the unfair increase in jet traffic from NextGen, in response (in 2016 after the runway construction was completed) the FAA changed runway 15R departure procedure.  Instead of going back to Pre NextGen (wide spread path) procedures, the FAA introduced the "Post Metroplex" second roll-out, (so-called, seemingly to make it appear like it was part of the original NextGen plan), which it was not. The Post Metroplex change (red tracks image below, circa 2016) revised RWY 15R departure procedure to require aircraft to begin turning west at 850 feet (previously 667 feet).  This resulted in plane paths shifting 1/2 mile south, reducing air traffic over much of Elmhurst to Pre NextGen levels, while at the same time, shifting the concentrated narrowed path jet traffic over the adjacent communities of Park West; Quarterfield; Quarterfield Farms; Brookwood Run; Clark Heights/Chesmar; Clark Station Rd/Illinois Ave; Telegraph and many other communities, adversely affecting more people.  (Over 44,000 people live in Severn area communities, according to the 2010 census). 

Compare the blue tracks image above to the red tracks image below, after studying the two images, you can see the jet traffic was shifted off of Elmhurst and onto Park West; Quarterfield; etc.  It is evident that the FAA (Post Metroplex) path shift is unfair and unjust because it shifts the NextGen narrow path jet noise burden from one community to another community rather than spreading out the jet traffic among ALL of these communities, like it was with before NextGen.  (If the FAA had gone back to Pre NextGen (wide spread path) procedures there wouldn't be an issue, but they didn't).  Meanwhile, the FAA touted the (Post Metroplex) path shift as "addressing community concerns"; however, shifting the noise burden from one community to another community is unfair.  Many communities affected by the (Post Metroplex) path shift existed long before BWI airport was built, e.g. Telegraph, Clark Station and Quarterfield.  (BWI Airport commissioned in 1950, predates the Elmhurst community by approximately 15 years).     
BWI Online Complaint Form Link

Note that the FAA prominently displayed Elmhurst in all three of the FAA images, why?  Elmhurst is not a city, it is a neighborhood. If you map search for Elmhurst, you`ll get zero local results.  Notice the map location placemark symbol for Elmhurst is different, it is larger and more emphasized than all other areas named on the map below, meaning it was placed there.  To me, this says:  "See Elmhurst, we reduced your air traffic."  (It was revealed at the 7/18/17 BWI Community Roundtable meeting that noise complaints from (some) Elmhurst residents were the incentive for the Post Metroplex path shift change.)  

Elmhurst is not responsible for the Post Metroplex path shift change, Elmhurst had no control over how the FAA would respond to their complaints.  I blame the FAA for increasing the air traffic over Elmhurst with NextGen Metroplex, distressing them and when they complained enough, the FAA just shifted the oppressive, concentrated NextGen air traffic over neighboring communities and calling it (Post Metroplex) and touting this sneaky maneuver as being a helpful procedure change.  The only fair solution would have been to go back to Pre Metroplex wide path procedures. 

So why didn`t the FAA go back to Pre NextGen wide path procedures in the first place, instead of doing the unfair Post Metroplex path shift?  The reason given, according to the FAA, is the newly implemented NextGen-Metroplex (Satellite Based Navigation) system, as well as other NextGen-Metroplex associated navigational changes are said to not easily allow the duplication of the Pre NextGen path.

The image above:  Is the original un-cropped image which shows the caption ("To address community concerns").  As shown at the 4/18/17 BWI Community Roundtable meeting.  The community the caption is referring to is Elmhurst, depicted with a unique map location placemark symbol (not the entire Severn community, as the caption would seem to suggest).  In summary, moving jet traffic from one area of communities to another area of communities,  because they were asked to, gives the appearance of favoritism.   BWI Online Complaint Form Link

*Update 5/22/18:  At recent Roundtable meetings the FAA has indicated they are going to try implementing new departure procedures intended to try to duplicate Pre NextGen wide dispersion flight paths for jets departing from runway 15R.  The BWI Community Roundtable has asked the FAA to provide charts to show how the new FAA proposed paths would compare to current paths before implementing the changes.
(7/10/18: The preceding update is now on hold until further notice pending litigation.) 

Severn residents were not informed about the Post Metroplex path shift change until many months after it was implemented, at an FAA open house event on 10/17/2016.  I attended the open house and studied the three presentation boards that depicted each stage of NextGen departure changes for RWY 15R:  Board #1. (Pre NextGen), Board #2. (NextGen Mid Metroplex) and Board #3. (NextGen Post Metroplex path shift).  The presentation boards had very little information about the changes.  I wanted to know more details because the (Post Metroplex) change appeared to have a negative impact on many communities, while at the same time appearing to help other communities.  So I asked the attending Air Traffic Official about the (Post Metroplex) 1/2 mile path shift and he told me "it addressed concerns about where (Mid Metroplex) RWY 15R jets begin turning west, the path shift supposedly addressed these concerns".  I got the impression the Air Traffic Official was not giving me the whole story.  I didn't buy that the FAA was making a correction with Post Metroplex, because after studying the two paths, it is obvious the point where the jets begin to turn west (given the 2x increase in jet traffic due to the "new" narrowed path) is identical in both "Pre Metroplex" and "Mid Metroplex" paths.  And when looking at the Post Metroplex path , it is obvious a certain area is favored.  For this reason, I continued to investigate and study over the past three years to uncover the truth and have posted what I learned on this webpage.

