[KSMO]: No Runway Protection Zones, in Stark Contrast with Other Airports

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The green trapezoid delineates an RPZ at the north end of the Aurora Airport, near Portland, OR. This RPZ, similar in size to what is needed to accommodate charter jets at Santa Monica, measures 500ft by 1010ft by 1700ft long. As is the case nearly everywhere, all obstructions were removed from this RPZ: there are no structures within the trapezoid, and the lines of trees have all since been removed (not even stumps are allowed… they are considered too dangerous).

A Runway Protection Zone (RPZ) is a trapezoidal space, positioned at the ends of all runways, designed to create a safety buffer for when aircraft fail to stay on the runway. Santa Monica has no meaningful RPZs. In fact, despite lots of searching, I have not been able to find any other U.S. airport with hundreds of homes standing inside the RPZ. The vast majority of U.S. airports have ZERO homes standing inside the RPZs.

This graphic illustrates where the Santa Monica RPZs would be, if FAA applied its safety standards there:

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In contrast with the RPZ at KUAO, these safety areas at Santa Monica have hundreds of houses. (click on image for larger view)

Nationally, FAA has generally done a good job on RPZs; they have defined the dimensions, and they have firmly and consistently guided airport authorities to comply with these design standards that are needed to protect pilots, paying passengers and airport neighbors. FAA has thus secured safety control at essentially all airports, but NOT at Santa Monica. There, a close inspection of the RPZs shows approximately 270 homes exist in the Santa Monica RPZs that are frankly nonexistent. Here are larger images:ksmo-20161223-500x1000x1700l-rpz-sw-of-rwys-3-21 ksmo-20161223-500x1000x1700l-rpz-ne-of-rwys-3-21Nice homes, in a beautiful area with the finest weather, yet these people endure air pollution, noise pollution, and the constant fear of an off-airport crash. This makes no sense, and it does not have to be this way.

How Does Santa Monica Compare With Other Airports?

The PDF below presents a compilation of satellite views, comparing airport RPZs for Santa Monica with thirteen other airports in five western states (California, Oregon, Washington, Idaho and Nevada). Each of the airports selected for comparison is noted for heavy use by air charters and private bizjets. Two especially notable conclusions from this analysis are:

  1. homes are virtually never allowed to stand within RPZs, as it is just too dangerous. So, why hasn’t FAA either bought out the homes in the Santa Monica RPZs or, far more pragmatically, simply shut down jet operations there?
  2. if FAA shut down jets at Santa Monica, the capacity to absorb them at larger and safer airports in nearby Van Nuys [KVNY] and Burbank [KBUR] is enormous. As is typical throughout the U.S., both of these airports were built to accommodate traffic levels that have since declined by half.
Click on the image below for a scrollable view; the PDF file may be downloaded.

[KSEA]: One Way FAA can Use NextGen to Optimize Noise Mitigation

Here’s a tip for how to very effectively expose FAA’s NextGen failure: study how ATC handles arriving flights during low-traffic time periods. For example, at the SeaTac Airport [KSEA], where Delta’s decision to start up a new hub in 2012 is causing substantial growth in annual airport operations, the arrivals stay busy through most of the day, but there are a few hours each night when you can find only one arrival being worked. So, the question is, what is the shortest arrival routing ATC will issue when working a single, all-alone arrival, and how does that arrival route change with the addition of more arrivals?

When you study the empirical flight data, you quickly find the answers, and they consistently show: FAA’s largest impediment to system efficiency is simply TOO MANY FLIGHTS. In other words, if FAA really cared to optimize safety and efficiency, they would focus on managing capacity, keeping operations per hour below thresholds that precipitate delays and congestion.

Consider a Recent Arrival: United 505 from Denver

One example of this was United 505, which arrived after 2AM on Tuesday, December 20th. First, notice the overall flight on the satellite view below: as has been the case for many decades, they flew a straight line from Denver, with no zig-zags. Notice, too, that the only significant distances were added at Denver and at Seattle, as needed to accomplish transition to and from the enroute portion of the flight.
ksea-20161220at0229scp-ual505-arr-f-kden-crossover-s-of-ksea-for-elliott-bay-to-s-flow

How Can FAA Better Use the NextGen Technologies?

