Federal Way’s Mayor at PSRC, Expressing Numerous Concerns about KSEA Over-Expansion

Here’s a summary of some concerns opposing KSEA over-expansion, expressed by Federal Way Mayor Jim Ferrell, at a meeting of the Puget Sound Regional Council (PSRC) executive board. Highlights and aiReform footnotes have been added. To view the three attachments in the summary, click on these links:

Click on the image below for a scrollable view; the PDF file may be downloaded.

What’s Going On Here?

The pattern observed across the nation is that decision-making behind airport expansions is intentionally dispersed and distorted, so as to create plausible unaccountability for all involved officials. In this example, the industry (especially Delta and Alaska airlines, the two major hub players at KSEA) are getting FAA assistance to push through even more hub development, with two regional authorities offering cover: Port of Seattle, and Puget Sound Regional Council. It needs to be understood that both of these regional authorities are heavily biased toward commerce; they have no meaningful concern for impacts in residential communities, as evidenced by non-mention of these growing problems in Lance Lyttle’s POS slideshow.

What is the Biggest Distortion?

Lance Lyttle’s slideshow, especially the part pretending that the expansion is serving local demand. Quite the opposite, the two major hub airlines are simply adding supply and scheduling huge numbers of passengers THROUGH KSEA, to boost their profits. People in and around Puget Sound have not and will not massively increase their alleged ‘demand’ for air travel, as Mr. Lyttle is implying (i.e., the 41% growth in enplanements in just 5-years is almost entirely to serve people outside Puget Sound). Again, the expansion is solely for airline benefit, and entirely at a cost to local community health and quality of life.

Why is aiReform.com Archiving These Documents?

These documents are being archived to encourage people to study them, and to ensure the records remain available to future airport impact victims who may seek to study the past. It is hoped that this archiving will help people to become more effective in advocating for balance, to protect their homes and communities. Readers are invited to send their comments and reviews to aiReform, which may be included in Updates to this Post.


See also:

Did a ‘Vendor Error’ Reveal FAA Arbitrariness on NextGen?

Jondi Gumz’s article in the Monterey Herald, does a very good job explaining the problems people are having with FAA NextGen, not just under south approaches to KSFO, but at major hub airports nationwide. (‘Santa Cruz, San Lorenzo Valley residents surprised by new flight path noise’; click here for the online version, click here for an archived PDF with aiReform analysis).

Here are some points from an analysis of the article:

  1. RE: how FAA’s latest action shows they CAN immediately revert to pre-NextGen routes: Think about it … if FAA is able to immediately respond to a vendor error, shifting away from the problematic and impactful NextGen SERFR arrival and back to the legacy Big Sur arrival, why is it taking so long to revert to less impactful pre-NextGen routes at other locations, such as Phoenix? Indeed, out of one side of the mouth FAA has been saying ‘it is impossible to go back’, yet here, they are proving it is absolutely possible, and being done … but only at FAA’s arbitrary discretion.
  2. RE: the explosion of complaints nationwide: It is important to understand, the flood of complaints was not so much due to the application of GPS technologies (which, in fact, have been applied for more than two decades now), but is a consequence of FAA ignoring impacts while using these technologies to increase airport capacity. In a nutshell, FAA is serving the airlines, at the expense of communities. The airlines want increased ‘runway throughput’ at selected hubs, which enables them to densely pack more arrivals into smaller time slots, which can enhance profits. FAA is reducing separation between these arrives, partially by jamming some of the flights lower, to set up parallel streams of closely-spaced arrivals. On the ground, homeowners are being inundated with near non-stop noise.
  3. RE: FAA’s mishandling of the complaints: FAA is just delaying, as that best serves the airlines. This timeline could be expedited, but even if ordered to do so by a court, FAA has shown it will delay, delay, delay. This is one of the main reasons people are so upset about both NextGen and FAA: an indifferent and arrogant bureaucracy, captured by the industry it is supposed to regulate, refuses to even acknowledge the impacts by NextGen, and then refuses to serve the people (instead of just industry). Making matters worse, we lack a functioning Congress to demand FAA clean up its act.
  4. RE: the suggestion that NextGen is ‘new’: FAA has been ‘adopting NextGen’ since roughly 2003, and has been applying the same GPS technologies since the mid-1990s;
  5. RE: the oversold alleged benefits of NextGen: three points to clarify what is quickly summarized at one paragraph of the article:
  • FAA claims that NextGen ‘shortens routes’ and ‘saves time and fuel’, but NextGen actually offers very little improvements, since ATC has been granting long direct routes for many decades now, even back to the early 1970s.
  • FAA claims that NextGen ‘allows planes to fly closer together’, and it is absolutely true that ATC is jamming flights closer together, but the NextGen technologies have little to do with this change. The change is driven instead by FAA’s willingness to accommodate airlines, by reducing spacing (while simultaneously ignoring the impacts on residents below)
  • FAA claims that NextGen ‘avoids delays caused by airport stacking as planes wait for an open runway’. Well actually, NextGen is increasing delays; FAA is overly accommodating the airlines, allowing TOO MANY FLIGHTS in small time windows via tighter spacing, which in turn is forcing ATC to impose delays during the cruise portion of the flight, upstream from the final approach.

