URGENT – The SeaTac Hardstand Needs to Be Appealed by July 28th

If there is one matter that people around SeaTac Airport [KSEA] need to focus on right now, it is the urgent deadline, just over a week away, for filing an appeal at King County Superior Court. That appeal, if granted, would force review of POS’s recent SEPA ‘Determination of Non-Significance’, or ‘DNS’, for the so-called ‘Hardstand’ expansion project. What exactly is a DNS? In this case, the DNS is POS’s way of administratively declaring, “oh, we want to enable the airlines to park 6 more airplanes for handling their through-passengers, but this will not increase flights and will have no significant impacts.” Really!?! Hmmm … this determination seems to lack plausibility.

A Closer Look at the Environmental Review Process

The Port of Seattle (POS) has an environmental staff, and one of their duties is to maintain a webpage listing various projects for both NEPA (federal) and SEPA (state) environmental review. People need to understand how these processes flow, and how they are so strongly biased to enable airport over-expansion while creating an illusion that the general public was involved in the process. This Post takes a closer look at the state portion, SEPA.

So, how does the SEPA work in the State of Washington? Probably very much like what has evolved (or devolved??) for environmental review in most states. As has become a common strategy at major airports across the nation, a bunch of paperwork is created, and procedures are ‘checked off’. At the right point in time (usually, immediately after seeing that it looks like all boxes were checked), the airport authority can then simply do what they intended from the start: declare their ‘Determination of Non-Significance’, or ‘DNS’. So long as nobody finds time or money to file an appeal at the courts, it is ‘Game Over’. The airlines (served by the airport authorities) get more expansion, and more profit potential; the airport authority gets a fatter budget and more passenger fee revenues; the controllers see an increase in traffic and may finally nudge past a threshold to get a nice pay raise.

And what about the thousands more residents now awoken by night flights? Not a problem; they were determined by POS to be ‘Not Significant’. And if that seems inaccurate, well, just try to fix it!

In short, it’s a rigged system. No surprises there. So, what do we do about it? Demand the system be improved, and take action to fix what has been done wrong. We all need to get our community leaders to file appeals, before that looming deadline (July 28th).

Here’s a plausible sample letter or email, that defines the concerns we need to communicate to the City Manager and Council Members at Des Moines:

Example of letter for individual use: Request for appeal of POS’s ‘SeaTac Hardstand DNS’
The new ‘Hardstand’ capacity expansion proposal at SeaTac Airport, with all of its implications for increased aircraft support activity and toxic emissions, should be given the consideration of a full Environmental Impact Study (EIS). With all due respect, a determination of non-significance issued by the Port of Seattle does not inspire one with confidence, nor does it guarantee that this project will not further negatively impact the citizens living under and around the concentrated NextGen flight corridors.
Up to this point in time, the Port of Seattle and the FAA have been woefully lacking in following adequate procedures for public notification and transparency regarding airport expansion plans. Their preferred method of operation seems to be fast-tracking, in order to quickly implement changes while minimizing citizen opportunities for comment or input.  A full EIS performed by an impartial entity should be mandated before the Port of Seattle is allowed to proceed with any further expansion.
This airport is already overcrowded, and the schedule has been expanded too far. Please file the necessary appeal.

For reference, the table below lists archived copies of the key documents POS created; they hope to begin construction of the hardstand capacity expansion, later this year.

6/6/2017 SEPA DNS (3pg) [link] .. one odd puzzle about this DNS: it appears to cover only the so-called ‘hardstand holdroom’ building, but not the actual hardstand
6/6/2017 Checklist for SEPA DNS (22pg) [link]
6/21/2017 Comment Period Extension (1pg) [link]
7/7/2017 Final SEPA DNS (6pg) [link] .. declares 7/28 deadline to appeal for review, at King County Superior Court
7/18/2017 ADDENDUM to Final SEPA DNS (2pg) [link]

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.

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.

Those Foxes Guarding the Aviation Henhouse: One Way to Hold them Accountable

Here is an excellent example of how to nudge accountability from those who work to implement programs like NextGen (or its European twin, SESAR).

Below is a scrollable PDF with a series of tweets. The author has taken screencaps of portions of the bio for an important UK aviation official, Andy Sinclair. Mr. Sinclair is Head of Airspace Strategy and Engagement at Gatwick Airport. The screencaps appear to be from Mr. Sinclair’s online bio. Each screencap is presented along with a comment or question that encourages critical thinking about Mr. Sinclair’s background and duties, as well as how both industry and regulator appear to be so tone-deaf to the terrible impacts they are imposing.

