The Fraudulent ‘Greener Skies’ Salespitch at Seattle

A recent pair of articles by Dominic Gates, at the Seattle Times, draws attention once again to the collaborated fraud known as ‘Greener Skies’.

Fraud is not too strong a word. Both FAA and Port of Seattle (POS) knew that the Elliott Bay arrival route would not be usable, and would not deliver any improvements on efficiency or impacts, so long as the airport had more operations than the runways can handle. They knew, but they coyly avoided discussing this fact. Nor have they addressed this problem. Instead, both FAA and POS have pretended they can do nothing to stop the massive growth that has beset KSEA since 2012. The net result is a community burdened with growing costs – declined health, diminished quality of life, and destroyed environments (for wildlife as well as for people), all solely to accommodate excessive hub growth by both Alaska and Delta.

Here are some randomly chosen insights into the history of this fraud, including screencaps of various documents.

(1) KSEA Annual Operations Data: Let’s start by looking at FAA’s ATADS data, showing the official operations count per year, from 1991 through 2017. Peak year was 2000, and operations bottomed out in 2012. Delta announced a new hub in 2012 and, after a short lag to shift their airline resources, KSEA saw huge growth in 2014, 2015, and 2016. Growth slowed in 2017 but is on target to be approximately 6% this calendar year. Notice the two columns on the left, marked ‘AC’ and ‘AT’; AC is air carrier (larger commercial planes), while AT is air taxi (which FAA has formerly used to identify Horizon Q400’s and other smaller commercial planes). There is a distinct shift away from AT to AC, as noted by Gates in his recent articles, but that shift is not as significant as the fact that airline hubbing is causing huge increases in operations per hour, for the two largest airlines at KSEA. Notice also that, from 1998 onward, KSEA is basically a commercial-only airport, with less than 1% of operations flown by military or general aviation.

(2) 2018 operations prediction: based on monthly operations counts, using FAA ATADS data, 2018 is on target to reach approximately 439,400 operations. This is a 6% increase year-over-year, and a 42% increase from the bottom year 2012. In other words, since Delta announced their hub development at KSEA, both Alaska and Delta have ramped up annual operations so that the total operations per day averages 42% more than it did in 2012, just six years ago. That is an average annual growth rate of 7%, far exceeding population growth or economic growth in the Puget Sound area.

(3) An Earlier Prediction, the Part 150 study: this was completed in October 2013, though oddly it uses old historical operations data, only through 2008. See image below; the blue line shows the chosen forecast for total operations; the red line, added by aiREFORM, shows actual growth trends, keyed to FAA’s ATADS figures for 2012 and 2018.
Now, think about this: between the peak in 2000 and the bottom in 2012, did the Seattle economy and population tank? No. Did Puget Sound area per capita demand for air travel drop by 30%? No, not at all. And, between 2012 and 2018, has Puget Sound area population and economy seen growth anywhere near 42%, averaging 7% growth per year? Again, of course not, nowhere near that strong.

So, what is going on here? Why are the annual ops at KSEA growing so fast? The answer is simple: since 2012, two airlines (Delta and Alaska) have been feverishly adding capacity to route more and more passengers – and flights – through Sea-Tac. Both FAA and POS have the data that will show this reality, how a higher percentage of passengers ‘enplaned’ at KSEA are actually just pass-through-passengers, who never even leave the airport terminal. Both FAA and POS are careful to avoid releasing this data, because industry does not want citizens empowered with hard data. Operations and impacts are expanding way beyond population and economic metrics. This is solely to serve airline profit margins. If FAA and POS would start serving the people, too, we’d be better empowered to bring this injustice back to a reasonable balance.

(4) FAA Spin, promoting ‘Greener Skies’ in June 2012: here is a recent screencap (made on September 22) of an FAA webpage crowing over ‘great success’ with Greener Skies… the plan that cost millions to develop and promote, yet it was never implemented (now 6 years later).Notice an important fact: FAA first posted this in June 2012, and they actually updated the content in late August 2018. FAA is ignoring the important reality, that Greener Skies was never implemented. No mention, in FAA’s recent update, of the fact that FAA is not even using Greener Skies. Will anyone at FAA be held accountable for this disinformation failure? Of course not.