KSEA: Beacon Hill’s Fight for Health & Quality of Life

Archived copy of a good article, shared at Facebook, with some footnoted analysis by aiReform. This may help define what we need from our elected officials, to reclaim long-needed local control, so our airports are in balance with our local communities.

Click on the image below for a scrollable view; the PDF file may be downloaded.

JFK: Evidence of FAA & PANYNJ Failure to Manage Capacity & Delays

The two screencaps below look at the ten most congested airports in 2000, as well as the airports for which the most money was spent expanding infrastructure between 1988 and 2002. They are screencaps from slides #17 and #19 of A Historical and Legislative Perspective on Airport Planning & Management, a January 2002 presentation by Alexander T. Wells & Seth B. Young.

In a normal economic environment, actions are taken to mitigate problems. Delays are one such problem. If the aviation sector behaved rationally, regulators (in this case, FAA) and operators (both airports and airlines) would make adjustments to reduce delays, even more so because the delays at the largest hub airports cascade into more delays at other airports.

The data in this January 2002 presentation shows that FAA and airport authorities are not acting rationally to reduce delays and are, in fact, doing exactly the opposite of what they need to do. That is, instead of scaling back excessive operations at the most congested airports, they are doubling down, spending even more money to enable even more over-scheduling (and congestion/delays) by the major airlines.

A look at the major airports serving the NYC-Philadelphia area is revealing. The four main airports all rank in the top-10 delay airports for 2000:

  • Newark (EWR, United hub): ranked #1
  • LaGuardia (LGA): ranked #2
  • Kennedy (JFK, major hub for American/Delta/JetBlue): ranked #5
  • Philadelphia (PHL, American hub being scaled down): ranked #7

The worst-case example is JFK. The role of this airport has always including serving as a major international hub, but, with the formation of JetBlue, a substantial amount of domestic hub traffic has been added. The airlines make higher profits when they increase hub through-traffic, but airline pursuit of higher profits is supposed to be balanced against impacts such as more noise pollution, more air pollution, and more surface road congestion. The airport authority (PANYNJ) and federal regulator (FAA) are supposed to ensure this balance, but they fail; unfortunately, both FAA and PANYNJ are instead focused solely on serving airline profits, and are thus blinded from seeing the impacts, such as under the JFK Arc of Doom.

How bad is the failure by FAA/PANYNJ regarding JFK? Well, notice the last column in the table below.Of the top-ten delay hubs in 2000, only two have seen positive average annual growth in operations, from 2000 to 2017. By far, the largest average growth is at JFK, averaging 1.5% annual growth in operations. Compare that with Philadelphia, which has averaged a 1.3% annual decline in operations. Is the Philadelphia population shrinking while the NYC-area population is exploding, to explain these two trends? No. These trends – and the subsequent impacts – are due to airline scheduling, motivated by airline profits. Philadelphia is scaling down because American absorbed US Airways, and since then, American has been shifting schedule capacity AWAY from PHL and TOWARD JFK, LGA, and DCA (yet another high-impact airport).

Clearly, if FAA wanted to take a decisive action in 2018, to reduce delays, that action would focus on managing capacity, such as by imposing flow rate reductions at JFK, EWR, and LGA. It would also focus on encouraging airlines to shift capacity back to PHL, DTW, PIT, CVG, CLE and other airports that are operating far below what they were designed to serve.

