Renamed user-facing “Curfew Violations” to “Curfew Operations,” and “Curfew Violators” / “Repeat Offenders” to “Curfew Operators” / “Repeat Curfew Operators,” across the main dashboard, mobile app, analytics surfaces, narrative insights, alert display labels, and CSV exports. The rename aligns short-form UI labels with the descriptive framing already in use on this page and in the Grading Formula: the dashboard reports observed operations during the Town's published 10 PM – 7 AM curfew, not formal regulatory findings.

The word “violation” is retained where it refers to formal regulatory findings rather than dashboard metrics — specifically, in the operator scorecard disclaimer that distinguishes project-defined community transparency metrics from FAA regulatory determinations, and in the About-page parenthetical characterizing what the site's data is not (legal evidence of route violations; the published routes are voluntary procedures, not regulatory mandates). Those uses are legally precise and deliberate.

No metric, calculation, or filter behavior changed. String-literal alert-rule trigger types and internal identifiers / API field names are deferred to a subsequent migration so that saved alert rules continue to work.

The corrections log section of the About page was migrated to a standalone page at /about/revisions and renamed “Methodology & Data Revisions” to distinguish it from the existing /corrections submission portal. All prior entries are retained with identical substantive content; changes are limited to headline formatting, impact tagging, ordering, and the addition of the “About this log” preamble and “Summary of material changes” section. No entries were removed, softened, or materially revised.

Scorecard methodology and labels. Refined the scorecard methodology and supporting terminology. The “Event level” column replaces the previous “Est. dB” header; “high-noise” replaces “loud” throughout. The numerical compliance score is no longer displayed on scorecards; only the letter grade appears. The underlying scoring formula and grade bands are documented in the scorecard methodology section.

Noise estimation fallback logic. The site's fallback logic for aircraft types not in the type-specific certification mapping now routes through a category-average path (helicopter, jet, or fixed-wing) rather than a single generic default. This matches the fallback approach described in the methodology section and produces more accurate estimates for a wider set of aircraft. Existing records have been updated to reflect the new logic.

Basis-of-estimate indicator. Each operator scorecard now displays a small indicator next to the Event level showing whether the value is derived from type-specific certification data, a category average, or a generic fallback. The indicator and its explanatory legend make the provenance of each value visible at a glance.

Expanded type-specific mapping. Additional aircraft types observed at KJPX have been added to the type-specific noise profile mapping, with values sourced from FAA and EASA Part 36 certification data. This moves the noise estimates for these types from category-average derivation to values specific to their aircraft type.

Within-type variation disclosure. The About page's noise methodology section now includes a subsection on within-type variation, acknowledging that aircraft sharing an ICAO type code can produce different real-world noise depending on generation, configuration, modifications, and operating technique.

Flights filed to arrive at KJPX but diverted to another airport before landing are no longer counted as KJPX operations in public totals. This aligns with the physical-presence methodology already stated for outbound diversions: only aircraft that actually touched the KJPX runway are counted. Inbound-diverted flights are retained in the database for transparency (operator patterns, weather-related diversion clusters), and FlightAware applies the same convention on its airport pages.

Five genuinely-missing operations were recovered and added to the public record. Two transient webhook-ingestion bugs caused 39 flight events to fail during two narrow windows: 27 on April 8 (null-status constraint) and 12 between April 11 and April 13 (status-check constraint). Most of the affected flights were already captured by the next-morning batch pull from FlightAware's history API, so the operational record was never substantially incomplete. Replaying the dead-letter queue restored 5 genuinely-missing operations (N9934Q local-circuit training loops at KJPX on the afternoon of April 8).

As part of this work, a latent issue was also corrected: out-of-order webhook events could previously overwrite populated flight fields with null values. Flight records are now merged rather than replaced on re-ingest.

198 flights (1.13% of the 17,453 flights in the database with full ADS-B track data) were tagged as KJPX operations by FlightAware but never came within 4 nautical miles of the airport. These phantom operations are concentrated in two operators (Cutter Aviation and NetJets, approximately 65% combined) and are predominantly fixed-wing and jet rather than helicopter. The phantom rate has declined over time, from 5–14% in 2020 to under 1% in recent months, reflecting improvements in upstream data quality.

Going forward, every newly ingested operation is cross-checked against ADS-B position data. Operations whose closest approach to KJPX (40.9594°N, 72.2518°W) exceeds 4 nautical miles are flagged for review and excluded from public counts. The 4 nm threshold was set after sampling 25 borderline flights and finding a clean break: every flight whose closest approach was within 3.75 nm was a verified KJPX operation, and every flight at 4.33 nm or greater was a phantom.

Approximately 85% of historical operations come from earlier batch imports without ADS-B track data and cannot be retroactively verified by this method. Historical counts remain as originally recorded; year-over-year comparisons should account for the fact that data from this point forward is more rigorously verified.

JPXWatch now compares the filed destination on a flight's departure record against the actual landing destination on its arrival record. When the two differ, the flight is flagged as diverted and a “Diverted” badge appears in the operations table and flight detail view, matching the treatment in FlightAware's app. Diverted flights remain counted as KJPX departures (the aircraft did physically depart KJPX), but the badge gives a complete picture of the flight's outcome. A historical backfill identified one prior diversion in the database.