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

We should use this strategy more in the U.S. We can hold FAA officials and airport officials accountable, if we shine a bright light on who they are, what they say, and what they’ve done. Screencaps and comments are a very efficient way to do this. We need to clearly nudge these officials toward more transparency, more accountability, and actual MEANINGFUL ENGAGEMENT of community members who are being increasingly impacted.

Now, just to be fair, the above is only an example. In truth, Mr. Sinclair, a former UK ATC, may be a great guy, and I hope he is. He may be doing a bang up job in his post-ATC career, which has focused on airspace design and community relations, including the engagement of residents who are concerned about Gatwick [EGKK] aviation impacts. On the other hand, he may be a jerk, cashing in on his background, with a willingness to play a role in ‘pretending’ to engage people in problem-solving; I hope he is not, and assume for now that I will find no evidence online that he is this jerk.

Bottom Line: there is a culture of corruption, common in aviation. It is reasonable for impacted people to question not only new airspace procedures, but also to question the motives behind the officials who are paid well to serve. Whether they are serving the public, or serving only the industry, is increasingly unclear. So, let’s do our best to ensure they know: they serve ‘We, The People’ (not the airlines!).

City of Santa Monica is Failing to Live Up to Consent Decree Claims and Promises

Alan Levenson has created an analysis, showing how the City of Santa Monica is failing what they promised, nearly 5-months ago. Here is a copy:

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

The largest failure identified by Alan is that nothing substantial has happened, despite the fact that ‘immediate’ action was repeatedly promised. But, there is another large failure, and even more at the heart of safety and health impacts: the Consent Decree package reveals City is not only aware that the runway violates FAA safety design standards, but the City and FAA are both perpetuating these violations until at least 2029!

To illustrate the first failure, see this copy of the City’s glowing press release, when they announced the Consent Decree on January 28th (note, too, no citizens had yet been shown any of the Consent Decree documents … that was days later). Immediate? Hardly. Trust is not earned by spending five months and getting nothing done.

On the second point, City officials want everyone to believe that this Consent Decree assures FAA runway safety standards will now be met, but this assertion appears to be a bald-faced lie. For example, see the graphic at page 20 of the 63-page Consent Decree package. This was an Airport Layout Plan (ALP), created in 1991. At the time, it was believed that more jets would use KSMO, so the ALP depicted two Runway Protection Zones (RPZs): the existing RPZ, and an expanded future RPZ. The dimensions of the RPZ trapezoid are based on aircraft performance, specifically speed and wingspan. The higher performing jets would require a longer and wider trapezoid. Unfortunately, City submitted a fuzzy and mostly illegible ALP to the Consent Decree package (so, only people with experience studying ALPs can recognize what is depicted).

To correct for City’s fuzzy ALP, here’s a sample RPZ from another airport, with a lot less jet traffic:

kuao-201205-rpz-rwy-17-on-satview-w-dimensions-showing-trees-later-removed

The green trapezoid delineates an RPZ at the north end of the Aurora Airport, near Portland, OR. This is a minimally-sized RPZ for an airport with just a few jets; the ends measure 500ft and 1010ft, and the trapezoid is 1700ft long. Note that there are no obstructions in the trapezoid, to comply with an FAA safety standard.

One of the key facts that emerged with the Consent Decree was this: both FAA and City of Santa Monica have knowingly allowed not just ‘a few’ houses and yards inside the RPZ, they have allowed fully developed residential neighborhoods! And it appears that this is not happening ANYWHERE ELSE in the United States! Furthermore, both FAA and City of Santa Monica are OK with perpetuating this safety risk (and the substantial health impacts) for 12 more years. Nothing has been done to mitigate risks and impacts upon residents actually living (and breathing, and sleeping) within either the smaller RPZ or the expanded RPZ. And, in the meantime, not only are jets increasing at KSMO, but FAA has even pretended to not notice, while scheduled commercial operations were being marketed online.

So, City of Santa Monica finally came up with a plan to shorten the runway. Are the RPZs now clear of homes, yards and other obstructions? No, there are still numerous homes in the shortened runway RPZ, too. Here is a current satellite image showing the problem on the northeast end of the airport:

A 1,700ft circle (the RPZ length used for lesser airports) has been added. The image indicates that dozens of homes (west of Westgate Ave and north of National Boulevard) remain within the new proposed RPZ.

And this does not even reflect the pollution impacts and safety risks that remain to the east of Westgate Ave, especially for the higher performance air charter flights laden with more fuel.

Clearly, Rick Cole and Ted Winterer at the City of Santa Monica need to show us graphically, and in the clearest terms:

  • precisely where are the RPZ boundaries?
  • are the dimensions appropriate to the size and scale of commercially operating aircraft at KSMO?
  • and, can you confirm that no houses are within the KSMO RPZs?