Ponder this fact, too: how is it that when we look at a top-ten list of delay airports from 18-years ago, we see that 80% of those airports have since scaled down while most populations have grown? How is it we are told by FAA and industry that airports and aviation are economic gold-mines, and yet this alleged booming industry is declining nearly everywhere? How much of the FAA/industry sales pitch is hot air and propaganda? Is there anything we are told by these players that reflects reality and nurtures an informed public process, serving everyone and not just corporate interests?

At Sea-Tac, Enplanements (and Impacts) are up 41% in Five Years

A Port of Seattle (PoS) News Release today crows about the airport setting a new annual record with 46.9 million passengers in 2017. (click here to read an archived copy, with aiReform footnotes added). As is the pattern, economic benefits are exaggerated, while environmental impacts are completely ignored.

Back in 2010, PoS went to great expense to draft a Part 150 study. Within that document package was a 44-page ‘Aviation Activity Forecast’. The key graphs within that study are condensed into this scrollable 3-page PDF:

Click on the image below for a scrollable view; the PDF file may be downloaded.

You can dive deeper, looking at an archived copy of the 44-page analysis here.

One of the most disgusting statements in the PoS News Release is the leadoff to the second sentence, a classic example of greenwashing, which reads: “Demand for air travel at Sea-Tac Airport increased 41 percent the last five years…” Let’s be clear. The good people in and around Seattle did not suddenly wake up 5-years ago and start spending more money and increasing trips out of Sea-Tac. Nor did the area population explode anywhere close to 41% in 5-years. No, this alleged ‘demand’ is engineered by two airlines – Alaska and Delta – as part of their escalation of hubbing intensity, all in pursuit of slightly higher airline profits. More people fly INTO [KSEA] without ever leaving the airport terminal, either sitting in their cramped seat of rushing to catch another plane at another gate. Lots more people – up 41% in 5-years. This is NOT increased ‘demand for air travel’. And, it also means fewer people are able to get direct flights from origin to destination, without the increasing number of detours through KSEA; in other words, everyone loses, except the airlines and the airport authority.

Clean up your act, PoS: get the excessive growth at KSEA under control, and knock off the greenwashing propaganda, OK?

Hubbing Strategies Increase Impacts, But Do Not Create Sustainable Airline Profits

Airline stocks have been tanking lately, in no small part due to strategy shifts by United. In a nutshell, United is trying to design a broad restructuring of its three domestic-focused hubs in Chicago, Denver and Houston. Why? Because this trio of domestic hubs “…has profit margins that are 10 percent below the inland domestic hubs operated by American Airlines Group Inc. and Delta Air Lines Inc….”

The situation is discussed in this Bloomberg article (click here to view source, or view the archived PDF copy below).

Click on the image below for a scrollable view; the PDF file may be downloaded.

What is the most consequential quote in the article?

“As part of its strategy, United is boosting connections in its three mid-continent hubs by an average of 17 percent by adjusting its flight schedules, a process it’s completed in Houston and will commence in Chicago next month.”

In this one quote, United is making it clear that, for all major U.S. hubs, traffic growth is NOT about customer demand; it is airline schedule tweaking, to increase profits, that is causing the huge impact increases at major hubs, especially at KBOS, KJFK, KDCA, and KSEA.

Which airports/hubs are most monopolized?

Here are the main hubs for the four largest airlines:

  • American: Charlotte [KCLT], Dallas-Ft Worth [KDFW], Miami [KMIA], and Philadelphia [KPHL]
  • Delta: Atlanta [KATL], Minneapolis St Paul [KMSP], and Salt Lake City [KSLC]
  • United: Cleveland [KCLE], Washington-Dulles [KIAD], and Houston [KIAH]
  • Southwest: Baltimore [KBWI], Dallas-Love [KDAL], and Chicago-Midway [KMDW]

Most other major airports are either smaller market and dominated by Southwest, or they are duopoly hubs. Four duopoly hubs that stand out are:

  1. Denver [KDEN] – Southwest and United
  2. Chicago O’Hare [KORD] – American and United
  3. Phoenix [KPHX] – American and Southwest
  4. Sea-Tac [KSEA] – Alaska and Delta

Will hub concentration reduce over time?

