Airport Reference Materials: Annual Enplanements, ATADS Operations, Tonnage, AIP Grants, and NPIAS Lists

There is now a newly-completed and extensive collection of searchable/downloadable PDFs with valuable information on U.S. airports. All data was collected from online sources, either FAA or vendors who do outsource work for FAA.

Many of the tables are grouped by state and ranked by a factor such as enplanements. Alaska is top of the list, and a huge aviation state, so be sure to scroll down a few pages to see Alabama and the other states where NextGen abuses are causing so many problems (Massachusetts, Maryland, New York and Washington are good studies).

Here is a short index, with links:

Much more will follow, as these resources make it easier to expose how deeply FAA is captured, in service of industry players. Readers are encouraged to spend some time studying parts of this data collection; if you see something that really jumps out (for waste, abuse of authority or outright fraud by FAA) please share it on.


UPDATE, 4/13/2018: — correction to original posting… ATC staffing data was inadvertently not included. The Consolidated Airport Data for 844 Airports table has been updated, and one more table has been added (the more extensive data table showing annual ATC staffing for 263 FAA-staffed towers).

TheBriefingProject: One man against a government agency, one public comment at a time

Airlines and airport authorities have millions to spend and all the time they want, to manipulate citizen panels and elected representatives. A concerned citizen, on the other hand, typically is allowed a mere 2-minutes to make their points.

The fastest growing commercial aviation impact zone in the U.S. today is around SeaTac [KSEA]. Steve Edmiston, a multiple-times cancer survivor, is doing an outstanding job framing his 2-minutes for the industry-serving Port of Seattle. Check his latest video out here:
See also this article in the b-town blog, VIDEO: Local Activist Steve Edmiston’s third ‘Briefing’ to Port of Seattle, which includes links to the previous two 2-minute briefings. Watch for more 2-minute briefings, all year long, and take a look at The Briefing Project‘ Facebook page.

By the way, I came to know Steve a year ago, when we worked together on the QSPS ‘Fight the Flight 101’ Community Forum. A lot of work went into creating the ‘Dissecting Nextgen’ presentation. One year later, the archived PDF copy of the presentation is still packed with information to help us better understand how FAA and industry (including airport authorities) are destroying communities with NextGen … all for money.

A Call For Action by OUR Elected Officials

Activists in the Boston area are gaining support from elected officials, toward a health study that needs to be done OUTSIDE FAA. Here is a graphic; please enlist the support of YOUR elected officials, too.

(click on image to view the FairSkiesNation FaceBook page)

Speaking of needed Congressional actions, below is the current aiREFORM wishlist. Every one of these proposals is doable. We just need elected officials who believe in empowered citizens, and who are driven to clean up the bureaucratic waste and abusive authority found in over-matured (and captured) federal regulators, like FAA.

Eleven FAA Reforms Our U.S. Congress Needs to Demand:

For starters, Congress needs to pass legislation that will achieve the following:

  1. arrange with the National Academies Division of Health and Medicine for a consensus report of existing study findings on the harmful health impacts of the NextGen technology.
  2. remove from FAA the authority to evaluate, manage, and reduce noise and air pollution impacts by aviation, and place those authorities under EPA or another non-FAA agency.

Further, Congress needs to pass legislation that will direct FAA to:

  1. fully implement all noise and air pollution impact recommendations, from the non-FAA authority, unless FAA can clearly document that implementation would create a hazard (in other words, prioritize aviation commerce BELOW aviation impacts).
  2. remove incentives to over-expand hub airports, by phasing out passenger facility charges and allowing (even encouraging) divestiture of excess airport lands for local non-aviation use. PFC’s need to be capped at $3.00, then phased out; AIP regulations need to be reformulated to end the current coddling of industry. The current regulations create perverse incentives to grow excessively and operate inefficiently, while also making it that much harder for other communities to have viable commercial airports.
  3. draft revisions to airport funding regulations and other FAA documents, that empower local officials with the right and duty to engage local citizens in democratically deciding how their local airport may be used (to include allowing night-time curfews, reduced flow rates, banning some aircraft types for safety reasons, etc.).
  4. advocate for LOCAL authority and LOCAL problem-solving (thus, support all locally designed solutions, even if they reduce total air commerce at that location, so long as the solutions are non-discriminatory and do not create a valid safety hazard).
  5. create clear regulations – and aggressively enforce them! – to end helicopter thrill rides sold as ‘air tours’ (neither the recent NYC tour crash, nor the earlier Grand Canyon crash, should have happened … and they would NOT have happened, if FAA was truly regulating this industry).
  6. create a program that makes flight data easily accessible online, so as to maximize operator transparency for repetitive flight operations; the goal should be to protect citizens against abuse by rogue operators, and to empower citizens in achieving real local control.

