Did This Letter Motivate Huerta’s Response to Governor Hogan?

Activists in Maryland shared a copy of this letter, another excellent effort by their Governor, Larry Hogan.

(click on image to view archived copy of full letter)

Essentially, the Governor sent a letter on May 11, pressing FAA to take actions to reduce impacts on constituents under flight paths for both Reagan National [KDCA] and Baltimore-Washington [KBWI]. Nearly three months after sending his letter to Michael Huerta, and having gotten no reply, Governor Hogan followed up with a letter to the Secretary of Transportation, Elaine Chao. Here’s an excerpt:FAA’s reply letter, dated 8/3/2017, is here. That is, if you can even call it a reply.

FAA has a shameful record of not just blowing off everyone – even Governors! – but also engaging in obfuscation to frustrate activists. This pattern of failure needs to end.

A Work-Around to FAA’s Failed Noise Models

This Post looks at how a simple and economical noise study for a large park and natural area suggests a better way to study airport noise. It essentially presents a work-around to two root problems in how FAA and industry ‘collaborate’ to obstruct aviation noise activism:

  1. that FAA knowingly uses noise metrics and noise models that work great for the airlines – since they completely fail to define and mitigate aviation noise impacts, but work terribly for people – since they consistently fail to objectively quantify noise and impacts; and,
  2. that, whenever citizens approach FAA or airport authorities with their concerns, and seek hard data to help define and fix the problems, both FAA and airport authorities routinely withhold that data, and instead work to confuse and disillusion these activists.

The Boston (Logan) Noise Impacts

In recent years, FAA has become extremely accommodating to hub airlines, by no longer pushing back against excessive flight scheduling. At Boston Logan [KBOS], the airport configuration allowing the highest capacity in terms of ‘runway throughput’ or operations per hour, includes using the parallel runways 4L and 4R for arrivals. KBOS has major hub operations by JetBlue, and minor hub operations by American and Delta. So, with FAA intensifying the use of runways 4L and 4R for arrivals, even in crosswind and slight tailwind conditions, they are imposing an enormous noise and air pollutant burden on communities under the straight-in arrival corridor.

The impact upon communities below, such as Milton, has been intense. People are losing sleep (the short term impact) and breathing more aviation pollutants (which will cause serious long-term health impacts). They are complaining to both FAA and the airport authority, Massport, as well as to their elected reps and local community officials. Their complaints continue to be broadly ignored by the key authorities – FAA and Massport – both of whom routinely reply that ‘nothing has changed’ and ‘the perceived impacts are not significant by our standards’. Needless to say, this mishandling by FAA and Massport only infuriates and further sensitizes the impacted communities.

Something has to change. FAA/Massport must stop pretending to comply with federal and state environmental impact assessment processes, which they do by using worthless impact models. Frankly, these models were designed to create an illusion that impacts are objectively measured, and they were also designed to bias the conclusions to ensure validation of any and all airport operational expansions. We need a new model that is objective; a model with people collecting REAL noise data and compiling it into impact contours may be the best way to go.

Noise Modeling at Blue Hills Reservation

The Blue Hills Reservation includes 125-miles of trails on 7,000 acres. A prominent water body in this natural area is Houghton’s Pond, which happens to be under the straight-in approach to runways 4L and 4R, at approximately 11-miles from the landing threshold.

Friends of the Blue Hills is a local non-profit organization that coordinates volunteers and works to preserve and protect this wonderful natural resource. A recent Post at their blog announced a great project. It looks like Boston University is doing a noise study; professor Richard Primack and doctoral student Lucy Zipf appear to be crowd-sourcing the use of an iphone app by volunteer hikers, to compile an actual noise map of the trails for most or even all 7,000 acres of Blue Hills Reservation.It will be very interesting to see what they produce. Seemingly, if the app-devices are synchronized, they could create a noise contour map that would show actual noise levels at any one time. Further, a collection of maps could be created, so that noise impacts for varying conditions can be compared.

How This Might Be Used For Aviation Noise Impacts

The app and methodologies could easily be applied to a residential community, such as Milton (or Des Moines, WA; or Cabin John, MD; or Palo Alto, CA; etc.). What’s to stop a local activist group from staging a grid of 4- or 6- or even dozens of devices at mapped street locations in Milton, and compiling the data into maps that show REAL decibel-level impacts? What’s to stop that same group from creating reference maps on days where there are no runway 4R and 4L arrivals, to establish a definitive baseline noise level?

