[ai-RCHIVE] 2017-11-02: Vashon Noise Meeting Presentation (15p)

The NextGen impacts at Vashon Island, under the HAWKZ RNAV arrival route, are terrible. This early-November presentation shows much has been learned by pushing past the roadblocks, getting the data, and framing the problems. Just 15 slides, and far more informative than the dog-and-pony shows FAA, POS and other ‘aviation stakeholders’ produce. Excellent work by David!

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

Especially, look at the slide on page 10. Flights are now substantially lower over Puget Sound than they were, prior to the start of HAWKZ. The plan was to turn them down the center of Elliott Bay (the core idea in the Greener Skies program), thus there was a need to jam them lower and sooner. But, Elliott Bay is almost never used, because congestion at SeaTac is simply too high; instead, the lower and slower (and thus louder!) flights just cruise on north, burying Queen Anne, Ballard, Shoreline, Edmonds, and sometimes even Everett with more repetitive noise.

Ponder this, too: why are FAA and POS failing to locate HAWKZ arrivals mid-channel, between Three Tree Point and Vashon Island? Might it have something to do with the number of FAA/POS families living along the shorelines west and north of Burien? This could easily be done, using GPS waypoints that can minimize impacts on neighborhoods. NextGen technologies can be used to improve the environment, not just destroy communities in the name of air commerce.

New Brochure Debunks Greenwashing

A new brochure has been published by Finance & Trade Watch, an NGO based in Vienna, Austria. Authored by Magdalena Heuwieser, the 24-pages debunk many of the most common forms of aviation greenwashing. The brochure includes lots of interesting insight that will further inform about the state of regulatory capture that applies not just to FAA but also to the international body, ICAO.

Here is a short index:

  • Pg.4: Headlong growth in a green guise
  • Pg.7: Fantasy technologies and green kerosene
  • Pg.9: Offsetting emissions: a licence to pollute
  • Pg.11: International aviation’s climate plan: CORSIA
  • Pg.14: Green airports? Offsetting emissions and biodiversity
  • Pg.17: Flying with a clear conscience? Individual offsetting of air travel
  • Pg.19: What now? Summing up and looking ahead
  • Pg.21: On the move: resistance highlights

Click here to view an archived copy of the 2-page Executive Summary; click on the image below to view/download the full brochure.

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


UPDATE, 11/30/2017: — Excellent overview posted at GAAM (the Global Anti-Aerotropolis Movement); more great work by Rose Bridger.

NAS Annual Ops Have Declined for Decades Now, And NextGen Is Just Hype

One of the most frustrating and damnable aspects of today’s FAA is their manipulation of data, to steer public opinion toward more aviation expansion. This propagandistic phenomenon has worsened in the last decade. Sometimes, to get to the facts, you have to dive deep and find what FAA wrote long ago. Here is an example…Let’s go back to early 2001.

(click on image to view archived copy of entire FAA report, from April 2001)

Here’s a screencap from April of that year, FAA’s 125-page NAS Capital Investment Plan 2002-2006. This one small screencap offers some unvarnished statements about capacity and delays (and the whole document contains many, MANY more!):

  • “Currently, traffic at the 25 busiest airports exceeds their practical capacity by about 1 million operations a year.”
  • “Either demand is reduced, or capacity expanded to bring the NAS into balance. It is normal to experience some delay in the NAS, the challenge is to manage excessive delay.”
  • RE: 15 new runways scheduled to open in the next five years: “If all of these runways are built as scheduled, they will add about 1.4 million operations a year in capacity.”

OK, so let’s take a closer look. First, let’s look at FAA’s ATADS data, the most precise database available for studying operations at all FAA and contract control towers in the U.S. Here’s a table created for the ‘top 25’ airports; in this case, the 25 busiest OEP-35 airports in calendar year 2000:What does this show? It shows a critical reality: this aviation system is NOT expanding, is NOT becoming increasingly complex, and in fact has been down-sizing for nearly two decades. In other words, the expensive changes that industry and FAA are pitching so aggressively are NOT needed, and serve only to further line the pockets of the cronies they advocate for. (…which, of course, is why they are advocating!)

Now, let’s take another look at those quotes above, and let’s do the math. Those 25 busiest airports were allegedly exceeding practical capacity by ‘about 1 million operations’ annually. The totals in the table above (use the ‘TOTALS’ column, not the ‘Commercial’ column, because that is the number that matters to define ATC workload) show 13.4 Million operations in 2000. Thus, this FAA document suggests the ‘practical capacity’ of the top 25 airports in 2000 was 12.4 Million annual operations. By 2016, three key forces (airline consolidation, hub realignment, and economic normalization) had reduced total ops to 11.1 Million annual ops, well below the alleged ‘practical capacity’. While total annual operations at the top 25 airports are down 17% (from 2000 to 2016), the only airports bucking this trend are the ones where airlines insist on over-scheduling. In other words, their pursuit of profits is the root cause of daily system delays, it also is the primary source for massive impacts upon neighboring residential communities, such as near KJFK, KCLT, and KSFO.

Note, too, that actual capacity has increased substantially (which, of course, reduces ATC complexity), with the construction not only of the ‘15 new runways’ by 2006, but the many other new runways between 2006 and 2017.