(5) The Greener Skies EA: signed off by Elizabeth Ray, on 10/31/2012, here is a screencap noting FAA’s conclusion of ‘no significant impacts’. Notice how the EA predicted a 30.7% increase in annual ops by 2023. Well, we are now way past that. We are on target for a 42% increase by the end of 2018; five years earlier than 2023, and we are already a third higher than the original long-term prediction. Also, understand this: this EA was not about creating ‘efficiencies’; this EA was aimed at removing procedures that protected people and the environment, to increase CAPACITY.Wow. Just, wow. Do we need any further evidence of how tone-deaf FAA is to the impacts caused by excessive hub development? Is there a better piece of evidence showing FAA’s regulatory capture?

(6) FAA Spin, One Week After Signing off the EA: here’s a screencap of how FAA again claimed ‘great success’ on Greener Skies, published in FAA’s ‘FY2012 Performance and Accountability Report’, on 11/9/2012, a week after the EA was signed off:There is zero evidence that FAA has achieved ANY of the claimed benefits. Meanwhile, there is ample evidence (especially looking at enroute delays at cruise altitudes on arrival streams, and at departure delays, and even at arrivals stuck waiting for a gate to become available) that efficiency has plummeted. And, of course, there is enormous evidence that people on the ground below are impacted immensely, by both arrivals and departures.

‘Stay Grounded’: International Action has Begun, to Curtail Aviation Excesses

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

Over the past year, activists from around the world held a series of lengthy teleconferences to craft a position paper,’ 13 Steps for a Just Transport System and for Rapidly Reducing Aviation‘. This is a great group of people, concerned about aviation excesses in the face of unmitigated climate change.

Here are a few links:

  • Action weeks: the first two weeks of October 2018
  • Support: how you can support the Stay Grounded effort
  • Position Paper: download your own PDF copy of an excellent analysis (English version)

An example of recent activism was the protest by Stay Grounded leaders, at an EU aviation summit. Click here for a video, with a great protest speech. This is the kind of calm and factual activism we need across the planet, to rein in the damages and injustices being caused by excessive aviation growth.

Given the depressingly evident impotence and indifference of many U.S. elected officials, and the captured status of FAA as an industry-servant, we need this kind of activism here in the U.S. Can we return to our roots, as strong individuals who speak truth to power and demand meaningful civic involvement, or has this become a relic of our past American glory?

Read this, to Start Understanding the ‘Greener Skies’ Fraud

Click here to read an interesting article about the ‘Greener Skies’ program fraudulently pushed by FAA, Port of Seattle (POS), and industry, and approved by FAA in late 2012.

‘Greener Skies’ was pitched, but it actually never really happened. David Suomi (now FAA Regional Administrator) admitted as much when doing his 4/25/2017 spiel for the Port of Seattle Commissioners. Conspicuously, ‘Greener Skies’ was focused ONLY on west-side arrivals. Why? Because if FAA had tried to create similar concentrated arrival streams over Bellevue, the entire proposal would have been killed by the residents below.

‘Greener Skies’ was supposed to bring enormous impact reductions. The key design element was to flow more than half of all Sea-Tac arrivals in over Elliott Bay, miles from homes, thus with almost no noise impact. Are they doing that, nearly six years later? No, not at all, not even in light traffic, and not even on clear Fall days perfect for flying. Why are the Elliott Bay arrivals so rare? Because the air traffic controllers have to fit all arrivals together, into the final landing flow; i.e., they need to merge both the west flow (especially the HAWKZ arrivals over Vashon Island) and the east flow (the CHINNS downwinds coming up from the southeast entry post near Mt. Rainier, as well as the GLASR feed from the northeast entry post near Leavenworth). The ‘Greener Skies’ design was fatally flawed, by the simple fact it intentionally DID NOT try to create RNP procedures for all the arrivals on the east side. The net result is kind of like having the tires aligned on your car… but not all tires, just the left side.

A half-assed design that cannot produce the desired results, and is simply doomed to fail. That is ‘Greener Skies’.