No, not likely at all. The level of industry scheduling collusion, and the absence of real regulatory oversight, ensure this trend toward hub concentration will continue to intensify. As an example, look at the hub concentrations for 2013 data, at this aiReform Post. Note that nothing has changed: at the bulk of these 77 airports, monopolies and duopolies have only strengthened in the past four years.

CBS News Story about Long Island Impacts, features Plane Sense 4 LI Activists

Thank you, newyork.cbslocal.com, for giving coverage to the abuses under the Arc of Doom. Here’s an embed for their recent 2-minute+ news video:
The root problem is a captured federal agency (FAA) that has working with lobbyists and the airlines to slowly make a disaster for airport neighbor communities; they have created new regulations and technologies being used to channel flights into narrow and repetitive routes. Meanwhile, and with intent, they are ignoring impacts upon people.

This problem can be fixed. Residents could see very substantial relief if FAA/Congress worked to take away incentives that airlines like Delta and JetBlue use, to fly ever-larger number of passengers THROUGH the congested NYC airports. This hubbing practice adds a sliver more to airline profits, while immensely amplifying noise and air pollutant impacts. Address the flawed incentives, and you trim away the excessive flights. If FAA cannot do this on their own, Congress needs to step up and force FAA to do it.

Who is to Blame – and Who Can Fix – the Impacts Around U.S. Hub Airports?

A recent news article out of Phoenix [KPHX] shows that both FAA and local officials are again ‘collaborating’ to screw over residents impacted by NextGen routes. Click here to view an archived copy with aiReform comments.

What I find most distressing about this article is it shows the real intent of the so-called settlement between FAA and local officials. FAA plainly lost when their case was finally heard at the U.S. Court of Appeals for the DC Circuit (USCADC). A responsible federal agency, actually serving the public (instead of just industry), would have accepted the court decision and promptly acted to correct their errors. Instead, FAA lawyers pressed local officials to compromise, to effectively defang the court decision … thus rendering the court meaningless. They crafted a deal that only perpetuates and expands the root problem: real people impacted by aviation have been shut out from having any voice, any local control, to protect their homes and communities.

An Analysis

When neighborhoods (and health) are being ruined by excessive airport scheduling, who is to blame? And, who can fix the problems?

With or without legal action,[1] there is always a small collection of ‘parties’ involved, including:

  • Elected officials (local, and federal)
  • FAA – the federal ‘regulator’ created to serve the public, funded by the public, but inordinately serving industry
  • Local/state administrative officials
  • Airlines (and other industry players)
  • Real people: impacted neighbors/residents, as well as locals who use aviation services

What role does each party play, and how are these parties interconnected? At the federal level, our elected officials have been lobbied by industry to create laws – including fee/tax systems – that shift the balance of power amongst parties. FAA, a captured regulator serving industry, then processes these laws into regulations, always with a bias that benefits the airlines. At the heart of these laws and regulations, Congress and FAA are stealing away local control. The effect is that the airlines, along with FAA, have evolved into a sovereign alien, occupying not just the sprawling airport lands but also the air above our homes. Real people – in homes, in city halls, and even in the governor’s mansion – have no meaningful powers to mitigate these absentee landlords who are indifferent about how their decisions trend their status toward ‘slumlord’.

That’s the core of it: No local control. Congress and FAA have created administrative sovereignty for an invasive and metastasizing aviation industry.

The situation is worsened today by the extent to which human greed is being played. Even our best officials are compromised by the lobbyists who now run the show.

Increasingly, it is an extremely rare official who, after winning an election or spending decades climbing to a high level administrative position, still maintains an ability to serve people, and not money. Corporations know what they want, and lobbyists (many of whom are also earning FAA retirement pensions!) know how to spin and maneuver to achieve what the corporations want. Money makes a great hearing aid; officials who seem tone deaf to constituent concerns ALWAYS come through to serve money. Some officials go totally rogue, accepting payouts, kickbacks, and jobs for the spouse. Most bought officials are careful to remain subtle. In all cases, though, nearly all officials find it easiest to bend to the lobbyist pressures; they drink their koolaid and trust their hype, without any critical assessment. Thinking and leadership are hard work; bending is far more convenient, especially if there is personal financial gain attached. In effect, and in time, many local/state officials become captured as industry servants.