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(VFR sectional with a red curve added, depicting an optimized noise mitigation approach over Puget Sound and Elliott Bay. Crossing altitudes at 8000ft and 3000ft are added, red text on green background.)

The residents of Seattle are lucky to have a large water body that aligns well with their main commercial airport. But, the basic design elements needed to optimize noise mitigation were not fully considered when FAA was selling NextGen. Key design elements should have included:

  1. keep the arrivals high as long as possible. (way back in the 1970s, FAA actually had a noise mitigation program called ‘Keep em High’!)
  2. for the final ten miles, set up each arrival for a continuous rate of descent, optimally at around 300-ft per mile flown. (thus, arrivals should be designed to cross a fix at roughly ten-miles from the runway end, and 3,000ft above airport elevation)
  3. for the distance from 20-miles to 10-miles from the runway end, design a higher rate of descent, perhaps 500-ft per mile flown. (thus, arrivals would descend from 8,000ft above airport elevation to 3,000ft above airport elevation, during this 10-mile portion of the arrival; with this design, commonly used flight automation systems would enable pilots to easily comply with the designed optimized descent profile and route)
  4. plan to have ATC accomplish sequencing, spacing and speed management to the point where the final 20-miles of the approach begins. (in this case, roughly mid-channel over the Vashon ferry route, at an altitude nominally 8,000 feet MSL)

Interestingly, this proposal is quite similar to one of the approaches that FAA designed and implemented, the RNAV (RNP) Z Runway 16R Approach:ksea-20161204cpy-rnav-rnp-z-rwy16r-ifr-plate
For years, in an extended and heavily-coordinated pitch to sell the NextGen program in Seattle, FAA and others pushed the idea that all arrivals from the west side (from California, Oregon, Hawaii, coastal BC & Alaska) would be routed inbound over Elliott Bay during the predominant south flow landings at SeaTac. This was a good idea, but FAA did not go far enough. I.e., when FAA designed this approach procedure, they focused solely on the portion from the middle of Elliott Bay to the runway; they should have also focused on how each flight would get to that point in Elliott Bay (look for ‘SEGAW’ in the plate above). A truly optimized approach would define fixes and precise altitudes, starting between the fix VASHN (on the approach plate above) and the Fauntleroy ferry dock; such an optimized approach would route each arrival over-water and eventually over the vicinity of the stadiums, and would include speed and altitude profiles easily achieved by today’s air carrier fleet. Note that the profile view for the current deficient approach procedure (above) starts at fix WOTIK, which is at a 6-mile final and well south of Spokane Street.

Exposing a NextGen Fraud: the so-called ‘Conventional’ ZigZag Routes

It is quite clear that, with the election results and the imminent White House occupancy change, coordinated efforts are ramping up to try and push through the latest pet projects: ATC privatization, and accelerated NextGen funding. These efforts are sourced in some backroom ‘collaboration’ between top-level FAA officials, key aviation leaders in Congress, and the industry (the airlines, the manufacturers, and the lobbyists).

As has always been the pattern, the Av-Gov Complex will knowingly lie to sell their schemes. One of the most graphic lies of the present cycle is variations of this graphic:

201106scp-conventional-vs-rnav-vs-rnp-faa-zigzag-graphic-at-pg7-of-satnavnews_summer_2011

This misleading graphic is liberally posted in news articles, FAA reports, etc. It implies that today’s air navigation systems are primitive, needing to upgrade via a progression from zigzag routes (left image) through RNAV routes and eventually RNP routes. An important fact being hidden, though, is that RNAV and RNP routes already exist, as they have for years. (SOURCE: pg.7 of FAA’s SatNav News, Summer 2011 edition)

Time and again, this image is pushed to help brainwash the Public (and especially Congress) to believe the current ATC system is incredibly archaic and shockingly inefficient, with flights zigging and zagging all across the continent. They pitch NextGen as ‘transformative’, while ignoring and concealing the facts that:

  1. commercial passenger flights have been flying mostly direct flights for decades, and thus these graphically presented zigzags are a complete lie;
  2. RNP & RNAV procedures have been available and usable by these flights for roughly two decades, and thus the whiz-bang NextGen changes are not really changes (we can accomplish the expensive NextGen goals by smartly using what we already have); and,
  3. an entirely new class of delays has been recently invented – enroute delays, at altitude; typically 100-200-miles from the destination airport, these are used to smooth out arrival surges because FAA refuses to restrict appropriate arrival rates to accommodate known airport capacity limits.