Let’s watch this project and see if it offers a smart and economical work-around, so we can move beyond the ongoing data obstruction by FAA and airport authorities.


Boston noise activist groups:

The Third Head of the NextGen Hydra: How FAA is Jamming Arrivals Closer Together

Three months ago, the ‘Dissecting NextGen’ presentation was made in Des Moines, to help people better understand the impacts of NextGen around Sea-Tac International Airport [KSEA]. Included within that presentation was discussion of ‘Hub Concentration’ and ‘Route Concentration’, as two of the main changes that are causing NextGen impacts. Well, continued research in the past months has revealed a third head to this monster: efforts by FAA to alter rules, to reduce spacing between arrivals, even setting up side-by-side arrivals to closely-spaced parallel runways.

FAA is using two main strategies to reduce arrival spacing:

  • Wake Recat: short for ‘wake recategorization’, this is the reduction of minimum safe distances behind larger aircraft that create wakes. Without getting into too much detail, a series of fatal accidents decades ago forced FAA to impose longer distances between successive flights on the same route, called ‘wake turbulence separation’. But, in time, with pressure to remove capacity limitations, the rules are being modified to shorter distances.
  • Simultaneous Dependent Approaches to Closely Spaced Parallel Runways (CSPR): many of the main hub airports rely on use of parallel runways that are spaced even less than half a mile apart. ATC can accommodate a lot of flights on/off parallel runways, primarily by using one runway to land and the other to takeoff. But, when weather deteriorates, especially if visibility is reduced or the ceiling (altitude of lowest cloud layer) gets to be too low, capacity plummets. So, FAA has been working with airlines to develop new ATC procedures that allow flights to be spaced much closer together when set up for landing on two or more parallel runways. [click here to view archived copies showing the evolution of FAA Order JO7110.308B since 2008]

What’s Bugging People?

Although most airports continue to be far below historic traffic levels, there are a dozen or so main hub airports where the ‘Final Four’ airlines (American, Delta, Southwest and United) schedule excessively. These are the airports where people are upset. They are seeing more flights, and they are seeing/hearing flights that are lower, often slower, seemingly louder (which is a given, for lower flights), and often turning closer to the airport than ever before. They are also seeing surges of flights — both departures and arrivals, in rapid succession, sometimes even side-by-side. It is scary to some, and deeply disturbing to many. Even retired air traffic controllers cannot believe what they are seeing. It is as if these few airports have acquired a meth or steroid addiction.

Authorities insist nothing has changed, but they are totally wrong. Well, not just wrong: they are lying, and they know it. At these few hub airports (Sea-Tac is the one growing the most in recent years, due to Delta’s 2012 decision to create a new hub), traffic volume is up, especially during the surges that happen in relation to expanded hubbing. But, there are also forces that are pushing arrivals closer to the ground. For example, with wake recat, the key thing to understand about aircraft wakes is they descend; i.e., the hazard that can flip a smaller airplane slowly drifts downward toward the ground, so ATC works hard to keep the trailing aircraft at least slightly above the leading aircraft. But, if ATC is trying to bring both aircraft in to land, on parallel runways, than ATC needs to push the lead aircraft down lower ASAP. Why? Because, if the lead aircraft is not descended low enough, the trailing aircraft will end up too high, unable to finish the approach. This results in a go-around, which carries higher risks and makes both flight crews and ATC do a lot more work.

An Example: A 13-hr Arrival Stream to Runways 4L & 4R at Boston

Boston offers an example of how badly communities are being impacted. Here, we have densely populated communities and a dominant regional airport, [KBOS], that effectively monopolizes commercial aviation.  Three airlines schedule excessively at KBOS: JetBlue, American, and Delta. JetBlue is the dominant hub airline with a schedule that generates a large number of through-passengers (thus imposing much larger impacts on the area, to accommodate the added flights).

To gain airline support for NextGen, or at least to ensure the airlines will not oppose NextGen (which would kill FAA’s chances of getting Congressional funding), FAA has sold out on their responsibilities to protect communities and the environment. FAA has apparently told the airlines that they can expect increased runway throughput, which FAA will achieve by abolishing all noise mitigation procedures and creating new flight procedures that turn lower and as close as possible to the runways. NextGen is being used as a decoy or cover; by claiming NextGen is all new and fancy, FAA tricks everyone – including Congress – into not noticing that what is REALLY happening is simply the wholesale abandonment of FAA’s past responsibilities to protect the environment and community health. And, by the way, NextGen is NOT all new and fancy; most of it has existed and been used for decades; the alleged benefits are just a fraudulent sales pitch.

