A Good Example of NextGen Propaganda Being Pushed by Mainstream Media

In Seattle, KOMO reporter Joel Moreno is using social media to promote a demonstrably disinformational news video. His latest is about NextGen and the Greener Skies program pushed by both FAA and Port of Seattle (POS). Click here to view Mr. Moreno’s online post, where you can click through to view the news video, as well as his tweets.

As happens so frequently these days, the reporting is superficial and pro-aviation; i.e., the reporter just pushes along the selling points they are fed by FAA and industry (airport authorities, airlines, lobbyists, etc.), while doing NOTHING to probe the accuracy of what they are telling the public. Airtime gets filled, and people get fed what the status quo wants them to think. It seems like that is all we get, these days: Propaganda, from lazy, non-reporting reporters.

Here’s one example. At the heart of his news story, Mr. Moreno states: “Implemented in 2013, Greener Skies uses satellite technology so jets make a continuous descent at low power instead of the stair-step approach used before. However, on a typical cloudy day, three out of four arriving planes go right over Beacon Hill.”

What Mr. Moreno fails to investigate are these critical questions (and answers):

  1. is this declared use of satellite technology something new, that offers any substantial improvements in efficiency? (ANSWER: no … commercial airlines have been using direct flights for nearly five decades; in fact, ATC always prefers to issue direct routes, and will do so unless there are too many flights. The only route shortening happening here is within 10-miles of the airports, via the wholesale disposal of decades-old noise mitigation agreements … and the environmental/health cost is extraordinary.)
  2. are the jets making these continuous descents at low power? (ANSWER: only in some cases … but in most cases, due to FAA allowing airlines to schedule too many arrivals, ATC is levelling off the flights … and this is intensifying impacts on neighborhoods below.)
  3. Have the so-called ‘stair-step’ approaches been reduced? (ANSWER: no …  there is no evidence that these have been reduced and, in fact, there is ample evidence they are increasing, due to too many arrivals. Bear in mind, ATC does not issue level-offs just for fun; a level-off is the easiest way for ATC to safely separate aircraft, keeping them the required 1,000-ft above the traffic below.)
  4. Has efficiency improved at SeaTac? (ANSWER: no … not if you look at the arrival ‘parking lots’ and other substantial delays ATC is imposing many times every day, often for hours on end, to try and manage the rampant airline overscheduling. Large turns, loops, and even multiple loops are issued to one flight after another, and at all four arrival gates (east of Mt. Rainier, near Glacier Peak, over Oregon, and over the Olympic Peninsula), so as to slow the arrival flows.)
  5. Was Greener Skies implemented in 2013? (ANSWER: actually, no … a lot of money and effort was expended to sell the concepts via an environmental review, but nothing was implemented. Instead, FAA and POS are using the Greener Skies ‘concept’ as cover, to implement lower/louder procedures, with turns closer to the airport, solely to accomodate schedule expansions – and increased profits – by Delta and Alaska.)

One more note, well worth emphasizing: the stair-step approaches are an absolute travesty of disinformation. FAA et al are pushing the idea that, somehow, applying what are implied as ‘new whiz-bang NextGen technologies’, ATC has discovered they no longer have to issue level-offs to arrivals. FAA and industry are collaborating to pitch this disinformation, and too many people in the general public are vulnerable to buying this pitch as fact. It is not. Looking at this graphic (included in Mr. Moreno’s article), notice the so-called ‘conventional’ approach, done in yellow. Look closely and notice there are four short level-offs on the yellow line, all well south of the stadiums, implying a quick and frantic series of crazy short level-offs then descents. Nothing like this happens, nor has it ever happened. It is shameful that FAA itself is not vehemently protesting Mr. Moreno’s use of this graphic (oh, wait, FAA helped to create that false graphic … no wonder they do not protest!).

Here’s an archived PDF copy of the news story:

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

Trump in 1988: “You’re going to be flying with something that is quality and good.”