And lastly, in relation to climate change, Congress needs to direct FAA to:

  1. impose a federal aviation carbon tax (make it a steep tax, with half the revenues going to non-aviation spending, overall tax reduction, etc.).
  2. impose an environmental impact tax on leaded GA fuels (again, make it very steep, and direct all revenues to environmental programs, such as the non-FAA office charged with evaluating, managing, and reducing aviation noise and air pollution impacts).
  3. replace most of the current aviation ticket taxes and other fees with:
    1. a passenger ticket fee proportional to flight distance (itinerary miles, NOT direct miles).
    2. a stepped ticket tax for commercial passenger seats (free, first two one-way trips or first roundtrip; single fee next few trips (e.g., roundtrips #2 and #3 in a year); double fee trips beyond that (e.g., roundtrips #4 and higher in a year).

UPDATE, 3/18/2018: — A discussion of item #1 of this Post was held at QSPS, and includes valuable insight by Cindy Christiansen; she explains the need for ‘independence’ and the nature of the proposed ‘study’, and also provides a link to a NAS Mission statement. Click here for the QSPS FaceBook discussion.

First StART Meeting at KSEA: Great Write-up by David Goebel

The first StART Meeting was held at KSEA, on February 28th. Vashon Island activist David Goebel posted a great write-up at the NORNP.org website (click here for aiRchived copy). It also is clear that Sheila Brush asked some great questions, to try and help Port of Seattle (PoS … perfect acronym, no?!?) officials drill down into the real impacts of this major airport, which appears stuck in a mode of selling out to profit-seeking by Alaska and Delta airlines.

As I understand his story, it was around two decades ago that David purchased land near the north end of Vashon Island, hoping to enjoy the bucolic setting a ferry ride away from the city. Those dreams crashed when FAA implemented the HAWKZ arrival and accommodated Delta’s hub development, creating nearly nonstop arrival streams at lower altitudes. There are many nice places to call home, around Seattle, but sadly airline over-accommodation is destroying them.

David offered this closing comment:

“…something that struck me as sadly ironic is that it was really quiet in the conference room; I didn’t hear any planes. This is in stark contrast to my cabin on Vashon Island, where as often as every two or three minutes they drown out all the sounds of nature, destroying the reason I moved there 20 years ago…..”

See also:
  • PoS StART webpage – link
  • 2/28/2018 – POS’ Agenda for StART meeting (link for archived copy)
  • 2/28/2018 – Lance Lyttle’s 22-pg slideshow for StART meeting (link for archived copy)

Big Crowd at Milton!

Great to see this photo, shared by Andy Schmidt, showing the full house attending at the Milton Board of Selectmen 2/28 meeting. Item #5 on their agenda was “Public Meeting – Airplane Noise”.

(click on image to view source, at Facebook)


UPDATE, 3/1/2018: — click here to view page two of this Post, where an embed of the online video is viewable. See also this PDF copy of the presentation by Cindy Christiansen.

A Victory for the People: Shuster is Scrapping A4A’s ATC Privatization Scheme

Yesterday, Congressman Bill Shuster, chairman of the U.S. House Transportation and Infrastructure Committee, announced he is abandoning his multi-year push (going back to at least 2015) aimed at privatizing the U.S. ATC system. The idea was sold as a way to remove roughly 35,000 employees from federal service, but many saw that in fact, the idea was just a way to give more leverage to the airlines and other corporate interests.

This is a big victory for all of us who want FAA to stop being a captured agency, a faux-regulator that fails to serve people while serving only aviation commerce.

Below is an archived compilation of various news articles with the announcement. The actual Press Release has not yet been posted at Congressman Shuster’s website.

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


See also this earlier aiReform content:

FEB 25-27: Aviation Noise & Emissions Symposium, at Long Beach, CA

Every year, industry representatives (including FAA and the lobbyists, of course!) meet at around this time, for the ‘Aviation Noise & Emissions Symposium’. The event is traditionally held in the Palm Springs area, but is at Long Beach this year.

On the following page, aiReform has produced a table listing the attendees as listed at the event website. An effort has been made to identify which attendees are there on behalf of their local impacted airport, as well as to identify the industry players, lobbyists, and regulators. It appears that more than half of attendees are industry/regulatory.