Clearly, when you study what FAA has imposed at ALL NextGen airports, the game plan is to maximize runway throughput. This accommodates the ideal all airlines want: unrestricted scheduling to tweak profits higher using expanded hub operations. So, with this in mind, at an airport like Boston, FAA focuses on using the combination of runways with the highest capacity per hour, which at Boston is to have arrivals land on the parallel runways 4L and 4R. Just like happens when new freeway lanes are added, the airlines are quick to eat up the increased capacity; supply defines and expands demand. At Boston, FAA is now heavily relying on 4R and 4L to ‘accommodate’ the expansion by JetBlue, Delta and American. So much for quality of life under the intensified approach corridor. Milton does not really need to get sleep, do they???

A recent 13-hr arrival stream to Boston’s 4L and 4R

And, of course, FAA applies the same strategy at all airports where airlines want to expand hub-related profits: they use runway combinations that maximize capacity, even if wind and other factors might argue against these decisions. It’s called ‘choosing runways to traffic’, and it’s a way to be overly accommodative to airlines.

The result is streaming arrivals: nearly nonstop impacts on the ground, one arrival after another after another, sometimes even paired arrivals that are nearly side-by-side. As shown in this table, summarizing arrivals per hour on the intensified approaches to Boston’s runway 4L and 4R, the impact is relentless. Note the busiest hours are non-stop, averaging as little as 1.2-minutes between flights. [click here to view the entire stream in a data table]

And, adding insult to injury, when people notice and ask what has changed, both FAA and the airport authority (Massport, in this example) play with them: they say nothing has changed.

How Do We Kill This Monster?

FAA is simply out of control. And, Congress is doing squat to correct this problem. We need leaders in Congress to:

  1. demand that FAA serve the people ahead of the corporations, and this requires an emphasis on both transparency and accountability;
  2. demand that FAA cease spending our money to propagandize for the industry; this regulatory capture has gone on far too long;
  3. pass legislation that strongly disincentivizes airline hubbing – one of the simplest changes would be to formulate a new set of fees and taxes, the heart of which should be a very steep aviation fuel tax;
  4. and, pass legislation that restores local control, so that local communities have a real voice, and can impose reasonable curfews and capacity limits, and can say ‘NO!’ to airport over-expansion.

Another community up in arms against NextGen: Linthicum, MD

Image

(click on image to view source tweet)

As is the pattern everywhere, FAA’s NextGen implementation throws away the balance that previously existed between airport expansion and local quality of life. Near Baltimore [KBWI], and with FAA’s help, airline profits trump sleep and health. Click here to view an archived copy of this news article.

(kudos to Elaine Miller, at PlaneSense4LI, for tweeting this link!)


UPDATE, 7/17/2017: — The FAA/NextGen impacts around KBWI were brought up during a radio call-in show with Governor Hogan, who said: “This thing was a terrible decision in my opinion by the FAA, without really getting the proper input from the state and local authorities….” Click here for the article, or here for the 4-minute audio.

The Polis Amendment: We Need Local Control of Our Airports!

This Post is about a legislative amendment that is set for review (and hopefully will be adopted?!?) this coming week. Your support is urgently needed, to help restore local authority so that local officials can manage impacts caused by their local airports. A link to help you easily contact your elected representative and encourage their support of HR 2997, is located near the end of this Post. Here’s the background….

The Problem…

We have a problem. A BIG PROBLEM! The system of government in this nation, which was designed to empower individuals and ensure we can work together to prosper and share great lives, has become coopted. Money now controls everything. Aviation offers a concise case study of how bad this has become:

  • the ‘money’ is in the airlines, the manufacturers, the airport authorities, and the industry lobbyists; they spend this money to gain support from FAA and elected officials, to manipulate rules and procedures for their own profits.
  • all of the above have a near-total bias toward expanding airport operations, and a near-total indifference to the impacts that are destroying even historic residential neighborhoods.
  • the environmental costs are not just an inconvenience; the repetitive noise and air pollutants, now being concentrated over new ‘noise ghettoes’ below, create sleep loss, asthma, stress, heart failure, and other serious/fatal medical conditions.
  • citizens who speak up are routinely beaten down; their concerns are diminished and ignored by all authorities; pro-aviation trolls launch attacks via social media; we are led to feel we are ‘against progress’, which is so false (…in fact, we can clearly have moderation and managed impacts that still allow all the real ‘progress’ that an airport can provide – without destroying health & quality of life).
  • when we, as impacted citizens, approach elected officials, we soon learn these so-called ‘representatives’ exist only to fund their next election campaign … and so, they are nearly ALWAYS beholden to industry players; i.e., they will act empathetic and say they are concerned, but their ACTIONS achieve no resolution of our problems. Furthermore, when we look closely at the current Congress, we see that important gatekeepers, such as the Rules Committee, appear to have heavily biased memberships (which, if abused, can be used to summarily dismiss all amendments that do not serve party objectives).
  • when we approach the mainstream media, we quickly see their enormous bias … always in favor of money, always happy to pass on misinformation.
  • when we approach the courts, they too dismiss our concerns.

Given all of this, we could just consider it a lost cause, but we really must guard against that. Instead, let’s pick our strategy carefully, and coordinate our efforts. We have to do this, especially for the next generation.

The Solution…

The very heart of the solution is LOCAL CONTROL. All airports – even O’Hare and Atlanta, the two busiest in the world – ultimately serve the local community. So, why in the world would we let FAA bureaucrats in DC take away the right – and responsibility(!) – of local officials to impose curfew hours, limit operations per hour, and impose other safe and reasonable policies that properly balance airport impacts with airline profit margins? Simply, we WOULD NOT DO THIS. This has happened, only because FAA is a captured regulator; FAA is only pretending to regulate the very industry it serves. And we are the victims, the collateral damages.

This is where the Polis Amendment comes in. Jared Polis, a Congressman representing citizens near the skydiving-noise impact-zone around the Longmont airport, has been working hard to assist those impacted. They have worked for years to get cooperation from Mile Hi, but profitable tandem jumps help the Mile Hi owner, Frank Casares, to refuse to cooperate. Local elected officials feel powerless and defer to FAA, but FAA does nothing… all they want to do is enable aviation commerce, with no regard for the ‘costs’ imposed on others. And so, the problems continue. (click here to view many other aiREFORM articles about Mile Hi and impacts around Longmont)

Here are two recent graphics about the Longmont impacts:

Notice how the climbs are routinely done a few miles AWAY from the actual airport. This helps keep airport neighbors from complaining; it also dumps noise pollution on distant neighbors, many of whom are unaware why they keep hearing so many planes. (click on image to view source tweet)

The shifting of skydiving climbs away from the airport is not only a dumping of noise pollution, it is also DANGEROUS: other pilots, flying through the area, will have a much harder time spotting the skydive aircraft when they are not within a couple miles of the target airport. (click on image to view source tweet)

The Polis Amendment seeks to add text to the FAA Reauthorization Bill (HR 2997), to explicitly restore Local Control of GA Airports (i.e., at General Aviation airports that primarily serve recreational pilots). HR 2997 is also known as the ’21st Century Aviation Innovation, Reform, and Reauthorization Act’, or AIRR, and is being pushed by Bill Shuster, along with lobbyist A4A, the airlines, and officials like Transportation Secretary Elaine Chao. The ‘Reform’ part is a cruel joke; these reforms will only further empower corporate greed, while disempowering us individual citizens. The bill is working its way up to a final vote by the House. The process this week includes getting the amendment approved by the Rules Committee (probably in a meeting on Monday), then proceeding to discussion (probably Wednesday) and eventually for final debate on the House floor.

Here is a copy of the text, proposed for addition at the end of Title VI (Miscellaneous):

So, people who can see […and hear, and BREATHE(!) the impacts of unmitigated aviation…] all need to be heard this week. Contact your elected representative, and let them know why they need to support the Polis Amendment, why WE NEED to restore local control of our LOCAL airports.

This is the first step. Eventually, local control also needs to include empowering the hundreds of thousands of residents impacted under concentrated NextGen routes, to have a real voice – and the democratic authority – to impose curfews, hourly operations limits and other capacity management restrictions that best serve the local community. Every great journey starts with a single step, and local control at GA airports needs support even from those of us who live in the new noise ghettoes FAA is creating, via NextGen.