 

A Letter They Would Never Send

There is a recent big push by industry players to get the U.S. Senate to hurriedly pass reauthorization legislation without needed environmental impact amendments. This push is reflected in two ‘coalition letters’, sent on July 26th and August 15th (click on the dates to view aiRchived copies).

Both letters are disingenuous and packed with disinformation. This is incredibly insulting to the thousands across this nation whose homes and health are being destroyed by NextGen, Wake Recat, OAPM, and other FAA programs. We are seeing our Democracy hijacked by slick collaborated propaganda. And, we are seeing our elected officials corrupted by their obsession with reelection funding; they express concerns to the little people, but their actions and their histories expose their true bipartisan loyalty is to corporate power. These elected officials are owned.

What if this ‘coalition’, these groups, dipped their cups in a koolaid bowl filled with temporary truth serum? Might their letter look like this?

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

Obviously, this is NOT the letter sent by A4A, NBAA, and other groups. No, this letter is what these groups should be writing, what they would now send to Senators McConnell and Schumer, if they cared to clean up their mess. But they don’t care about anything beyond industry profits to fatten their own annual benefits and bonuses.

Some are suggesting that we activists need to work together, send OUR LETTER to these Senators, and get them to serve OUR INTERESTS. Time to get to work.

Aviation growth ≠ Economic Growth

In the U.S., we have thousands of people being victimized by the diminished health and destroyed residential quality of life, under NextGen’s “pack’em tight and keep’em coming” automated flight routes. The airlines are getting richer and, this time of year, too many of us have to smell jetfuel if we dare to barbecue in the backyard.

If Canada was part of our NextGen program, Toronto (by far the busiest Canadian airport) would be their highest-impact area. Pearson Airport [CYYZ] is their biggest airline hub. One thing to understand, though, is NextGen is just a brandname, conspired by industry and FAA, and brandished all over the place to fool people into thinking it is something new. It is not. It is just a brandname. The real changes are happening worldwide, and are due to the widely homogenized digital systems that enable aircraft everywhere to be operated almost entirely using automation – both by pilots and air traffic control (ATC). Consequently, the impacts around Toronto are exactly like the impacts around Seattle, San Diego, Charlotte, Boston, and all the other major U.S. hubs: repetitive, low, slow and loud, often with turns incredibly close to the runway.

Here’s a letter to the editor worth archiving, from Toronto: (click here to view original)

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

Aviation growth ≠ Economic Growth

Aviation growth = Economic Growth – Community Impacts

Yup. The math is that simple. So long as costs are ignored, it looks like pure benefits, right?

People are talking about this one. Good letter.

One of the leading activists about NextGen sent me a note with her thoughts: 

“…I like the equations in that Toronto letter.
I don’t know if it is a conspiracy or negligence.  What they are doing now is the “benefit” part of a cost/benefit plan and analysis, completely ignoring all of the costs to individuals on the ground and communities.
The advertising, the spin, the propaganda, and the Pollyanna attempts to make it all seem good without also mentioning the negatives, the consequences, the price individuals and other industries, e.g. healthcare, pay for the airline industry’s proclaimed success is misleading.  It is hard to know if the twisted focus on the positive and the hiding of the negatives is conspiratorial or wishful thinking + ignorance….”

The ‘SAMP’ Oxymoron: There is NOTHING Sustainable about Commercial Aviation at SuperHubs

SAMP stands for ‘Sustainable Airport Master Plan’. It looks like someone at the Port of Seattle (POS) has decided it would be a fun joke to add the word ‘sustainable’; maybe they were bored, maybe they wanted to imply this master plan would show meaningful environmental stewardship, moderation so as to not over-consume, etc; or, maybe the Port of Seattle just wants to test and see how stupid we are.

Let’s be clear: there is nothing at all sustainable about commercial aviation. Even in a country as ‘advanced’ and ‘wealthy’ as the U.S., only a small fraction of people do anymore than one air trip per year. During each of our personal air trips, we are individually consuming more fossil fuels and at a higher rate of consumption than we do in any other civilized human activity (war and arson do not count, OK?). So, it is a sick joke for POS or anyone to try and brand a new product (their latest round of airport master plan documentation) as good for the environment. Frankly, it is way too much like FAA’s spin on NextGen: claiming that, by using precision routes and automated flights, they might reduce CO2 emissions … while carefully NOT stating that the reductions would only happen by letting the airlines turn lower and closer to the runways, increasing impacts under both departures and arrivals.