FAA et al need to be called out on this misinformation. It turns out, you will find two versions of this deceptive diagram in Chapter One of nearly every recently completed ‘Environmental Assessment’ for various airspace changes around the nation. Here are some examples, from recent OAPMs (Optimization of Airspace and Procedures in the Metroplex); look at the identical content in any of these cookie-cutter documents, at these pages:

  1. June 2013: Draft EA for DC OAPM (216p; see pages 6 and 14 in chapter one, marked pages ‘1-6’ and ‘1-14’)
  2. March 2014: EA for Atlanta OAPM (122p; see pages 1-6 and 1-14)
  3. July 2014: Final EA for NorCal OAPM (134p; see pages 1-5 and 1-11)
  4. December 2014: Draft EA for Charlotte OAPM (118p; see pages 1-5 and 1-11)
  5. August 2016: Final EA for SoCal OAPM (144p; see pages 1-6 and 1-12)

FAA Continues their NextGen Disinformation

At FAA’s ‘Optimization of Airspace & Procedures in the Metroplex (OAPM)‘ webpage, which is marked as last modified on 6/27/2016, there is a link to a video uploaded to FAA’s YouTube page. As has been the practice for FAA and others trying to dupe the Public into buying NextGen, the video is filled with disinformation.

Here’s an example. The two images below are screencaps, showing consecutive slides in FAA’s video, at times 1:07 and 1:13. The first is a satellite view of a hilly, minimally developed and predominantly forested land area; the second is a blue graphic with FAA’s splashy declarations alleging ‘transformative’ benefits of NextGen.

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(a fraudulent and intentionally deceptive image provided by FAA, at time 1:07 in the video)

20160627scp-rnav-vs-conventional-zigzag-navigation-faa-lying-to-sell-nextgen-blueframe-at-time-1m13s-of-4m45s-video

No explanation is necessary, but what the hell. Lies annoy me, so I love to skewer them with facts. Here goes… the satellite view presents the direct green line and a zigzag red line route. The clear intent of this green vs red graphic is to impress upon us that our commercial airliner will become amazingly more efficient if, via NextGen, we let them fly those direct ‘greenlines’.

The problem is, it is utter bullshit. Our commercial passenger planes have been flying direct routes (the equivalent of these greenlines) for more than four decades. Thus, this graphic implies a change that will not happen, an alleged benefit never to be gained.

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June 2014: Huerta hawking NextGen in Houston)

And, furthermore, study that satellite view. It’s fuzzy, but it offers enough detail, including roads and granularity related to both vegetation and topography, that anyone who studies aerial imagery can see: this land area is no more than 10- or 20-miles across. A commercial jetliner would NEVER be able to fly the red zigzag route as the turns are far too tight. But, of course, that does not stop FAA from pushing this kind of NextGen disinformation. All for the money.

And think this one step further: as stated by FAA,  those red lines represent a ground-based route; thus, there have to be navigational stations at the locations where the red lines bend. Out in the middle of this area of hills and hollers. Yeah, right. I wish FAA would show more respect for our intelligence, and for our money.

Michael Huerta: you’ve been FAA Administrator through all of this. Are you going to tell your FAA employees to clean this up, or are you just going to leave the NextGen mess for the next Administrator?

With FAA, ‘Collaboration’ is Just a Slick Euphemism for ‘Propaganda Campaign’

Time and again this year, the mainstream media has been shown to be fully collaborating with those they report on, thus effectively serving not as objective journalists but as servant propaganda agents. We’ve seen this in politics (yes, 2016 has been a big and very troubling year!), and we’ve seen it in the lobbying efforts of certain industries, aviation included.