Let’s be very clear on one other thing. When a new commercial airline impact appears and/or grows, it always does so because the one or two airlines who dominate that airport are tweaking the daily flight schedule, in pursuit of profits. Those profits do NOT come from adding more air travel for local residents; no, the profits come from more intense use of the local airport as a hub for more flights. The airline tallies more ‘through-passengers’ who pass through the airport as a passenger-sorting facility; the airport authority scores more PFC taxes, to pay off more accumulated airport capital improvement debt and fund more future airport growth projects. The airport sprawls larger and noise and pollutant impacts increase, yet the aviation service benefits to local residents show no meaningful gain.

Since the airlines are profit-seeking corporations, they do everything they can to minimize the costs (including labor) when implementing these changes. Thus, the fewest possible jobs are created; in other words, while noise/health impacts may soar, the real local economic benefits are held to a minimum. The marginal costs of growing a hub schedule typically always far exceed the marginal benefits to the local economy … which is why we see so much FAA/industry collaborated propaganda, spinning the illusion of airports as massive economic engines (while conveniently ignoring the massive subsidies involved).

A Short Data Example, from San Diego:

Here’s a table with enplanement data, extracted from the 2008 airport master plan for the crowded on-runway airport in San Diego [KSAN]. Operations data has been added, from FAA’s ATADS database. Also, the year-to-year change has been calculated.

  enplanements Yr-to-Yr change Operations (ATADS) Yr-to-Yr change
2002 7,471,644 206,605
2003 7,637,193 2.2% 204,713 -0.9%
2004 8,200,687 7.4% 215,211 5.1%
2005 8,692,694 6.0% 229,192 6.5%
2006 8,759,669 0.8% 230,798 0.7%
2007 9,172,966 4.7% 237,574 2.9%

Did local demand for aviation services grow 7.4% during 2004 and another 6.0% during 2005? No. If the local population had grown at such rates than, yes, it would be reasonable to expect such large annual increases. But, in fact, the enplanements grew far in excess of population growth. So, the enplanements grew due to shifts in airline scheduling. Those shifts massively increased the number of people from elsewhere, who became counted as enplanements when they changed planes or occupied a through-seat.

San Diego is a good example to study this because it is remotely located, in a corner of the nation, and close enough to the major hub at LAX. As such, it does not have the geographically central location needed to function well as an energy-efficient hub for through-passengers, at least not for domestic trips. In fact, if you study the airport’s Competition Plan,[2] you will see that all three legacy airlines (American, Delta, and United) offer very limited flights, primarily feeding only to their major U.S. hubs. The two airlines that use KSAN for hubbing are Southwest and Alaska. Southwest is the dominant airline and feeds many passengers through KSAN with origins or destinations along the West Coast. Alaska does the same thing, but Alaska’s hubbing is mostly to serve passengers vacationing at numerous Mexican destinations. If FAA wanted to minimize impacts on the local community at this very congested airport, they would remove the current incentives to use KSAN as a through-hub. If congressional officials wanted to help, they too would remove the current incentives, by pushing for changes in the laws that have defined the current problematic fee and tax system. If local officials wanted to serve impacted local residents, they would at least advocate, demanding FAA and Congress take these actions.

Some might suggest these growth figures do not reflect airline scheduling strategies, but instead reflect a recovery from 9/11. This is not the case. It is absolutely true that, across the U.S., enplanements and operations dropped after 9/11. But, two other truths also exist: (1) at all but the biggest hub airports, airline activity growth rates were already starting to decline in 2000;[3] and (2) the bulk of the recovery was completed in 2003. In other words, if FAA applied its resources to objectively study the data and report it to the public, FAA itself would prove that, by the end of 2003, the real people residing in and near San Diego had fully resumed their local consumption of aviation services. An uncaptured federal regulator writing such a report would confirm: the growth in impacts upon the local community are solely due to FAA’s accommodation of airline scheduling; more through-passengers means more profits … and more impacts.

What does this analysis mean, for resolving aviation impacts?

It all comes down to airline schedule changes for which marginal impacts increase far more than marginal benefits.[4] The impacts are increasing because the Av-Gov Complex is a machine that has airlines, FAA, and various local/state officials ‘collaborating’ to feed benefits to corporations … and this very same machine is screwing over the people. There is no local control. Instead, we have predictable choreography, with Av-Gov Complex players finger-pointing and claiming they are powerless, with zero accountability as impacts continue to worsen.

People want aviation services, but they also want (and need!) local control.