Some Background on POS & KSEA:

The Port of Seattle has been brutally destroying local quality of life, with a relentless push to over-expand their one airport property, Sea-Tac [KSEA]. People are suffering from sleep loss, polluted air, and intrusive noise under repetitive flight paths narrowed via NextGen’s reliance on autopilot navigation.

Shortly after the 2012 announcement by Delta Airlines, that they were creating a new hub at KSEA, takeoff and landing operations began to soar; in fact, Sea-Tac has seen the most rapid growth in the U.S., with annual total operations climbing 31% from 2013 to 2017. Many people are understandably upset, especially this time of year, when backyard gardening and other pleasant activities are, well, not just unpleasant but even unhealthy. There is something not too tasty about barbecuing burgers while smelling jet fuel and aviation exhaust.

People have been clamoring for a cap on operations at KSEA, and demanding a real effort to develop alternate airport facilities to serve the Puget Sound area. This idea especially applies to air cargo, in no small part because people are sick and tired of being woken up by multiple Asia-bound cargo 747s that take off between 1AM and 4AM pretty much every night. But, again, since Sea-Tac is POS’s only airport, they have a vested interest to stop all efforts to shift activities elsewhere. They do not want to lose any federal grants that flow each year from the AIPgravy train.

The Port of Seattle is like an invasive and noxious weed, but actually much worse; unfortunately, they cannot just be dispatched with an herbicide or shovel. They do not belong here, yet they have powers that define local quality of life. They are not held accountable. They parasitize in multiple ways: taking mandatory taxes from homeowners, grabbing land around the airport, and sucking the oxygen from the air so no other airports can possibly emerge to compete with Sea-Tac. This is a troubling reality in U.S. commercial aviation today: just like with banks, pharma, grocers, and all other industries, political forces are aiding intensive and very destructive concentration. We see very few airlines now, and the bulk of their route systems are funneled through about a dozen main hub airports in the entire nation.

POS’s Latest Propaganda Exercise

A SAMP presentation was given at Federal Way. Attending were Clare Gallagher (POS Public Affairs Director, Capital Projects Delivery), Arlyn Purcell (Aviation Director of Environment & Sustainability), and Ryan Calkins (a POS Commissioner). Word is that Commissioner Calkins did not stay, so it was Gallagher and Purcell doing the actual presentation. Here is an embed video.

Below is a copy of the 16-slide PDF presented by POS. It is loaded with spin, not least being on page three, where a chart shows the huge growth from 2013-2017, but the title states, “Sea-Tac growth tracks with regional growth.” Such bullshit. The chart shows clearly passenger numbers growing far faster than local population. BTW, the reason is simple: with both Alaska and Delta setting business models to maximize profits by flying more and more people through KSEA (not departing there, not arriving there… just using the airport as a short stopover), many more flights must be handled each hour. In other words, all the added noise and pollution are aimed at narrowly benefiting these two airlines.

Also, be sure to notice the figure on slide two, where POS states 69.4% of passengers start or end their flights at Sea-Tac. First off, this means even their own numbers show a substantial 30.6% of passengers only pass through. But, consider this, too. POS’s figures are almost certainly incorrect. With online ticketing, where each of us goes to a website and clicks away to set up our personal air trip, it is now possible for many more passengers to arrive on one airline and then depart an hour or two later on another airline. Online self-ticketing is the dominant method now, and such tickets will not reflect us as a pass-through; in fact, it these tickets show us as both a ‘destination’ (arriving passenger) and ‘origin’ (departing passenger). It is quite possible that, in 2017, anywhere from 40% to 50% or more of Sea-Tac passengers never even left the terminal.

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

Other Resources:

  • click here for Steve Edmiston’s ten questions submitted in writing (Steve was unable to attend, but the questions are outstanding … the sort of questions elected officials – including POS commissioners – are reliably failing to ask.).
  • click here for Sue Petersen’s submission, with five airnoise.io complaint samples.
  • click here for POS’s 7-page final draft notes for the May 30, 2018 SAMP presentation. It includes public comments/questions, with responses by the Port, many of which feel downright Orwellian.