It should come as no surprise that President Trump supports the disastrous ATC privatization proposal being pushed by Bill Shuster, A4A, and a few airlines. It’s a bad idea, all the way around. We have a hard enough time getting FAA to even listen to citizens; so, take away Congressional oversight of FAA and we’ll end up with the airlines running roughshod over any neighborhood that saves 5-seconds of flying time… even our oldest and most tranquil neighborhoods.

On the other hand, it may come as a surprise to many of us who were not paying attention 28-years ago, when Trump was in the airline business (see PDF copy of article, below). Way back in 1988 .. before Bush I was elected, before Clintons began to out-Reagan Reagan with neoliberalism, even 7-years before Bill Shuster’s dad Bud became chair of the same House Transportation Committee that Bill now chairs, …yes, the committee that wants us to privatize today.

In June 1989, Trump acquired the lucrative Eastern Shuttle, which had been the crown jewel for Eastern Air Lines. The shuttle offered hourly flights, focused on connecting Boston Logan [KBOS], LaGuardia, [KLGA], and Reagan National [KDCA] with a fleet of noise Boeing 727s. The renamed ‘Trump Shuttle’ did not last long and, today, these ‘shuttle’ legs remain a bread-and-butter profit-maker for American, Delta, and JetBlue, even while they increase the number of through-passengers (and thus flights AND neighborhood impacts), especially at LaGuardia.

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

According to Wikipedia, a syndicate of 22 banks provided a $380 Million loan. The banks took possession just 15-months later, in September 1990, when Trump defaulted on the loan.

It is almost as if Trump and FAA were born in the same litter. And here we are, 28-years later, and President Trump wants us to believe, ATC privatization will also be, “…something that is quality and good.”

Yeah…

…Right.

Hubristic and Hypocritical?

The Av-Gov Spin Machine is hard at it again, this time led by Reuters:

Just days after Trump dumped the climate agreement, U.S. airlines and their lobby, Airlines for America (A4A), are telling us that they really care about CO2, climate change, and the impacts of their industry. We are to believe that a business model that sells time-savings by massively consuming fossil fuels can be environmentally responsible. The centerpiece of their ICAO-sourced plan is not to reduce consumption but to have passengers and shippers pay a fee that offsets aviation impacts with small environmental investments. Kinda like this: imagine that you and I have a company and we’ll be allowed to infinitely pollute the ocean, so long as we build a nice filtration system to clean a pond in West Podunk. If eyes were pointed at that pond, we’d look like heroes; but, when people see the full picture, we look like worthless scoundrels.

Oh, and this is an industry (and lobbyist) that crows everyday about one statistic or another showing continued market growth. So, really, how are they going to see any meaningful reduction in fossil fuel consumption, going forward? Also, this ‘we care about the environment’ spin was announced from Cancun, where industry officials had gathered from around the world. Let that sink in.


UPDATE, 6/8/2017: — To discourage excessive fossil fuel consumption for air cargo, business travel, and aviation tourism, the logical next step is to simply impose a steep carbon tax on all aviation fuels (and arguably, on the marine sector, too, thus covering ship tourism and marine cargo). Here’s a good analysis about the value of an aviation carbon tax, by two law professors in Western Australia: Airline emissions and the case for a carbon tax on flight tickets. Read the interesting reader comments, too.

Rose Bridger’s Latest Paper Looks at Aviation Abuses in Indonesia


The imbalance of power between aviation and local residents is troubling. In the United States, we commonly see where the federal regulator, FAA, ‘collaborates’ with airport authorities, airlines, operators and other industry players to run roughshod over local communities. Aviation profits are always profusely accommodated, nearly always with substantial costs to people and the environment: natural habitat is destroyed, quality of life is diminished, and people are exposed to more air pollutants, including carcinogens.

Across the planet, some of the most egregious aviation injustices are happening where state authorities are enabling industry expansions against the will of local residents, sometimes even large population areas. When people in the U.S. rise up to fix aviation impacts, they rarely have to deal with lines of cops. They deal instead with a wall of unaccountable bureaucrats; people who make their money by supporting aviation expansion; people who routinely lie, distort, and even antagonize the much better people who are responsibly seeking to fix the aviation impacts; people who play ‘hot potato’, claiming they lack authority so “…gee, check with the other guy.”