Since 2012, when Delta announced a new hub expansion at Sea-Tac [KSEA], all airport metrics have grown enormously (annual operations, enplanements, fuel consumption, air cargo tonnage). But so too have grown the many problems that both FAA and Port of Seattle take no action to fix: noise impacts, air pollutant impacts, arrival congestion forcing delays even at cruise altitude, road congestion for Seattle-area access to the airport terminal, even lengthy tarmac delays simply because the airlines are allowed to schedule in excess of existing gate capacity. The ongoing non-performance by FAA and Port of Seattle, and their bias toward accommodating airline greed, is shameful.

If O’Hare [KORD] scaled back to half its operations, would the Chicago area still be amply served with excellent service across the globe? Absolutely. And, at the same time, would impacts upon neighborhoods to the east and west be reduced? Yes, and to an astonishingly positive degree (as would national system delays).

Is the same true at other major hub airports? Yes. All of the communities where summer barbeques are destroyed (the food just doesn’t smell right, when the air smells like jet fuel), where incessant and repetitive noise patterns deny the restorative powers of nature or enjoying backyard play, where sleep is lost to accommodate loud early-morning cargo flights … all of these communities want their local airport to provide local services. But, these residents also want (and need!) local control, so that the scale of airport development and airline scheduling does not end up destroying health and quality of life.

The problems are not just at Phoenix, San Diego, Seattle and Chicago. While most U.S. airports continue to scale back (this is a shrinking industry), there is a small handful of other airports where one or two airlines want to grow more hubbing profits. To enable this, FAA’s NextGen implementation is plowing down residential quality of ([KBOS], [KJFK], [KLGA], [KBWI], [KDCA], [KCLT], and [KSFO] are all on that list).

Solutions will not happen, so long as the co-conspirators continue to conspire. The problems are local, and the best people to define and resolve the problems are the local residents. We are long overdue for the restoration of REAL LOCAL CONTROL, even (and especially!) at our largest hub airports.

— <> <[]> <> —


footnotes:

[1] It is also important to understand: the legal actions, such as the case heard when Phoenix sued FAA, are not full-fledged lawsuits where a plaintiff can force corrections and payment of damages; these are practically administrative hearings, as they are directed (by Congress) to be filed under a very short time limit, to the USCADC, which has a long history of bias favoring corporations, federal agencies, and other status quo powers. If Congress cared to protect citizen rights, we would be granted far more latitude, to pick more favorable court venues.

[2] One of the more interesting details within this Competition Plan is at pages 11-12; it is there noted that KSAN offers direct scheduled passenger flights to 56 destinations, but 47 of those are served by only ONE airline. Routes are thus 84% monopoly-flown.

[3] FAA ATADS data shows that KSAN commercial operations peaked in 1995 (219K), then dropped every year, bottoming out at 191K ops in 2000. In 2001, when airports were totally shut down for days, KSAN commercial ops actually INCREASED to 192K. Fifteen years later, the 2016 commercial ops had retreated 2.9%, to 186K; also, between 2001 and 2016, declines in TOTAL airport ops were even steeper, down 4.8%.

[4] Significantly, too, while the benefits accrue solely to the non-resident airline corporation, the costs accrue to the local residents. This cost-shift is a taking.

The Airport Competition Plans for KSEA

One of the documents that contains data/info useful to airport impact activists is the Airport Competition Plan. These documents, typically 200-pages or larger, have to be produced by major airports where more than 50% of passenger travel is handled by two or fewer airlines.

In Seattle, Alaska has had a near-monopoly for passenger travel in/out of [KSEA] (note: both Alaska and Horizon hub out of KSEA, but Horizon is an Alaska subsidiary, thus the two are effectively one airline). Back in 2012, when Delta announced a new KSEA hub, it also meant that Alaska would get some competition. BUT… even with many more flights (and impacts!) resulting from the Delta hub expansion, the actual competition is not substantially improved. At this point in time we have an effective ‘near-duopoly’ in which Alaska and Delta each share a few routes, while each also monopolizes many other routes; and, meanwhile, most of the other airlines hold monopoly or duopoly shares in nearly all other routes.

Competition? No, not really!!

