BlueSkies

General Aviation

General aviation is non-commercial flight as per ICAO. This includes personal flight, flight training, aerobatics, private jets, helicopter flight, gliders, etc.. See detailed definition here. FAA's airport categories can be found here.

Identify planes - airport information - pilot information:

Aircraft ownership:

Flight tracking apps and Airnoise buttons can only ID the aircraft's N-number, make and model, registration, and owner. The owner is not necessarily the same person as the pilot. When the plane is owned by a corporation or LLC, it gets harder to narrow down who the pilot might be. Some aircraft owners lease their aircraft to flight schools for a discounted storage rate at the airport, or other mutually beneficial arrangement. Some flight schools lease aircraft from large institutional aircraft lease companies such as Christiansen Aviation.

FAA FARs (federal air regulations) related to flight training and recreational flying:

Voluntary Initiatives:

Airspace Information:

The airspace around the country's 30 busiest is Class B. These airports are surrounded by the Mode C Veil where ADS-B out is required. Airspace looks like upside down wedding cake.

Noise and Airports:

FAA has embarked on a Noise Policy Review that will not be applied retroactively. Public response comments submitted can be read here.AICA's comprehensive comment encompasses concerns and impacts for all types of aviation impacted communities.
FAA accepts noise complaints at FAA Noise Portal. Only expect 1 response from FAA using this system even if multiple complaints are submitted. Per FAA's policy regarding the noise portal, FAA should release collected data quarterly. No data has been released since its inception which was FAA Reauthorization 2018: https://ancir.faa.gov/ancir?id=ancir_sc_cat_item&sys_id=6149ade187a1f550b0d987b9cebb357e.
FAA Noise Ombudsman - it very difficult for communities to interact with FAA and few report receiving responses from FAA's ombudsman: https://www.faa.gov/about/office_org/headquarters_offices/apl/noise_emissions/airport_aircraft_noise_issues/noise_ombudsman.
FAA also accepts safety complaints to its Hotline: https://www.faa.gov/about/office_org/headquarters_offices/aae/programs_services/faa_hotlines.
FAA Part 150 - an expensive noise mapping process that can only establish voluntary suggestions for airports to use in order to alleviate noise: https://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentnumber/150_5020-1.
An “airport community” is generally within 5 miles of an airport. Communities impacted by aviation outside of 5 miles is often called an “overflight community.”
National Parks on Noise: https://www.nps.gov/subjects/sound/overflights.htm.

Points of Information:

Touch and Go landings are not required for a PPL (private pilot's license). Take-offs and landings are required (10 of each). Touch and gos are an industry practice used by flight schools or by pilots maintaining their flight certificate or building hours.
FAA does not police the piloting community. FAA has a compliance program based on a “just culture” that favors pilot education over penalties and enforcement. There is heavy reliance on the piloting community to self-report to FAA.
FAA considers itself a “service provider” managing industry demand of the NAS (national airspace). Operators determine number of operations, not FAA. A touch and go landing session consisting of passes is counted as ONE operation.
Part 135/Charter Cos. “Scheduled Service” generally refers to commercial airport operations, whereas private jet charter companies may offer a “scheduled flight”. Commercial operators (Part 120) have different requirements than charter operations (Part 135). Airports capitalize on the public's understanding of the term schedule vs. the FAA's use of the term schedule:
https://www.stratosjets.com/blog/what-you-need-to-know-about-part-135
https://www.faa.gov/about/officeorg/headquartersoffices/avs/faa-certificated-aircraft-operators-legal-part-135-holders
Student Pilot drop out rate in 2010 (the most recent released data) was 70-80%
The Airport Noise and Capacity Act of 1990 applies to aircraft weighing 12,500lbs or more, not to lighter aircraft such as single engine piston aircraft. Although airports often point to ANCA as the reason airports cannot impose restrictions on aircraft operations such a touch and go landings, it is FAAs grant assurance program (namely #22) that governs an airport's ability to impose these types of “access” restrictions. Only grandfathered airports (ones with noise policies and access policies in place before ANCA) can levy fines such as nighttime landing fees, or limit touch and go landings. There is a strong need to de-couple aviation funding for local control at general aviation airports that mainly serve private aviation.
No Part 161 requests, also known as waivers, have been approved by FAA since ANCA of 1990. Ex. Curfews or caps.
On the issue of leaded fuel and its demise: this.