The key to these propaganda campaigns is to ALWAYS frame the message (using carefully selected keywords), and coordinate the delivery of information. In the context of our U.S. Congress, in its present and ongoing state of oligarchy-serving dysfunction, it is critical that opposition voices are tamped down; that is, it would be problematic if any of the aviation stakeholders spoke up against the objective. So, within the group of stakeholders/players who are coordinating the propaganda campaign, each must find an aspect of the program that serves their own narrow interests, and accept that personal benefit as sufficient for their agreement to remain quiet about aspects they dislike. This is precisely what has evolved with NextGen and ATC Privatization; this is how we end up with the air traffic controllers’ union, NATCA, doing a reversal this year and now declaring that union leaders are onboard with both proposals.

The current propaganda campaign for the U.S. aviation system focuses on two things:

  1. ATC privatization – the ‘real goal’ is to further insulate this safety/regulatory function from accountability and transparency, making it that much harder for impacted citizens to resolve aviation-related problems. Many in industry like this idea, for obvious reasons (it creates ‘business opportunities’); top officials at NATCA see a chance to remove controllers from federal salary caps and the age-56 mandatory retirement, so thousands of the most senior controllers today would earn more than $180,000 per year (and build much larger retirement pensions).
  2. NextGen investment – as happens with most matured agencies, there is a constant need to project a message that helps the agency mission appear relevant and worthy of further funding. So, every few years, FAA dreams up a way to spend money, coordinates with ‘stakeholders’ to ensure their non-opposition, then carefully maneuvers Congress, seeking billions for a new so-called ‘transformative’ program. It is all smoke-and-mirrors and pork, benefitting not just industry players but also FAA officials who retire, collect pensions, and become consultants and lobbyists for those same industry players.

Any effective propaganda campaign requires consistent and frequent restatement of key bits of disinformation. I.e., if you repeat a lie long enough, it effectively becomes fact. This truism is understood and abused by both major political parties in the U.S., just as it is understood and abused by accountability-averse agencies, FAA included. So, what are the key bits of disinformation FAA is using…?

  1. use the words ‘increasingly congested’ … even when you know it is just a bald-faced lie (see the data analysis within the Post, The Incredible Shrinking NAS … that FAA & the Av-Gov Complex Don’t Talk About; on average, for the 504 U.S. airports with control civilian control towers, annual operations are now down 45% from the peak years at each airport. DOWN 45% … but does the mainstream media tell us this statistic?
  2. distract the citizens with snazzy graphics and jargon that pretends to be selling something new and incredible [even when the actual change is minimal to none]
  3. tack on the latest buzzwords, such as ‘transformative’, ‘collaborative’, and of course ‘NextGen’.
  4. make sure it appears that the message is organic, authentic, and sourced NOT in the agency (FAA) but in the real world (the airlines, the airline lobby, the unions, the manufacturers). [again, this is just illusion… there is a huge amount of coordination going on behind the scenes, with FAA and the other parties very carefully designing the campaign, and orchestrating who says what and when]

Here’s a recent example: a news article with warm and fuzzy airport growth hopes at the St. Paul Downtown Airport [KSTP], near Minneapolis. This is an airport catering primarily to elite personal and business travel, such as using charter bizjets. The airport management expects roughly a hundred elite sport fans to use KSTP in early 2018, for their flight to watch the Super Bowl. The article more than implies that the airport is a money-generator. But, as shown in this aiREFORM analysis, and as is so typical across the nation, annual operations at this airport peaked in 1990 and have since declined 70%. The federal monies spent there are essentially maintaining infrastructure that is increasingly underused.

So, when you read articles such as this, be sure to consider the long history of spin and propaganda by FAA and other Av/Gov Complex players.

GAO’s Dillingham, video interview by ‘Government Matters’

This is how compromised the ‘watchdog’ GAO is: creating videos laced with promo statements about NextGen. Unbelievable.
The video interviewer opens with, “Before we get into the numbers, what is NextGen, and what will it do for the American people and the aviation system when it’s fully deployed?” Dillingham then proceeds to offer the Av-Gov scripted salespitch on the alleged needs for and benefits of NextGen. The effect is that GAO, rather than doing critical and objective analysis, is instead lending credibility to the NextGen fraud.

In context, the timing of this interview closely follows release of the latest GAO Report on November 17th: ‘NextGen – Information on Expenditures, Schedule, and Cost Estimates, FY 2004-2030’ (click on the link to view/download a copy of the 13-page report, archived at aiREFORM).