Some of the attendees are actual activists who have fought against growing impacts under FAA’s defective NextGen program, or caused by excessive aviation operations. Other attendees include local citizens who may or may not care much, but were selected by the airport authority and/or local political officials, to fill a spot in an oversight group. It might be constructive if attendees and/or readers of this Post will submit further information, to clarify who the real hard-working activists are. Likewise, it would be interesting to learn more about the many companies and regulatory officials in attendance. For example, Lourdes Maurice is listed representing a company; formerly, she was a high-ranking FAA official, in charge of environmental issues. This appears to be yet another example of FAA-industry revolving doors.

Lastly, it would be valuable to hear from the activist-participants. Did they find this event helpful and informative, or did they instead feel it was just a dog-and-pony-show aimed at gaining their support of further aviation growth? Were the presenters sincerely interested in managing and reducing impacts, or just yes-men, passing along the industry sales pitches?

Santa Monica’s Airport Subsidies, & the ‘Draft Minimum Standards for Commercial Operations’

This past week, numerous local citizens met with city airport officials, to discuss the DRAFT Minimum Standards for Commercial Aeronautical Services. This 41-page document (archived here) may be well worth reading … not just for those who fear continued air charter operations at the shortened KSMO runway, but also for people at other U.S. airports, seeking to clarify who is to be held accountable for the airport impacts.

Some of the content is mere boilerplate, but other details make it clear that the two key airport regulatory parties (FAA and airport authorities) both tend to ignore area residents while serving only commercial operators. And how is this done? Well, if and when a citizen raises a concern, the airport regulatory party is quick to pretend they are not accountable while also directing all concerned citizens ‘to the other party’. The result is regulatory failure; where safety and environment demand real and timely accountability, instead we find an accountability vacuum.

At Santa Monica, the impacts continue. Although the runway was substantially shortened, jets and charter operations still fly. Area residents remain fearful that the City will allow – or even encourage – the development of increased air charter operations.

‘Minimum standards’ should exist, especially as related to safety and environmental impact. Given how marginally unsafe the shortened runway is for larger, fuel-laden commercial flights, it is absolutely appropriate for the city to refine their minimum standards in a way that shuts down commercial charter operations. But, will they do so?

Submitting suggestions or comments on this Draft

Ben Wang, at the ‘SMO Future’ Facebook group, submitted a table with his suggestions (click here to view the aiReform archived copy).

Readers who wish to may submit their own suggestions. The two key airport officials to contact are:

Something Else to Think About: Who pays for these airport officials?

Mr. Markos is Airport Manager, a position he has held since 2013 (per this news release). After a quick online search, it was not yet clear what his annual salary is. But, that same search revealed that Ms. Lowenthal, as the Senior Advisor to the City Manager on Airport Affairs, earns a $162,036 annual salary. (click here to view the City’s 9/28/2017 press release)

Here’s something to think about. In good form, to justify a high salary, the city’s press release proceeded to identify Ms. Suwenthal’s substantial background, both educationally and professionally. But, that point aside, if senior assistants earn this large a salary, it suggests that the costs to manage KSMO, which frankly caters to just a small group of charter operators, are quite substantial. And these costs have to be born by someone.

These high costs beg a few more critical questions:

  1. what exactly is the full extent of city subsidy for this airport?
  2. if the city subsidies ended, would area residents finally obtain relief from air pollutant, noise, and safety impacts, especially those caused by charter operators and leaded-fuel local flights? In other words, is this subsidy pattern actually perpetuating impacts that destroy health and residential quality of life?
  3. if the city continues the pattern of impact upon nearby residents (both in Santa Monica and in adjacent neighborhoods, such as West LA), where is the money coming from to pay these subsidies?

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.

A Major Victory for Activists: France is Scrapping the New Nantes Airport Project

(click on image to view source)

The fight went on for decades, but now Aéroport du Grand Ouest has been cancelled.

Let’s put this into perspective. Aviation is an industry that provides a small fraction of the world’s population with the privilege of rapid and expansive connection to all points on the planet. The energy-intensity of aviation is extreme; i.e., there is no other human activity (other than war and arson) for which each of us consumes more fossil fuels and generates more climate change impact emissions than air travel. And, it is also a heavily subsidized industry. On top of all that, the governmental agencies charged with regulating aviation – all the way to ICAO – show time and time again, they are captured regulators, serving industry players. These faux-regulators enable excesses by industry players, solely to prop up industry profits; they provide ‘insulation’ and ‘cover’, protecting corporations from ‘problems’ such as local control and regular people.

One of the great activists in Europe, fighting for community quality of life and against excessive airport development, is John Stewart. His work at HACAN.org is extremely valuable to other activists around the world, even here in the U.S. Below is an archived copy of Mr. Stewart’s latest blogpost, discussing Nantes.

Click on the image below for a scrollable view; the PDF file may be downloaded. Alternatively, click here to view the source blogpost by John Stewart, at HACAN.org.