See also:

“NextGen is a Catch-Phrase, Nothing More”

Social media can be a very powerful way to start to hold aviation officials accountable. For example, aviation noise activists are using Twitter and Facebook to discuss the impacts (and how to solve them), post images and data about flights, and report what they hear back from FAA, airport authorities, or elected officials.

One recent example is a very thorough report by Liz Burn. She called in a concern and eventually got a call back from Michael Carroll, at the Port of Seattle (POS). Here is an excerpt from her post:

(click on image to view source Facebook post)

As one who has been intensively studying NextGen for a few years now, I was very impressed that, at least for one brief moment, Mr. Carroll let down his guard and told the truth: NextGen is really just a catch-phrase, a brand-name, a label. It is also, frankly, a diversion.

The collaborating partners (FAA, A4A, airport authorities, airlines, and a few in Congress like Bill Shuster) are grossly over-selling NextGen, pitching the idea that it is loaded with new, whiz-bang features (though the bulk of the features are not new and actually existed before the 2003 start of the NextGen program!). These salespersons make lots of positive noise, all the while ignoring the many negatives and also taking our eyes away from what is really happening:

  1. NextGen is the abandonment of decades-old noise abatement agreements/procedures;
  2. NextGen is the enabling of airlines to further expand hub schedules at a handful of key cities … boosting airline profits, but at great cost to people below (and, by the way, the vast majority of routes in the U.S. offer little or no competition; i.e., a study of airline service for city-pairs shows most routes are monopoly or duopoly served);
  3. NextGen is the highly impactful concentration of routes into razor-thin lines, flown more precisely by using aircraft automation, to the point that those of us living under these new routes, lose sleep and even go crazy with the repetitive noise … one flight, then another, then another, on and on …; and,
  4. NextGen is the transition from manual to automation, for both air navigation and air traffic control: i.e., NextGen is REALLY all about doing away with human control, replacing it with computer control – both on the flight deck and in the control facilities. Both FAA and airlines hope that, with further NextGen implementation, the number of ‘monitoring’ controllers can be substantially reduced, and flight decks can seat just one ‘monitoring’ pilot (instead of two pilots).

Anyway, THANK YOU Michael Carroll for letting go of the ‘collaboration script’ for that one moment and confirming: NextGen is just an oversold brand-name.


See also:

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.

Queens Quiet Skies: Latest Newsletter Offers Great Insight into FAA’s NextGen Failures

Janet McEneaney is President of Queens Quiet Skies, a group advocating for relief from aviation noise impacts related to both the LaGuardia [KLGA] and Kennedy [KJFK] airports. These are two of the three major airports that serve the NYC area. FAA’s full capitulation to the airlines, to expand flight schedules beyond what these airports can accommodate, has not only created terrible impacts that are destroying communities, but is also the root cause of nearly all delays in the U.S. ATC system. In other words, if FAA simply chose to apply rational capacity discipline on the NYC airports, system delays would be massively reduced.

Janet makes some excellent points in her latest update email to QQS members. A PDF copy has been created, with active links to the referenced materials. Hopefully this will help other aviation impact activists to learn about what FAA/industry are doing, why NextGen is failing, how workgroups tend to become coopted/steered by FAA/industry, and more.

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

BTW, Janet has been a great activist on this issue, for years. Read more here.

Also, archived copies of the documents linked within the QQS update may be accessed via these links:

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)

Live Today: Yet Another Dog-and-Pony Show

Bill Shuster is at it again: trying to ramrod the massive giveaway of the U.S. ATC system to private interests, dominated by the four remaining major airlines (American, Delta, Southwest, and United). Today’s dog-and pony show includes Paul Rinaldi, president of the controllers’ union NATCA. Why would NATCA want privatization? Primarily for selfish money reasons. ATC has a mandatory retirement age of 56, and the lifting of this age-limit will greatly enhance the already quite substantial retirement pensions for those like Rinaldi who are imminently eligible to retire. The new ‘ATC Inc.’ would also have plenty of freedom to payback Rinaldi and other retiring controllers, who will be able to supplement fat federal pensions (those will be sustained, after all) with very rich consulting work. And where will all the money come from to do this? You, and me. Air travelers will still pay large fees and taxes, which will be collected as if they are a federal tax, but will be spent by a private entity, controlled by the airlines.

FAA and their Av-Gov Complex partners will call this ‘collaboration’; rational people will shake their heads and say, No, this is crony capitalism. On steroids.”

Here is a link to the livestream, which supposedly can also be used to watch the video later, starting at 10AM EDT: https://youtu.be/h6XTbApeO-M

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