A trigger on the ADS-B position table had an incorrect search path and was silently rolling back point insertions for a subset of flights, leaving 337 flights without denormalized track data. The trigger has been corrected and the affected flights backfilled.

A methodology audit identified that the approach-phase noise offset for helicopter arrivals was being applied in a direction inconsistent with the underlying source data. The offset has been corrected. Approach-phase modeled estimates, which primarily affect helicopter arrival operations, now reflect the corrected calculation.

The underlying source measurement (lamax at 1,000 ft from FAA technical reports) is a flyover measurement; the approach value is derived by applying a −2 dB offset consistent with the EASA-derived convention used for all other aircraft types in the model. Details in the investigation report and methodology audit.

Helicopter noise estimates decreased by 1–5 dB depending on type; the C56X (Citation XLS+) decreased by 2 dB; 19 previously-unrecognized aircraft types now receive per-type estimates instead of a generic 80 dB fallback. JPXWatch previously maintained two independent noise lookup tables — a 28-type client-side table and a 47-type EASA-derived mapping — and different views (e.g., live noise trails vs. track-based analysis) could produce different dB estimates for the same aircraft type. This inconsistency has been eliminated.

All code paths now use a single lookup cascade: FAA field-measured data (where available for helicopters) → EASA certification data (47 types) → category-average fallback.

For 9 common helicopter types (R22, R44, R66, S76, EC35, A109, B06, B407, AS50), source noise levels now come from FAA technical reports containing actual ground-level measurements at 1,000 ft (DOT/FAA/CT-84-2, FAA-AEE-01-04, FAA-AEE-09-01, FAA-AEE-15-01). Measured values are lower than the prior certification-derived estimates.

For the C56X, takeoff decreased from 86 to 84 dB and approach from 82 to 80 dB, adopting the EASA certification value (84/80) over the prior un-sourced estimate.

Nineteen additional aircraft types (including S92, GLF6, CL30, CL35, CL60, C750, B350, and others) now receive per-type estimates; most are louder than the generic 80 dB default they previously received.

Two related changes to the Noise Impact Score:

Loud-jet correction. Historical Noise Impact Scores previously treated all jets as ≥85 dB in the Fleet Mix component because per-flight noise estimates were not preserved in monthly aggregates. JPXWatch now stores a per-day “loud jets” count in the daily summary table, populated from the same per-flight estimation pipeline used elsewhere on the site. Historical scores have been recomputed under the corrected methodology and may show modestly lower Fleet Mix subscores than previously published, particularly for periods with significant light-jet traffic.

SEVERE tier boundary adjusted. The SEVERE tier boundary moved from ≥80 to ≥85, narrowing the top tier to be more selective and better match the underlying score distribution. The HIGH tier now covers 65–84. This change applies prospectively and to historical period displays as scores are re-rendered.

The public corrections log is now live, providing a structured public channel for submitting and evaluating specific corrections to data points, classifications, methodology, and operator identity claims. All submissions and their resolutions are documented transparently. Accepted curfew-period exceptions (e.g., mechanical diversions, medical emergencies) are excluded from grading-formula penalties.

No changes to calculations, data sources, or displayed values; this update improves how the methodology is described.

Added explicit description of the regulatory pedigree linking Part 36 certification data to the FAA's AEDT, ICAO Doc 9911, and the Aircraft Noise and Performance database. Corrected the description of certification measurement geometry (three reference points per Part 36, not a single reference distance).

Added peer-reviewed validation citations: Rindfleisch et al. (2024, JASA) large-scale AEDT validation at SFO; Meister et al. (2021, Aerospace) three-model comparison at Zurich and Geneva; Simons et al. (2022) on certification-category correlation with measured noise trends at Schiphol.

Added comparative context noting other airport noise platforms (WebTrak, Casper, Noise-Map.com) that use the same aircraft-type-based methodology. Added “relative vs. absolute” framing clarifying that JPXWatch's primary analytical value is comparative ranking of aircraft types and operators, not precise decibel certification at specific locations.

Added prominent disclaimer that displayed decibel values are modeled estimates derived from type-certification data rather than on-site sound measurements.

Renamed glossary term “Repeat Offender” to “Repeat Curfew-Period Operator” to better match the project's framing of curfew operations as observed events against a published standard rather than legal violations.

Expanded the operator scorecard disclaimer to explicitly note that grades are not judgments about safety, legality, service quality, or overall company performance.

Softened narrative language about “gap between voluntary commitments and actual behavior” to “differences between published standards, voluntary commitments, and observed operations” to align tone with the project's measurement framing.

Renamed “Curfew violations” to “Curfew-period operations” within the Grading Formula to align terminology with the project's framing of curfew operations as observed events against the Town's published standard rather than legal violations.

Expanded the Compliance Grading Note to explicitly state that grades are not judgments about safety, legality, service quality, or overall company performance, bringing the About page Note into parity with the corresponding disclaimer on operator scorecards.

Replaced undefined uses of “accountability” with “scorecards” or “transparency metrics” in navigation, section headers, and narrative framing. This change does not affect any metric, calculation, or data display — it aligns framing language with the project's measurement-and-documentation stance rather than an adversarial one. Defined terms of art (“compliance grade,” “compliance rate”) are unchanged, as these are mechanically computed against the Town of East Hampton's published 10 PM – 7 AM curfew standard.