Continue reading

Part 2: “It is like being broken up with on a Post-It note”

More details to ponder about FAA’s latest tantrum: their refusal to communicate with Marylanders because the good Governor has filed a legal challenge against FAA. Sheesh.

Washington Post followed up on the Baltimore Sun news story. (click here for the source article, click here for an aiRchived version) The piece was by Michael Laris. There is a common and consistent problem with articles by the mainstream media, including Washington Post. In the middle of this article, a paragraph implying NextGen benefits is inserted, but none of the alleged benefits are supported by any real data. That is to say, the suggestion of addressing congestion fails against the reality that total airport operations (takeoffs and landings) at the main passenger airline airports have actually declined 14% between 1989 and 2017; in other words, the only ‘congestion’ is accommodation of airlines who ‘demand’ that a select few airports become superHubs. (click here for a 3-page PDF analysis; the combined data showing the 14% decline is at the bottom of page 3) And, as for efficiency, the only ‘gains’ are potentially realized by subverting the environmental review process (e.g., liberally applying the CatEx) to impose highly impactful routes with turns lower and closer to airport runways.; in other words, FAA is orchestrating a wholesale dismissal of environmental concerns.

There’s another important detail to consider, about the Baltimore-Washington airport. According to the Bureau of Transportation Statistics (BTS), Southwest is by far the dominant airline at KBWI, with nearly 69% of passengers. (click here for BTS website, click here for an aiRchived copy of the KBWI airport report) So, if FAA imposes changes that increase both impacts and airline profit margins, Southwest is the key player who could, in a very neighborly way, advocate on behalf of impacted residents. When is the CEO of Southwest Airlines going to stand up and protect community quality-of-life and health, by telling FAA to fix these new routes? If Southwest did this, they would stand to build even greater customer loyalty. That, coupled with their near-monopoly at KBWI (and dozens of other U.S. airports, BTW!), is always a good business move.

You can Choose: Fly Less, or Even NOT AT ALL!

One of the best decisions each of us can make, for the environment and the future lives of our children, is to become truly mindful about fossil fuel consumption. Air travel is an incredibly intensive consumption method, and the fastest way each of us can pump fossil fuel emissions into the atmosphere. So, here’s a prominent scientist discussing his decision, more than a decade ago, to stop flying. This could be you, too; and, if you choose this method of showing our concern, you’ll also help reduce other impacts such as the NextGen non-stop streams destroying a few communities across our nation).

So, think about it. Please fly less, or even not at all.

Debunked: FAA’s Latest 20-Year Forecast

It is that time of year, when FAA again parades out a 20-year forecast to prop up agency spending. These forecasts are notorious for being routinely exaggerated, i.e., robustly unrealistic, but the pro-spending bias keeps happening, since the exaggerations work well to dupe the public.

The opening line is revealing; compare this statement (“…All indicators show that air travel in the United States is strong…”) with FAA’s own data, which has been compiled into the table below.

This table shows combined total tower operations for all of the 500+ FAA and contract control towers, as documented in ATADS. Note that total operations peaked in 1999, and have fallen 26% since. The decline has gone on for decades, and has been steady; there is no concrete sign of a reversal.

Note also a paragraph deep in the FAA news release, justifying further expansion of infrastructural spending, on the weak FAA assumption that total airport operations will rise 19% in the next 20 years (from 51.0 million in 2018 to 60.5 million in 2038). Think about it; airport operations cannot even keep up with the positive growth rate of our national population. The data is clear: this industry has been declining. And, yes, the new forecast truly is based on FAA’s ‘assumption’, that a downward-flat trend for two decades will suddenly inflect upward.