Is it fair to say that, in either form, this amounts to state terrorism? If burdens are imposed and rights taken, be they by gun or billy club or categorical exclusion, does it really matter how graphically extortive the process is? Nobody may be killed or even injured (a good thing!), yet many bodies (and minds) incur great costs for the narrow benefits created. Farmland is taking and people are dislocated (see this example in rural Minnesota). All of this is enabled by federal agencies that pretend to enforce safety and manage aviation, but more truthfully just offers cover for industry players to abuse people. In the United States, in Indonesia, and across the planet.

How Do People Regain Power?

When dealing with unaccountable bureaucrats (especially those at FAA and various airport authorities), it’s always a good idea to learn as much as you can. Study what is happening elsewhere. See how others are making progress. Identify the framing that YOU need to impose on the issues; if we allow FAA/industry to frame the issues and implement faux-solutions like time-wasting workgroups, we only guarantee that the problems will persist, never to be resolved.

Rose Bridger, UK author of Plane Truth: Aviation’s Real Impact on People and the Environment, is one person whose works are well worth studying. Rose continues to be a prolific advocate for people and the environment. She has just published a new insightful study: Aviation expansion in Indonesia: Tourism, land struggles, economic zones and aerotropolis projects. Here is an archived copy:

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


UPDATE, 6/14/2017: — per a GAAM email update: The report contains a map showing all the airport locations and maps of two airport sites, and accompanies GAAM’s interactive digital map: Aviation Expansion in Indonesia which features all the airports that are mentioned, integrating spatial information with text and images. For paper copies of the report, please contact: Third World Network, 131 Jalan Macalister, 10400 Penang, Malaysia, Tel: 60-4-2266728/2266159, Fax: 60-4-2264505, Email: twn@twnetwork.org.

FAA Forms Workgroups to solve their ‘People Problems’

FAA has a problem, and like any over-matured and sclerotic agency, they have their solutions. Not clean solutions that actually FIX THE PROBLEM, but dirty solutions to serve the agency/industry interests while disempowering people.

FAA’s failing NextGen implementations are destroying long-established residential communities across the nation. People are standing up, speaking louder and louder, and connecting and organizing. So, how does FAA propose to deal with this problem?

Form workgroups.

Just to be clear, the ‘problem’ FAA wants to ‘deal with’ is not the NextGen failures but the PEOPLE who are organizing. If their message gains traction, the People might actually get a few in Congress off their butts, demanding (and I mean REALLY DEMANDING!) that FAA fix this mess. The right steps are obvious:

  • demand Huerta step down (he has disserved the larger Public under two administrations, and is clearly just an industry hack);
  • revert the problematic NextGen implementations to pre-NextGen routes;
  • legislate a robust local democratic voice so that local citizens are able to decide what curfews and operational restrictions are needed to best serve their local community (i.e., the airport should be THEIR LOCAL AIRPORT, not a fortress for a major airline);
  • legislate reforms that disincentivize hubbing, so the airlines will instead offer more direct routes and a better/fairer distribution of airport impacts, equitably using hundreds and thousands of under-utilized airports instead of just a dozen evolving superHubs.

Why does FAA like to form workgroups? Simply because they are ‘manageable’. Each workgroup first creates an illusion of citizen involvement. But, the membership consistently includes industry ‘stakeholders’, who dutifully steer the work process – and infuse delays when the work product is going in the wrong direction. Plus, even the most ardent and effective aviation impact activists are human, thus susceptible to feeling a lot more accepting of the impacts because they are now an elite citizen representative.

Here’s an example of a new workgroup related to Baltimore [KBWI]. They appear to be very well focused on fixing the problems, but are running into an intransigent FAA. The Facebook group, Save Milton Skies, shared a link to this article, which is archived below. Rebuttal comments have been added by aiREFORM. It is a good article, overall, though it again demonstrates how FAA’s salespitch elements are readily incorporated into the final news article.