POS’s Link is Flawed, Fails to Provide the Latest Competition Plan Update

While researching, I was trying to locate documents and came across this webpage:

Evidently, POS complied with requirements and created their first Competition Plan, approved by FAA’s Elliott Black on 8/22/2014. Well, they were required to complete an update, and there is a link that allegedly offers concerned citizens a PDF of the Update. Unfortunately, the link does NOT provide that document, and instead goes to FAA’s approval letter. So, aiReform has contacted POS by phone, and is seeking to have this link error corrected.

Here are links to archived copies of correspondence and the approved first Competition Plan, including correspondence between Elliott Black (FAA) and Mark Reis (POS):

  • 6/13/2014 – Airport Competition Plan (218p)
  • 8/22/2014 – FAA Response letter to POS, approving Competition Plan (4p)
  • 9/16/2014 – POS Response letter to FAA, re Competition Plan (2p)
  • 11/17/2014 – FAA Response letter to POS, re Competition Plan (1p)

UPDATE, 1/25/2018: — Perhaps due to the phone inquiry from aiReform, POS has updated the Competition Plan webpage. The link is corrected, and they also added another link, to a PDF of the DEC-2017 Competition Plan Update. Two more documents are now added to this ai-Rchive:
  • 10/8/2015 – Competition Plan, Update #1 (4p)
  • 12/18/2017 – Competition Plan, Update #2 (2p)

Here’s an online search worth trying: ‘Lane McFadden FAA’

Do any quick online search using these three words ‘Lane McFadden FAA’ and you will find quite a few links. Most are to articles and court activities related to petitions for review, filed by communities upset with FAA’s impacts and arrogance.

Mr. McFadden must be accomplished and well trained: he is a lawyer for the Department of Justice. But, the poor lad must have made a bad impression at DoJ, as he has been stuck for years, wheeling and dealing to get cases thrown out, and sometimes arguing before 3-judge panels, before the U.S. Court of Appeals for the District of Columbia (USCADC). Or, then again, maybe in the legal world he is a rock star for always having so much work to get paid for. At any rate, he was last seen – just last week – again trying to bail out FAA. He lost the Phoenix ‘petition for review’ last summer, and had to repeat his canister of ‘NextGen is good’ arguments all over again, this time for a similar case filed by residents being impacted by NextGen routes in and out of Washington National Airport.

Why Lane McFadden? Primarily because his name comes up in the article discussed below. But, even more, because I am sure glad I am not a DOJ environmental attorney stuck defending FAA. Too dark for my taste.

Here are archived copies for three cases: Click here for a USCADC decision that Mr. McFadden won for FAA in February 2009; click here for another he won, in June 2009; click here for the Phoenix PFR he lost in August 2017. Study them and you may just learn a LOT about how biased USCADC is, how they nearly always side with agencies and large corporations (first, they do all they can to just dump the PFR, then, if they do hear it, they strain their attention to side in favor of FAA; a real dog-and-pony show).

Now, about that article… here is a worthwhile analysis by Tony Verreos:

“This article says it took 2 years or more to get to the same Federal Appeals Court that ruled on the Phoenix case last year. No surprise the plaintiffs claim the FAA failed to give proper notice, and the FAA counters they went above and beyond the requirements.
Meanwhile – the one statistic that stands out very plainly is the growing number of complaints. It seems like wherever the FAA installs its new changes, complaints go up in multiples of double, triple, quadruple and even higher.
For all of the money wasted, and time people will never get back attending meetings they wish they never went to about jet noise and chemical pollution, the FAA still flat out refuses to change its Mission Statement to “Protecting Public Health and Safety” from Safety and Efficiency which it interprets very strictly as fuel savings while knowing full well how anti public health that is. And their claims of safety look great when you see no crashes. The safety chart does look great, but then they don’t display all the go arounds (wasting fuel and polluting our air), and the near misses which seem to be a growing number!”

Click here to view an archived copy of this Washington Post article.

BTW, Tony’s comment was posted at a new Facebook public group he recently created, STOP Jet Noise NOW! SFOAK North S.F. Bay Area.


See also:
  • 8/29/2017FAA Ordered to Vacate Their 2014 NextGen Routes in Phoenix (aiReform Post)

UPDATE, 1/24/2018: — An opinion piece was published at WaPost, and a copy is archived here. The author is Paul Verchinski, who is a member of the community roundtable for yet another airport where FAA’s NextGen mess is impacting residents: Baltimore-Washington [KBWI].