Take Action, Please!

Please contact your elected representative. Here’s a handy link to identify your rep:

http://www.house.gov/representatives/find/

For further information, please see this petition at Change.org. This is an excellent petition, laying out the goals for resolving all sorts of aviation impacts across the nation. The petition proposes the following seven elements for the 2017 FAA Reauthorization, now being considered by Congress:

  1. Update noise metrics used to evaluate significant exposure.
  2. Require environmental impact reviews prior to flight path changes.
  3. Mandate a robust and transparent community engagement process, including pre-decisional public hearings, for any new or modified flight paths or “flight boxes.”
  4. Restore local control over airport operations.
  5. Remove the FAA from oversight of environmental quality and public health.
  6. Mandate robust data collection and analysis of aviation noise and other pollutants near airports.
  7. Ban flights over and within 2 miles of designated noise sensitive areas.

KSEA North Flow Arrivals: How Federal Way Residential Communities are Impacted

Here’s an example flight, showing how FAA/ATC chooses to accommodate airline profits ahead of citizen impacts. In this case, ATC controls a North Flow arrival from Alaska, to land on Runway 34L at SeaTac [KSEA]:

Assorted online images showing the arrival satview and data for Alaska Flight 914, Anchorage-Seattle, landing at 11:22AM on Friday, 7/14/2017. Notice how, as the arrival approached the south end of Vashon Island, ATC issued a left turn, which created low-altitude noise impacts on the north shore area of Federal Way / Dash Point. Notice also, the incredibly straight route for most of the flight; this shows, the ‘direct route’ efficiencies proclaimed as a key NextGen selling point in fact already exist! (source: FlightAware)

And, here’s a VFR sectional (aviation chart) that enables us to precisely identify distances ‘on final’, from the approach end of the runway at KSEA:

A screencap showing the ASA914 route superimposed on a VFR sectional. Note the gridlines on the VFR sectional; the tick-marks on the vertical gridlines are one statute mile apart. Red lines and tags have been added to this image, marking 5-mile, 10-mile, and 15-mile distances on a final to land Runway 34L. Contrary to Port of Seattle claims in the past, Runway 34L has become the primary landing runway at SeaTac, when in North Flow. (source: FlightAware)

The Problem:

Air traffic controllers (ATCs) generally do not factor environmental impacts into their control decisions. So, if an arrival lined up on the NextGen RNAV route over Vashon Island sees the airport on a clear day, if other traffic allows, ATC will be inclined to turn that arrival early, to line up onto a short final. In this example, that early turn happened because ATC saw enough space to safely issue the early turn, ahead of the next arrival. This arrival turned final near 279th. The consequences include an adverse impact upon thousands of homes, because early turns need to be much lower, to make the descent to the landing runway.

The Solution:

ATC needs to fully incorporate community concerns into their standard operating procedures.

For noise mitigation, and to protect residential communities, turns should be conducted no closer than to a 10-mile final. In this example, a turn to a 10-mile final (near Wild Waves) would occur over industrial/commercial properties at the Port of Tacoma, thus would potentially impact thousands fewer homes.

To the left, see an example of a later flight that was kept higher and, turned onto final at a distance of approximately 14-miles: Xiamen Air Flight #845, a Boeing 788, from Shenzhen, China (near Hong Kong).

A Gatwick Missed Approach Reveals Why the Proposed U.S. ATC Privatization is a Big Fail

Summer is upon us, and Yanks love to fly on distant vacations, oblivious to the enormous carbon cost associated with that privilege. Shall we take a quick trip to Europe? Maybe lunch in London and zip back to LA for dinner?

We could fly through Gatwick. Or, maybe, let’s not. A recent tweet, with a very telling graphic, suggests Gatwick is a bad idea:

EasyJet 8222, from Valencia to Gatwick on 6/9/2017. Weather was not the issue: it was near perfect that day. On the first pass, the flight went around after descending to approx. 900-ft. This missed approach appears to have been caused solely by NATS’ refusal to properly manage capacity; i.e., too many arrivals in too small a time window. (click on image to view source Tweet)

It turns out, if you study the arrivals to Gatwick, you learn an awful lot, including:

  1. that lots of privatization has happened in the UK, both to the ATC system, and to the airports … and it is broadly failing to deliver promised ‘benefits’ used to sell the privatization scheme;
  2. that the UK ATC system, NATS, is grossly inefficient on Gatwick arrivals, even 25-years after it was privatized in 1992;
  3. that FAA’s NextGen and Europe’s SESAR (the satellite-based ATC automation systems being oversold on both sides of the Atlantic) are both very similar, in how they intensify impacts while accommodating airline profits.