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

See also:

Santa Monica is Failing Their Promise to Shorten the Runway

A big event happens tomorrow night (May 24th), when the Santa Monica City Council holds a Special Session with major airport-related items. Here are some key links:

It has been four full months now, since the ‘surprise’ press announcement of a Consent Decree between FAA and the City. No progress has been made. FAA had approved, and the city promised, an immediate runway shortening, but now we are seeing the City dilly dally with lots of money to consultants to create reports that defy common sense while making unsupported claims that prolong the status quo impacts.

The City hired consultants to study options for shortening the runway to 3,500-ft, as allowed now by FAA. Documents indicate the consultant delivered a report with four options, but for whatever reason, the City stripped two of those options out and is proceeding to pretend only two options are viable. These two options alone were shared with the Public a few weeks ago (the existence of the other two options were only revealed in the last few days, after City posted documents related to the 5/24 agenda; see links above).

Frankly, it looks like City is playing a drawn-out delay game. It also looks like City is ignoring the health of the citizens of Santa Monica and nearby West LA neighborhoods. Even the City of Los Angeles should be pressing hard on this matter: to protect their citizens, they should be demanding that Santa Monica quit the dilly dallying and shorten the runway … NOW!!

The City owns the airport, and the City owns the runway itself. With that ownership, the City carries risks and liabilities. At this or any airport, if a runway is dangerous – too close to homes, or even too close to hangars as at Santa Monica, where people died in the last fiery airport crash – the airport authority needs to restrict operations for safety. If only to manage their risk exposure, all airport authorities should have the right to deny access of larger aircraft to substandard runways – especially commercial operations such as charter jets.

The biggest progressive step this year, as declared by the Consent Decree, is that FAA has finally backed down just a bit, and is letting the City manage the KSMO runway. City airport officials should use this restored authority to do as they say: immediately close the northeast portion of Runway 21, making it illegal for any aircraft to touch the asphalt.

Likewise, at the southwest end of the runway, City needs to take full advantage of the existing taxiways and simply close to operational use the roughly 450-feet of runway between the existing runway end and the first set of crossing taxiways (A1 & B1).

City could have done this in late January. That they have done nothing strongly suggests that City has a different and unspoken motive. The City, managed by Rick Cole, along with the airport office and under the guidance of the City Council, is not really trying to mitigate the severe impacts on hundreds of homes within the Runway Protection Zones (RPZs). The City is not honoring the clear request of the citizens who passed Measure LC with a wide margin, back in 2014 – a measure which demanded closure as soon as possible, and which also prohibited commercial use of any land reclaimed from aviation use in the future.

Also, notably, the most severe impacts at this airport are by small- to medium-sized charter jet and bizjet operations, often carrying just one wealthy person. These elites are inflicting an extraordinary negative impact on Santa Monica residents’ quality of life, simply because they will not be inconvenienced. They could instead fly out of much safer and less impactful airports such as LAX, Burbank, or Van Nuys, which like most U.S. airports, have no homes within their runway RPZs. They could do this, but they choose not to … and FAA and the City allow this injustice to continue.

Many have picked up on this story. No Jets Santa Monica Airport posted this great analysis on FaceBook:

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

Similar concerns have been posted by Ben Wang, at SMO Future. There are a lot of good people around Santa Monica, like Martin Rubin, who have devoted multiple decades to restore local quality of life and protect health. These are good people, who have fought for a just resolution of the noise and air pollutant impacts. It looks as though FAA and a few of the current City leaders are just trying to wear them out. FAA’s intransigence, and the corruptibility of selected Santa Monica officials, has ensured no meaningful progress in all these decades.

These are but a few of the people at the forefront of the movement by the majority of Santa Monica residents, who simply want to control and close the airport .. and they need to control it for their health. They are vocal activists, but they are not the only residents who find this is a major issue. These vocal activists represents the opinions – and the votes – of probably 5,000 Santa Monicans each. This is why there have been surprisingly long public comment sessions at City Council meetings when an airport issue has come up. The citizens have a network that lets them know when to come out in force to voice their opinions. Every day, more and more citizens are learning exactly which City Council members are secretly pro-airport. A clear story has emerged. The people will vote-out the now exposed pro-airport insiders.

This all has to change. If this does not change, we really do not have any functioning Democracy.