Why They are so Upset in Malverne and Under the L.I. ‘Arc of Doom’

Below are two scrollable PDF plots, one for KJFK Runway 4L departures impacting Malvern, and the other for KJFK Runway 22L arrivals using the infamous low-altitude ‘Arc of Doom’. Both plots were extracted from the recent noise study report done for FAA, by ESA, posted online at the airport authority PANYNJ website (report referenced in this article). Be sure to expand the view to see the finely detailed color-dots for these routes.

Click on the images below for a scrollable view; click here for a downloadable copy of the first PDF (Departures Runway 4L) and here for a downloadable copy of the second PDF (Arrivals Runway 22L) .

Generally speaking, repetitive noise impacts are more problematic the closer the flights are to the ground, but impacts tend to abate to a tolerable level at or above 8,000 feet altitude (blue dots on the Departure PDF, above).

Note also the extraordinary added distances being flown for these arrivals (see the light gray dots, at or above 6,000 altitude). Anyone who has been a passenger on a flight to KJFK has experienced the interminable arrival path that chugs along at low altitudes. This added work by ATC is created by too many flights, in too small an arrival window, forcing controllers to over-control the flights. The simplest solution, to reduce delays and noise and air pollutants, and to optimize efficiency, is for FAA to start managing capacity: setting and enforcing much lower hourly arrival rates and departure rates.

And What are PANYNJ Authorities Doing About It?

After years of complaints, Part 150 Studies were ordered for KJFK and KLGA. This formal process is designed to create an enormous volume of documents, many of which are almost indecipherable, to feed the illusion that citizens have an opportunity to aid in a decision-making process. In truth, it is all only for show; there is no meaningful or effective citizen involvement.

Here’s a challenge: go to this website (PANYNJ’s official webpage for the KJFK Part 150 Study) and spend a few minutes reading it and intuitively navigating. Try to learn from it, and see what valuable info/data you can find. More likely than not you will quickly leave your exploration, because PANYNJ, FAA and their well-paid pro-aviation consultant have created such an incredible volume of technobabble, and presented it in such a bizarre layout, that only the most obsessive individuals will press onward past the many click-deadends and long download times. I located some documents and spent well over an hour downloading the October 2016 ‘Draft Noise Exposure Map (NEM) Report’; 13 PDF files, measuring 1,349 pages (149Mb) total. Just finding and copying the documents is a substantial effort, and then to read all those pages? Do they really expect the average concerned citizen to do this much work??? Of course not.

If you liked that challenge, do it again at this website (same Part 150 page design, this time for KLGA!).

This appears to be what has evolved. Whether it is for a small and nearly dead airport in MN, AR, or wherever) or a huge chunk of airspace such as the LA Basin or the NYC area, FAA has evolved the public participation process (a requirement dating back to even before the 1946 Administrative Procedures Act) to make sure the average citizen is blown away with so much documentation (and much of it superfluous) that they simply give up even trying.


UPDATE, 11/25/2016: — A recent email by a resident with Plane Sense 4 LI points out repetitive noise impacts on Malverne, caused by approaches to LaGuardia. Click here to view an archived copy.

Aviation Impacts are Non-Partisan

Here is a screen-cap of a thoughtful Facebook post. Susan is a ‘victim’ of TNNIS and other NextGen routes east of LaGuardia Airport [KLGA], who has worked tirelessly trying to get FAA to responsibly fulfill their role as a regulator that can mitigate environmental impacts.

(click on image to view source at Facebook)

(click on image to view source at Facebook)

It is important to understand that NextGen is really just about spending lots of money. The money comes primarily from airline passenger taxes and Congress, and the recipients are a small group of avionics manufacturers, as well as lobbyists (many of whom are retired FAA ‘regulators’).