Here’s a PDF compilation of the ten arrivals to Gatwick, preceding the eventual landing of EasyJet 8222. The inefficiencies are astounding. Notice that for all flights, the bulk of the trip is very direct, but the compression for landing at Gatwick is being managed by holding stacks and other arrival delays, all controlled by ATC. This is precisely the same pattern we see in the U.S. At the key hub airports, where FAA refuses to manage capacity while accommodating airline desires to schedule far too many flights, FAA imposes both enroute delays and lots of delay turns to arrivals. This is the case at all the worst NextGen-impacted airports: Boston [KBOS], LaGuardia [KLGA], Kennedy [KJFK],  Baltimore-Washington [KBWI], Reagan-National [KDCA], Charlotte [KCLT], Chicago O’Hare [KORD], Phoenix [KPHX], Seattle [KSEA], and San Francisco [KSFO].

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

Why is Gatwick Such an Inefficient Mess?

Gatwick [EGKK] is the second-busiest commercial passenger airport in the UK, after London Heathrow [EGLL]. Both of these airports are infamous for the enormous noise and air pollutant impacts they place upon residential communities – not just near the runways, but far away as well. Just like with FAA’s NextGen, arrivals are dumped low, slow, and loud, and circuitous delay patterns (like the Arc of Doom) are flown, maximizing impacts.

A key feature of Gatwick is that, although it has two parallel runways, a local environmental agreement disallows use of both runways at the same time; i.e., the main runway (08R/26L) is to be used alone, and the backup runway (08L/26R) is only to be used when the main runway is out of service (for maintenance, etc.).

So, with Gatwick, we have a classic example of limited runway capacity but no thoughtful constraints to ensure profit-seeking airlines do not schedule too many flights. And, every one of these arrival delays stands a high probability of triggering delays on all subsequent flights using the delayed aircraft, for the remainder of the day. In other words, if NATS would address the Gatwick arrival compression issue, they would make huge progress in reducing flight delays across the UK.

What Causes Missed Approaches & Go-Arounds, and are They Problematic?

In a well-managed air traffic world, missed approaches and go-arounds are very rare. Flight crews and ATC both hate go-arounds, as they are a LOT more work. And, they can be dangerous; i.e., in a system built around repetitive and predictable processes, sudden changes inject a lot of risk.

These should not be happening as often as they do for Gatwick. They would not happen there, too, if NATS would impose restrictions against excessive flight scheduling.

Will the U.S. ATC Privatization Proposal Do Better?

Probably not. Given what we have seen so far, in FAA’s fraudulent sales pitches, the botched implementation, and the growing and unresolved impacts, etc., there is a near absolute certainty that privatization of U.S. ATC would be an unmitigated disaster. No efficiency improvements. No cost savings. Reduced transparency. No accountability. Just one more sell-out to industry money, to enable the few airlines and others to do whatever the hell they want.

Just say ‘NO!’ to ATC Privatization: this is Corporatocracy run amok.

A Closer Look at Massport’s Latest News Release

Here’s a good example of a typical news release by an airport authority: long on emphasizing ‘positives’, while totally ignoring impacts and other ‘negatives’.

Due to a runway closure for maintenance work, some residents in Randolph, Quincy, Milton, and Dorchester have seen a few weeks of temporary relief from the NextGen-related approaches to runways 4L and 4R. Their short reprieve will end soon. Of course, at any hub airport, where one or two airlines schedule lots of extra flights to sort out passengers who never even leave the terminal (as do JetBlue and American, the two main airlines hubbing at Logan), relief for one community becomes intensified hell for another community; the too-many-flights just get shifted elsewhere. See this local news article about Medford, Somerville, and Malden.