As a side note, ponder this: notice the green background stats in the table above. These are the very few airports where operations have actually increased from 2000 to 2016. Most people would assume automatically, Charlotte was tops, because of American’s massive expansion there to create a super-Hub. They would be wrong. In fact, Kennedy airport in NYC beat out Charlotte. FAA and PANYNJ accommodations to JetBlue, Delta and American are the reason that the western half of Long Island is constantly inundated with long and low arrival conga lines into JFK. The 28% increase is quite impactful.

CONCLUSION: when Bill Shuster et al stand before press cameras or preside at hearings where they pitch NextGen and ATC privatization, they are out of touch and, frankly, pitching a fraud. They should instead be focusing on managing hub capacity, imposing limits at the most congested hub airports, so that the entire system can achieve higher efficiencies and lower impacts.

Brendon Sewill’s Brilliant Work: Unspinning Aviation Spin in the UK

As has been seen so many times in the past, there is great value in studying aviation impacts on both sides of the Atlantic Ocean. In this Post, three analyses created by Brendon Sewill are offered. All were produced for the Aviation Environment Federation (AEF).

Mr. Sewill has an extensive background. After earning his economics degree from Cambridge, he served as an adviser in the Treasury as well as to the British Bankers Association, a member of the Council of the National Trust, a member of the CPRE national executive, and a vice president of the British Trust for Conservation Volunteers.

The first of Mr. Sewill’s three analyses was done in 2003, when he produced the 28-page ‘The Hidden Cost of Flying’. He had persuaded the UK government to rerun aviation computer forecasts, “…on the assumption that by 2030 air travel would be paying the same rate of tax as car travel….” What he found was shocking: the computer model rerun showed that the economic benefits of the UK aviation industry are grossly exaggerated, yet, in the meantime, elected officials are granting tax concessions worth £9 billion per year.

In 2005, his economic analysis was ‘Fly now, grieve later: How to reduce the impact of air travel on climate change’. In this 47-page report, he “…summarises the concerns about the impact of air travel on climate change, and explores the political and practical problems in making airlines pay sensible rates of tax….” Within this analysis, he also makes a compelling case for how large subsidies granted to aviation by nations across the planet are in fact generating the excessive aviation growth (and resultant increases in aviation impacts).

“At present the average American flies twice as far each year as the average European, and the average European flies ten times as far as the average inhabitant of Asia (even including Japan). If people in the rest of the world were to fly as much as those in the United States, the number of planes in the sky would rise nearly twenty-fold. Climate change disaster would be upon us.”                 – excerpt from pg.21

Finally, in 2009, Mr. Sewill wrote ‘Airport jobs – false hopes, cruel hoax’, a 23-page analysis in which he makes many brilliant points, debunking the alleged economic gains associated with massive airport development. For example, he notes how UK airports send more people AWAY from the UK to spend vacation dollars, which has the effect of displacing jobs (since that money is no longer spent at or near home). Simply, “…if the jobs created by aviation are to be counted, then the jobs lost by aviation must also be included….”

All three of these documents are well worth reading. Each is extremely relevant to the aviation impact issues found in the United States, too. They reveal greenwashing tactics by industry and the UK regulator (which, just like FAA, is arguably a ‘faux-regulator’ that serves industry, not the general population); the same greenwashing tactics are used at Sea-Tac, Boston-Logan, LaGuardia, and essentially all U.S. airports. Likewise, in the U.S., federal and local officials everywhere are found to be granting the same excessive subsidies, while also imposing uncompensated environmental costs upon thousands of residents under the concentrated flight paths.

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.

President Trump: You Need to Fire Michael Huerta

Whatever happened to draining the swamp? Is there any agency more dysfunctional, more corrupt and more locked into serving industry cronies than the FAA, the faux-regulator headed by Administrator Huerta?

Here’s the latest example of how out of control this agency has become, and how badly Mr. Huerta fails at leading long overdue change. Back in early May, the Governor of Maryland wrote an excellent letter (view a copy here), pressing FAA to bring relief to thousands losing sleep and health under NextGen routes. It took nearly three months for Mr. Huerta to finally send a response letter. The long delay was not necessary to do any difficult analysis or produce any changes. No, nothing was analyzed, and nothing was changed; the long delay was just to waste time. In fact, Huerta’s letter was chock full of platitudes and unsupported sales pitches. Here’s a PDF copy of the entire letter, showing portions with footnoted analysis added by aiREFORM:

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

Enough is enough. Huerta’s belated reply letter is garbage: a classic example of what we would expect from an agency head who views the airlines as his ‘customers’, not the regulatory subject for the rigorous regulations FAA fails to write and fails to apply. Through the botched NextGen implementation, Mr. Huerta’s agency has also become a case study in ‘runaway captured regulators’. FAA is a perfect target for sweeping reforms. If President Trump wants to do good while throwing fire and fury, he should direct his energies domestically. Cleaning up FAA can set the example for how all federal agencies need to be trimmed back to a focused mission and restrained from federal over-reach, while becoming massively transparent and accountable.

It’s an easy call: fire Michael Huerta, and make FAA serve the people, first.

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!).