What else can be done to reduce jet noise? There is technology being developed that could be employed by airports that could greatly increase the altitude of departing jets flying over communities. The U.S. Navy is developing the use of Electromagnetic Aircraft Launch Assist Systems with the construction of the Gerald R. Ford class aircraft carrier. Linear induction Motor (LIM) and Linear Synchronous Motor (LSM) technology uses electromagnets, which utilize electricity to help propel/accelerate the aircraft on the runway to much higher speeds, allowing for greater initial altitudes. This technology could possibly one day be applied to airport runways and could help jets achieve much higher initial altitudes without increasing noise. This concept is similar to the steam catapult used on aircraft carriers, but uses electricity and electricity can apply thrust smoothly and comfortably, to assist departing jets achieve higher initial altitudes. This could help make future airport growth more palatable to people living near airports. I believe Linear Induction Motor (LIM) technology should be presented to the FAA/MAA for study. An additional idea to decrease departure noise from RWY 15R, is discussed further down, titled: NOISE ABATEMENT.

A word about incoming jet traffic:  The obvious answer to "NextGen" air traffic flying at low altitude over Millersville; Severna Park; Pasadena and other communities on their way to land at runway 33L is to create multiple incoming paths (way points) and rotate the paths to simulate Pre-NextGen paths.  Also, jets should try to maintain higher altitudes for as long as safely possible, then employ a steeper decent closer to the airport. This (should) be easy to accomplish with today`s technology and has been suggested at most every Roundtable meeting since the beginning by multiple Roundtable members.

Your complaints to BWI will help affect future decisions concerning airport procedure.   
To view the complaint form on your smartphone, turn it on it`s side. 
BWI Online Noise Complaint Form Link 
    
NextGen/Metroplex Detailed Information Link

 Mid-Metroplex NextGen 1

Post-Metroplex NextGen 2

BWI Airport commissioned 1950, first named Friendship International Airport, changed to Baltimore Washington International (BWI) in 1973.

A word about BWI Airport procedure during calm wind periods:
In the summer of 2017 many residents south of BWI in close proximity (< 4 mi) to the airport noticed more RWY 15R jet departures during calm wind periods than in the past. For example, in the Summer 2016 there were extended periods of **relative peace (no 15R air traffic) because the preferred runway, 28 west, was used for departing jets during calm periods; however, that has not been the case this year (2017).  An unusually high amount of departing jet traffic is using runway 15R when winds are calm.  (The following is based on how I recalled the following event.)  At The BWI Community Roundtable meeting 7/18/2017, there was an FAA representative and an air traffic control representative present while two of the Community Roundtable members appeared to be actively trying to persuade the FAA representative and air traffic control representative to change airport procedures concerning preferred runway take-off procedure during calm wind periods (by voicing their discontent with it).  They lobbied to have the 15R southeastern departure runway used during calm wind periods.  Both officials appeared to resist the efforts of the Roundtable members, but the very next morning, 7/19/2017 at 5:20 am, Jets were departing from runway 15R east instead of from runway 28 west as normal calm wind procedure would have called for.  At that time, the documented winds were calm (0 mph with gusts from the west up to 3 mph).  As a result, many communities (< 4 mi) south of BWI were awakened by 15R jets turning over them to go west.  I was told the two Roundtable members were unaware of the negative impact changing Calm Wind Procedure would have on other communities.  (Update: on 8/24/2017, a Roundtable member informed me that:  " the Calm Wind Procedure adjustment/change is off the table and no longer being considered because it just shifts the burden from one community to another."  Just like the NextGen Mid to Post Metroplex path shift did.)  It remains to be seen if the BWI control tower will follow Calm Wind Procedure.  (Update: 10/1/17, the control tower has been following procedure (for the most part) for the past three weeks, bravo!)
Update: 12/22/17, the control tower has reverted back to ignoring "Calm Wind Procedure" .  (Update: 1/04/18, after sending two letters to BWI officials the BWI control tower has been following "Calm Wind Procedure" for the past week or so.  Update: 4/15/18, the control tower has been following "Calm Wind Procedure". 
**NOTE:  Many communities south of BWI also get runway 28 departure traffic going east flying overhead, but at higher altitude so the noise is marginally less obtrusive than than runway 15R departure traffic.   

 Preferred Runway Operation Mode (Calm Wind Procedure) explained:  
When winds are above approximately 5 mph, the airport chooses the departure runway based on the direction of the prevailing winds. If the winds are coming from the west, for example, the airport will use runway 28 west, which has a western heading for jets taking off.  When the wind is coming from the east, the airport will use runway 15R which has a southeast heading.  However, when the winds are calm (approximately 5 miles an hour or less), the preferred runway for departing flights is runway 28 heading west (28 west is the primary departure RWY). This means that if the winds are at 5 mph or below the airport prefers to use runway 28 west for departing flights. The 28 west preferred departure mode procedure is based on airport design. 
Note: BWI may use any runway at their discretion based on maintenance etc... 

Many communities south of BWI have sort of a double edged sword with regard to BWI airport.  We get air traffic no matter which runway is in use powering over top of our communities to gain altitude day in and day out.  The most obtrusive air traffic is from runway 15R turning right to go west.   Additionally, we get east flow traffic from runway 28 making a U turn over us to get to eastern cities, such as New York, Boston etc...  Jets taking off and climbing to gain altitude are far more noisy than incoming jets on their way to land. 
 
Your complaints to BWI will help affect future decisions concerning airport procedure.
To view the complaint form on your smartphone, turn it on it`s side.