UPDATE, 6/1/2017:Written Public Comments, submitted to the City (copy posted by CRAAP, 89p)

What Is FAA Hiding from the Public? And Why??

FAA, like many federal agencies, has a nasty habit of expending lots of time and money working to keep the people in the dark. They are supposed to comply with FOIA laws, but instead they redact the hell out of what should be disclosed. Making matters worse, in recent decades it seems as though most in Congress are ‘too busy’ and/or ‘too inert’ to force FAA to follow the FOIA laws.

Every once in a while, we get a great chance to look past these barriers. Sometimes, FAA’s redactions become unmasked. When that happens, it is like sitting down with the devil, and sharing tea and a candid conversation. So much can be learned….

In this Post, a 27-page FAA memo is offered in two forms, redacted and unredacted. This memo documents how a safety investigation produced copious details and a strong recommendation for corrective action … which was then nixed by a higher FAA official. The heavily redacted copy was provided to an investigative report team. Seeing that so much data was hidden, they filed an appeal. An appeal response letter was eventually sent, rejecting the appeal, but somehow a copy of the unredacted 27-page was included in the appeal response letter.

Here are the two versions, presented as scrollable/downloadable/searchable PDFs. View them side-by-side. See for yourself what FAA chose to redact, when a reporter team tried to help the public understand how FAA was handling a dangerous safety failure involving commercial aircraft maintenance.

Click on the image below for a scrollable view. This is the heavily unredacted version, as initially sent by FAA (and after extensive review by numerous FAA managers). Click here to download the PDF file.

Click on the image below for a scrollable view. This is the full, unredacted version. Click here to download the PDF file.

The Background:

A few days ago, an aiREFORM Post encouraged readers to read the excellent investigative series done by the Tampa Bay Times. In the third article of the series, Nathaniel Lash showed how higher level FAA managers were over-riding the conclusions and recommendations of their field inspectors. The inspectors were investigating how a nut had detached causing an elevator jam, forcing an Allegiant MD80 to do a high-speed aborted takeoff at Las Vegas. This was an extremely serious situation that would have assuredly killed everyone on board, if the nut had failed while actually airborne. A similar failure caused the 1/31/2000 crash of Alaska 261, an MD83 that lost flight control near Santa Barbara and plunged into the Pacific, killing all 88 on board.

The similarities are in two troubling areas:

  1. the casual failure by maintenance crews to properly execute their tasks and to follow needed steps that would identify and fix failures (so as to ensure nuts do not fall off leading to catastrophic crashes); and,
  2. FAA’s gross failure at safety oversight, where key FAA officials knowingly allow maintenance crews to sidestep required procedures.

The latest Times article showed that FAA was found to be covering up dangerous maintenance failures performed by AAR on the Allegiant passenger jet. Note that AAR is a Maintenance, Repair and Overhaul (MRO) operation; over the past decade, airlines have been reducing labor costs related to employing their own mechanics by increasingly outsourcing aircraft maintenance to MRO contractors. Costs may go down, but so do safety margins.

An Outstanding Investigative Series on Allegiant Failures and FAA Hiding Those Safety Issues From the Public

If you are increasingly concerned that FAA appears to be just a hack, a faux-regulator that does not really serve the people but instead enables the industry … you need to read these articles.

If you have felt yourself doubting the veracity of an FAA high official, as they spew glowing pro-NextGen claims while dodging the enormous failures and impacts (like David Suomi, at the Port of Seattle on 4/25/2016; to see the video, click here, then select the April ‘video’ tab, and ‘Item 3c – Briefing’ under the 4/25 meeting) … well, you need to take a look at these articles.

This is where agency corruption goes beyond being an annoyance, to become downright dangerous.

When the Nut is Not Secured…

This photo was shot during an investigation after an Allegiant MD80 was forced to do a high speed aborted takeoff. The castellated nut at the center of the photo has a twisted safety wire, to prevent the nut from detaching. The near-accident was caused by failure to secure the nut, creating a jammed elevator.

Despite FAA and industry efforts to confuse us all, this is not rocket science.