While you critically study FAA’s news release, 24-page Forecast, and Fact Sheet (archived copies at the three links), ponder these notes:

  • The RPM metric is not a valid metric for industry growth. As the few remaining airlines continue to adjust schedules with increased hub concentration, passengers end up flying LONGER flights with added legs (origin-to-hub-to-destination, and even origin-hub1-hub2-destination, instead of origin-direct-destination). This increases RPM totals. If a routing via the Atlanta hub adds 24% to the total flight distance, RPMs also increase by 24%. The fastest growing hub right now is Seattle; when Delta sells tickets for passengers between California and the Midwest or East Coast, more and more itineraries end up flying via KSEA. Likewise, as FAA continues to over-accommodate airline excessive hubbing on the East Coast, we will see RPM increases on trips to the West Coast out of Boston, the NYC airports, Charlotte, Atlanta, and Reagan National.
  • Here’s another piece of spin, from the fifth paragraph of the News Release: “Air Traffic Modernization is rapidly moving towards satellite navigation technologies and procedures which will continue to allow enhanced navigation for more aircraft….” The truth is, there has been no rapid modernization because most of the GPS system was implemented in the mid-1990s! Also, the so-called ‘enhanced navigation’ is potentially a valuable improvement, but it is consistently rendered worthless by FAA’s failure to manage capacity, such as by imposing hourly flow limits. In other words, so long as FAA continues to allow airlines to over-schedule at a handful of airline-chosen hubs, ATC will have to continue to issue delays … as we routinely see at KBOS, KJFK, KLGA, KDCA, KSEA, and elsewhere. Using online flight tracking programs, we see thousands of delays everyday, in the form of gate holds, long taxi-out times due to congestion, turns and loops during the enroute/cruise segment, extended patterns to sequence arrivals via radar vectors, and long taxi-in times due to congestion. If FAA does not change their strategy, these delays will only grow.
  • The news release notes that there were 840.8 million domestic enplanements in 2017. If we fly a nonstop ticket from our origin to an airport destination, it will count as one enplanement, but ONLY if it is a direct nonstop flight. If we fly via a hub, or a series of stops, the number of enplanements increases (one enplanement per takeoff segment). Thus, a figure of 840.8 million enplanements in 2017 sounds like a big number, but actually means no more than 420.4 out-and-back ‘trips’. With more data, we could establish an estimate that is likely even fewer than 300 million actual full ‘trips’ per year, once we factor out extra trip legs (such as via hubs).
  • The news release also cites a 1.7% annual growth rate estimate for domestic enplanements, but how much of this will be due to increased hubbing? Even the simplest hub-related flights (e.g., outbound routed origin-HUB-destination, and return trip routed destination-HUB-origin) tallies four enplanements, which is roughly double the national annual average. If Delta, JetBlue, and others intensify hubbing, we can end up with an annual growth rate far exceeding the national population growth rate. But, with more hubbing, this would actually be less energy-efficient; lengthened flight distances and more stops would INCREASE fossil fuel consumption, having an even higher impact on climate and communities.
  • On average, U.S. citizens fly less than one commercial passenger air trip per year. And, importantly, some of us travel a whole bunch, many times per week. So, in this annual forecast, we really need FAA to go deeper with the data and attempt to accurately define just how elite air travel is. What percentage of our national population did not fly at all in 2017? And what is the trend year to year; are more people responding to climate change concerns by electing to travel less, or not at all? It could actually be that airlines serve an elite few U.S. citizens, more so than the larger ‘general public’. Considering the intensive fuel consumption (and impacts, upon climate change as well as health and neighborhood quality of life), it would be an appropriate national policy to stop subsidizing this industry and shift costs away from communities and onto the airlines and passengers; it would also be an appropriate national policy to impose a fee structure that discourages excessive flying by one passenger (e.g., no tax on the first two roundtrips per year, a steep tax for the third thru fifth roundtrip each year, and a very steep tax for subsequent roundtrips).
  • Aviation is the most intensive fuel-consumption activity in our modern lifestyle. It has enormous negative impacts, not only upon climate change, but also upon public health and neighborhood quality of life. Efforts to increase airport capacity do not reduce these impacts; they INCREASE these impacts.
  • Near the bottom of the news release, a paragraph glows about how this annual forecast is the ‘industry-wide standard’. More accurately, this annual forecast is a propaganda tool issued by a captured regulator, in collaboration with industry players and their lobbyists. It is disinformational, an improper use of public monies.

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)