The airport authority for Boston Logan [KBOS] is Massport. They sent out an email, updating everyone (see archived PDF copy, below). Reading this as an impacted citizen, you may have these thoughts/questions:

  1. Tom Glynn declares, “Safety is Massport’s top priority,” but is this just a platitude/mantra? Would reducing the hourly operations level enhance safety, while also potentially eliminating all flight delays?
  2. Glynn also states, “We appreciate the patience of our neighboring communities and the travelling public as flight patterns have changed….” Would a reduced flight schedule not only improve safety and reduce delays, but also bring relief to the thousands impacted by repetitive flights that are low and slow and loud?
  3. The projects are called routine and essential for safety. Again, is safety enhanced by managing capacity, such as by imposing restrictions on hourly arrivals that ensure all arrivals are as direct as possible via routes critically designed to minimize community impacts?
  4. A portion of the project is to replace a wooden pier with a concrete pier that is designed to last 75 years. But, will the airport face closure even sooner, due to global sea-rise?

This last point deserves some elaboration. All KBOS runways are close to mean sea level (MSL), with lowest points ranging from 14-feet to 19-feet above MSL. Atmospheric CO2 is increasing at rates that are astonishing, when compared with billions of years of Earth geological history. Polar ice is disappearing (feeding more water into the oceans and atmosphere), oceans are warming (thus the water is expanding), and storms are getting stronger (accelerating erosion, especially at locations that are built on old landfills and estuaries, like Logan). All of this climate change is a result of excessive fossil fuel consumption (our insane carbon addiction, as a society, intensifying after WWII), and aviation remains the fastest way to consume fossil fuels … often for arbitrary purposes, such as air vacations and air freight. So, if FAA and airport authorities continue to refuse to manage airport capacity, their failure enhances the aviation impact on climate change.

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

MHFC: The 8PM Arrivals to Boston were ‘Quite an Airshow’ on May 24th

An incredible airshow: Michael Huerta’s Flying Circus.

20160408.. Michael Huerta's Flying CircusIn service to the airlines, FAA has carefully worked to bypass environmental review procedures while also embarking on a scheme to abandon wholesale decades worth of noise mitigation procedures. In their effort to increase ‘throughput’, turns are being made lower and closer to the airports, for both departures and arrivals. This would reduce fuel consumption by a small amount, but the savings are routinely more than lost when excessive airline scheduling necessitates that ATC must issue delay turns (even entire delay loops) during the enroute/cruise portion of the flight.

It is really a circus. Controllers work harder, and pilots also work harder. Airline profits tweak slightly higher while many airports downsize and more flights become concentrated into a handful of superHubs. More delays are incurred, and repetitive-noise-pattern impacts increasingly damage neighborhoods that previously had no aviation noise issues. And what do FAA regulators do about it? Nothing. They just retire, take their pension, and sign up to work for the industry and as lobbyists.

A FlightAware screencap, showing a gaggle of arrivals to KBOS; flight tags added by aiREFORM (click on image to view original Facebook post)

This Analysis looks at a series of arrivals to Logan [KBOS], the commercial hub airport in Boston. A Milton resident had posted the above image at Save Milton Skies on Facebook, so aiREFORM went to FlightAware and compiled a collection of screen captures for this unusually messed up arrival flow. The images are presented in a scrollable PDF.

There are 16 arrivals in 27 minutes; that equates to 9 arrivals per 15-minutes, or an average spacing of 1.7-minutes between flights. This is a rate that should be easily achieved, even if all flights were being routed to a single runway. All arrivals (except one) landed on Runway 4L; the one exception was a Boeing 787-900 arriving from London, that apparently needed a longer runway. Runway 4R was unavailable – NOTAM’d closed for a month of maintenance work.

Between this and other MHFC examples, and the many lawsuits against FAA precipitated by NextGen implementation, sometimes it feels as though FAA is intentionally doing a poor job. If FAA fails enough, do they increase the likelihood of Shuster pushing through legislation that takes ATC out of FAA and makes it a private corporate entity? Would ATC privatization actually reward FAA personnel, who would still collect the federal pensions they earned, but would also be able to operate with even more opacity and without Congressional oversight?

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

How can FAA prevent such inefficiencies?

  1. Spend more effort managing arrival flows, and implement lower arrival rates.
  2. Encourage airport authorities to impose airport fees that disincentivize hubbing.
  3. Pressure the airlines to schedule fewer flights and user larger seat capacities; the nostalgia value of 10-seaters to/from Nantucket, Martha’s Vineyard and Hagerstown are not worth the environmental costs they help create.

Each of these proposals would improve both safety and efficiency.

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)