Given the speed and power in aviation, it is absolutely critical that parts not ‘come apart’ while operating.

So, what happens when aircraft mechanics fail to include a cotter pin or safety wire, as in the photo at right? Well, in this example, a hundred or so aircraft occupants are damned lucky they did not end up dead in a post-impact fire in Las Vegas. What exactly happened? While accelerating for takeoff, the nose lifted up on its own and the crew suddenly discovered they had zero elevator control. They cut the power to bring the nose back down and, luckily, had enough runway remaining to come to a safe stop and taxi back to the gate.

…Safety Eventually Breaks Down

This particular incident has far bigger repercussions. It was one of many incidents that caught the attention of Nathaniel Lash and other reporters, who did an outstanding investigative series, published by the Tampa Bay Times. Here are links to archived PDF copies of the three articles:

The third piece just came out, and it includes an interesting twist. It appears that FOIA was used, and that FAA heavily redacted their response documents. A formal appeal was filed and, eventually, an appeal response letter was sent back by FAA, denying the request to reveal the redactions. BUT… a fully unredacted copy was enclosed with the appeal response! So, now we can see what FAA chose to initially redact (which itself can be extremely revealing).

Was the fully unredacted report enclosed by accident? Maybe, maybe not. Perhaps it was enclosed by someone who had seen too much. FAA employees are real people, often feeling trapped in a corrupt and soulless bureaucracy, and silenced by the fear of losing their paycheck. Sometimes real people become sick and tired of all the lying and propaganda, and feel it is their duty to bypass the corrupt intentions of higher FAA officials; sometimes they make little ‘mistakes’ with big consequences. Lucky for all of us, not all FAA employees are afraid of the agency’s ‘culture of fear’. Some really do blow the whistle, and sometimes they do this in very subtle ways.

Also, for those who really want to dive deep, check out the 27-page unredacted report.

An Email Exchange with David Suomi, Again Shows FAA’s Bureaucratic Indifference

David Suomi, Deputy Regional Administrator for FAA’s Northwest Mountain Region

On 4/25/2017, FAA regional officials David Suomi (pronounced ‘Sue Me!’) and Steve Karnes spent an hour giving a rosy NextGen presentation to the Port of Seattle Commissioners. A citizen audience was present and listened attentively, waiting for the chance to have their precious three minutes, to ask questions at the end.

As the presentation closed, and the Commission invited citizens to come to the mic, Mr. Suomi and Mr. Karnes suddenly stood up and said they had to leave, to attend to prior commitments. Pleadings from the crowd asked them to stay, but they packed their things and quickly, quietly departed. A half hour later, one of the citizens had to leave while the last few citizens were making their comments into the record. She saw Mr. Suomi and Mr. Karnes as she left; they were standing just outside the door, around the corner.

So, in total, although Mr. Suomi collects a very substantial federal paycheck in a job intended to serve the nation (not just the industry they pretend to regulate), he spent an hour selling a program that is causing substantial damages, even health problems, for many citizens. And, when done with that dog-and-pony show, it is not surprising that he would see no problem with his refusal to listen to and answer those citizen questions.

It is in this context that the following is shared. Two days after FAA’s NextGen presentation to the Port of Seattle, a citizen sent this email to Mr. Suomi:

The email exchange is revealing. Here is Mr. Suomi’s reply, still locked in to selling NextGen and refusing to even acknowledge the growing impacts. Many of Mr. Suomi’s statements are rebutted, with a series of footnotes by aiREFORM.

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

[ai-RCHIVE] 1997-02: Sea-Tac International Airport Impact Mitigation Study, Initial Assessment & Recommendations (347p)

Take a close look at this impact study done more than two decades ago, which includes these opening paragraphs:

(click on image to view a downloadable copy of the report)

Twenty years later, how well have the Port of Seattle (POS) and local elected officials applied the content in this study, to protect and serve the local residents and taxpayers?

Is the proper BALANCE in place, so that the airport serves the local community rather than destroy it?

Is KSEA becoming yet one more case of an over-expanded airport creating benefits for airlines and the industry, at great costs in destroyed communities and lost quality of life?