In order to obtain needed funds, the Av-Gov Complex had to sell the NextGen concept to Congress. This meant building an appearance of cohesive support, including especially the airlines and labor. This they accomplished by ‘collaborating’ to produce the following strategy:

  • dupe the public (including Congress) by claiming NextGen offers something new and incredibly efficient … such as their coordinated sales pitch with graphics showing zig-zag routes that have not been commonly flown for more than five decades!
  • ignore the many examples of how no substantial efficiency gains are achieved; for example, the routine use of enroute delay vectors (which commonly more than compensate for the short time savings of low/early departure turns);
  • entice the airlines by promising the elimination of noise mitigation routes at major hub airports … allowing turns lower and closer to the runways, for both departures and arrivals;

The airlines and the controllers’ union (NATCA) could say lots about how bogus the whole NextGen sales pitch is, but their silence has been bought. Just a few years ago, NATCA was strongly critical of NextGen; today, controllers who question why the NATCA leaders are advocating ATC privatization (which is hand-in-glove with NextGen implementation) are pressured into silence. And, as for the airlines, Delta stands alone as the only major airline willing to critique the Av-Gov sales pitch.

In simplest terms, FAA is committing a fraud while diminishing quality of life at the homes of hundreds of thousands of residents. This is a ‘taking’, without just compensation. It is being done by FAA, against the People, to narrowly benefit the Av-Gov Complex.

Aviation Should Serve People, Not Profits

Aside

Grand Canyon National Park:

“There are few places in this great land so

suited for contemplative recreation.”

The destructive noise impacts of aviation are many and varied: from FAA’s newly imposed concentrated NextGen routes, to circling skydive climbs, to helicopter flight schools, and more. Add to that list air tourism, even in places as sacred and beautiful as Grand Canyon. This 4-minute video is well worth watching.

(click on image to view video)

(click on image to view video)

A Request to Carmine Gallo

“Dear Carmine Gallo,

…please consult with your managers and correct the misinformation they evidently gave to you. You passing the misinformation on in your nice reply letters to NextGen-impacted citizens only exacerbates the KJFK noise impacts.”

This plea to FAA’s Regional Administrator is after viewing recent correspondence about noise impacts for residents of the East Hills area, when the Arc of Doom is being used to land runways 22 at KJFK. Here is the timeline…

On September 15th, a concerned resident sent an email to FAA, expressing concerns about repetitive arrival noise impacts. A month later, in an October 13 reply letter, Regional Administrator Carmine Gallo offered what on the surface appears to be a reasonable and responsibly reply. Here is a JPEG copy of a portion, showing two key paragraphs:

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(portion of Carmine Gallo’s reply letter; red-line emphasis added by aiReform. Click on image to view full letter and source post at Facebook)

It is commendable that Mr. Gallo does send these reply letters to impacted citizens; that is the right thing to do, and often not done by other FAA Regional Administrators. The problem is, Mr. Gallo makes points in his reply that are indisputably false. Those false points include:

  1. Mr. Gallo inaccurately states, “…the data illustrates that aircraft landing at this airport pass at no lower than 3,000 feet.” Not only does the radar data consistently show these arrivals level at 1,800 to 2,000 feet altitude in this area (see the numerous arrival examples, compiled at this link), but also, the primary approach procedures (ILS approaches for runways 22R and 22L, copies at this link) both have 3-degree glideslopes … which, at the East Hills location would mean arrivals should intercept the glideslope at roughly 3,000 feet altitude … or at 1,800 feet closer in at a 6-mile final.
  2. Mr. Gallo inaccurately states, “…NextGen procedures are not a contributing factor for aircraft overflying Nassau County.” Well, actually, the REAL purpose of NextGen is to increase runway throughput (ops per hour), which clearly WILL increase the frequency of arrivals, thus the intensity of repetitive noise impact by these arrivals. Thus, as perceived by many in East Hills and elsewhere, NextGen IS A REAL CONTRIBUTING FACTOR to the noise impact problem.

The superficiality of Mr. Gallo’s response to citizen concerns related to NextGen was preceded two years ago by another FAA Regional Administrator. That time it was Phoenix, when Glen Martin paused while speaking, in evident disbelief at what he had been given to read. See it here: link.

All FAA officials (as well as at airport authorities, and in Congress, too!) need to understand: whenever they send a reply, they need to be absolutely truthful and accurate. If instead a reply passes on misinformation, it will only make matters worse. Much of the impact of aviation noise is rooted in a sense that authorities will do nothing to fix it. And, nothing says ‘go to hell, citizen!’ more than a polished letter centered on a set of polished lies.