San jose airplane curfew

The federal government derives its authority for isolation and quarantine from the Commerce Clause of the U. You can be stopped, detained, examined and held in Custody if you have been exposed to a communicable disease before entering the United States or traveling between States. It is not a crime to contract a disease but it is criminal to obstruct or interfere with a State or Federal Government Quarantine. The nurse in Maine is looking for a book deal.

She spent one month in an Ebola Zone. By the time infected people hit US shores, it may already be too late for all their fellow passengers.

We need international cooperation to stop suspected people before they board, not after they land here. We need to act, not react. Lying on a form by claiming that you have not been to an affected country should be a felony. Look at that nimrod physician who wandered around NY for days despite having one of the main Ebola symptoms—fatigue. If anyone at the bowling alley or buses he used or otherwise came in contact with is injured or dies, he should be prosecuted criminally, and sued civilly.

NY physician licensing authorities should launch an inquiry. He seems too clueless to practice medicine on an unsuspecting public. San Jose airport was built in the right place — 60 years ago. Since then the city has grown, but not grown up due to FAA height restrictions. Now with bigger planes in greater numbers the city has put forth the curfew. So how about this. Move the airport. It could have gone to Moffett or maybe South County. Then think regional. Put the High Speed Rail station on some of the vacant runways.

The HSR really should then go up to the East Bay and on to Sacto where it can eventually be looped back down to where it comes out of the Central Valley. It is therefore incumbent upon the elected representatives of the SJPOA — public servants, all — to tell to police recruits the unvarnished truth about the compensation package being offered to police officers. For one thing, the City Council may investigate an officer, but cannot discipline him or her, city attorney Rick Doyle says.

Was this bizarre example of writing intentionally misleading and, if so, has it been entered into a contest for Least Factual Reporting — Local Government category?

Is SJI claiming that issue settled? Also during calm wind conditions, aircraft depart to the northwest toward the bay and turn over Milpitas and then southeast bound over east San Jose.

During the winter months, usually from September to March, the airport commonly experiences winds from the southeast, which means aircraft must land into the wind and from the north to the south. In order to safely navigate through the airspace for this arrival, aircraft are instructed by the FAA to follow FAA designated and published paths over communities to the west of the airport prior to turning south to arrive into SJC during inclement weather conditions low cloud cover or fog.

During these weather conditions wherein the wind is from the southeast, aircraft depart over downtown San Jose. Aircraft traffic patterns are not within the control of the Airport. Changes to the flight paths outside of what is described above are changes made by the Federal Aviation Administration and not by the San Jose International Airport.

The map right shows the approximate arrival paths into SJC for both north flow and south flow. Please note, these are approximate paths to be taken by the aircraft and may be different depending on FAA instruction to aircraft based on surrounding air traffic, weather, temporary flight restrictions on the ground and traffic to other Bay Area airports. There are several reasons for aircraft to fly outside of the published corridor or procedure, which can include:.

To more consistently and easily describe and compare noise environment comprised of numerous single events that vary in duration and magnitude over long periods of time, the U.

Environmental Protection Agency developed a single number descriptor. Airport specific data used in the INM model to develop the contour will result in the depiction on noise exposure in the vicinity of an airport. This scale most closely approximated the response characteristics of the human ear sound.

The higher the number on the scale, the louder is the sound. CNEL represents noise exposure events over a hour period. To account for human sensitivity to noise between the hours of 10 p. Each nighttime event is measured as if ten daytime events occurred.

Arriving aircraft at low altitudes are generally quieter than departures of the same aircraft type because this mode of flight requires much less engine power.

However, close to the airport, the relative quietness of an arrival may be offset by the fact that they are typically lower in altitude than departures over the same location. CNEL noise contours are used to several reasons. Noise contours highlight existing or potential areas of significant aircraft noise exposure as identified by the FAA.

Noise contours are used to assess the relative aircraft noise exposure levels of different runway and or flight corridor alternatives. Noise contours provide guidance to political jurisdictions in the development of land use control measures. These measures include zoning ordinances, subdivision regulations, building codes and airport overlay zones. It is the areas within the 65, 70, and 75 CNEL noise contours that the FAA considers to be the most impacted by aircraft generated noise.

Beyond the 65 CNEL noise contour, noise is most noticeable in areas below established flight corridors. Prospective residents are highly encouraged to thoroughly research the noise environment of any new home. Residences inside this area are those most affected by SJC airplane noise.

The airport's permanently installed noise monitors depicted on the Webtrak site can also be used to see how flights are affecting the noise level at those locations. Residents in west valley communities such as Sunnyvale, Cupertino, and Mountain View are mostly impacted during South Flow operations. Many manufacturers of doors and windows have created specific models to better insulate the home against noise.

Adding extra insulation to walls and roofs and installing thicker windows and doors are common methods to achieve this.

Keeping windows and doors closed and using a central air system are also ways to keep noise levels lower inside. While the Airport managed an Acoustical Treatment Program to pay for upgraded windows, doors, air conditioning, etc.

Eligible homes at the time and other facilities inside of the Airport's 65 dB CNEL were treated to bring noise levels inside down to acceptable levels. Unless the 65dB area increases in size beyond where it was in , it is unlikely that this kind of program would be restarted.

Noise Office Frequently Asked Questions. Can the airport change the flight paths? What can I do to communicate my noise concerns and get involved with efforts to reduce aircraft noise? First, we recommend reading through this FAQ and other noise information posted to this website.

Hopefully most of your questions will be answered. The Noise Office accepts all noise complaints regardless of subject matter, but the Airport cannot act upon complaints related to flight paths or FAA procedures.

These quarterly meetings include an agenda item for the public to express their aircraft noise concerns. Can the airport place new restrictions or limitations on takeoffs or landings outside of the curfew period? Restrictions on the size of aircraft that can operate out of the airport? Other kinds of restrictions? What happens when I submit a noise complaint to SJC?

I just heard a jet flying during curfew. What happened? What kind of information should a complaint contain and why? Why do some aircraft seem louder than others?