“It is like being broken up with on a Post-It note”

Alternatively, it is like the spoiled brat kid who, seeing his failure to get his way, abruptly takes his toys and leaves the sandbox.

Yes, this is today’s FAA.

A few years ago, FAA implemented NextGen changes that are destroying neighborhoods under heavily travelled repetitive flight segments. When people in Maryland had enough, they organized. Part of their organization was to accept FAA’s preferred process, creating a community roundtable, filled with concerned volunteers.

Now, the game plan for roundtables (and other aviation citizen-committees) includes lots of rigging. Be sure their work product conforms with what FAA/industry want to see. Assert some control. For example, FAA and the airport authority make sure plenty of pro-aviation participants ‘volunteer’ to be a part of the group. Also, the agendas for at least a year are stacked with sleep-inducing program scraps, long and boring sessions sharing koolaid glasses filled with technobabble and irrelevant metrics like ‘dNL’. Despite these shenanigans, most groups do seat at least one or two real activists. The kind who will not and do not give up. And, as happened in Maryland, sometimes real support is gained from local and state elected officials.

So, what’s going on here? Just another FAA temper tantrum. This time because the good Governor and his Attorney General took FAA to court, to protect Maryland’s people.

What’s the shortest way to spell ‘spoiled brat kid’? I’d try “F-A-A”.

Click here for the original Baltimore Sun article.

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

Now, how about a few questions:

  1. At what level of FAA was this decision made? This is a heavily top-down bureaucracy, to the point where a Deputy Regional Administrator doing as Ms. Stanco did was only following orders. So, how about if FAA produces all the records that flesh out why this decision was made, and who really made it?
  2. What level of outrage will we see from our federal elected officials? Will any of them demand FAA end their tantrum? Will any of them demand full transparency and accountability, including production of all records (see #1 above)?
  3. When will our Congress step up and do their job, serving the people? When will local communities become re-empowered, to the point where they can manage capacity at their local airport, guarding against excessive airline hubbing and scheduling?

“Lead makes the mind give way.”

So, too, do the intense politics and greed associated with the aviation industry. Even more so when industry ‘collaborates’ with faux-regulators like FAA, to spew out mountains of GWBS (a new acronym, standing for ‘greenwash BS’). But, we all endure; we learn, we share, we activate, we demand change.

There is a lot happening this summer. Not just the continued drive for more over-expansion at hub airports worldwide, but also as regards smaller airports. Miki Barnes at Oregon Aviation Watch has been one of the biggest activists in the U.S., seeking changes at FAA, Port of Portland, and the Hillsboro Airport [KHIO]. OAW recently sent out an email about the ongoing health impacts associated with lead, which remains in the common aviation fuel ‘100LL’ (the LL stands for ‘low lead’). Miki notes:

“The aviation industry is the largest source of airborne lead pollution in the country. The Port of Portland owned and operated Hillsboro Airport (HIO) is a prime example. The majority of the users of this facility are student pilots recruited from overseas and out of state to engage in flight training over the local community.”

So, at Hillsboro, an airport authority (PoP) was created long ago and collects local taxes, but PoP operates with no obligation towards accountability and transparency; furthermore, PoP has predictably evolved into a servant for industry, helping to gin up industry profits by blocking citizens seeking to moderate aviation impacts while also ignoring growing citizen concerns.

Two copies are aiRchived here:

TheBriefingProject: One man against a government agency, one public comment at a time

Airlines and airport authorities have millions to spend and all the time they want, to manipulate citizen panels and elected representatives. A concerned citizen, on the other hand, typically is allowed a mere 2-minutes to make their points.

The fastest growing commercial aviation impact zone in the U.S. today is around SeaTac [KSEA]. Steve Edmiston, a multiple-times cancer survivor, is doing an outstanding job framing his 2-minutes for the industry-serving Port of Seattle. Check his latest video out here:
See also this article in the b-town blog, VIDEO: Local Activist Steve Edmiston’s third ‘Briefing’ to Port of Seattle, which includes links to the previous two 2-minute briefings. Watch for more 2-minute briefings, all year long, and take a look at The Briefing Project‘ Facebook page.

By the way, I came to know Steve a year ago, when we worked together on the QSPS ‘Fight the Flight 101’ Community Forum. A lot of work went into creating the ‘Dissecting Nextgen’ presentation. One year later, the archived PDF copy of the presentation is still packed with information to help us better understand how FAA and industry (including airport authorities) are destroying communities with NextGen … all for money.

A Call For Action by OUR Elected Officials

Activists in the Boston area are gaining support from elected officials, toward a health study that needs to be done OUTSIDE FAA. Here is a graphic; please enlist the support of YOUR elected officials, too.

(click on image to view the FairSkiesNation FaceBook page)

Speaking of needed Congressional actions, below is the current aiREFORM wishlist. Every one of these proposals is doable. We just need elected officials who believe in empowered citizens, and who are driven to clean up the bureaucratic waste and abusive authority found in over-matured (and captured) federal regulators, like FAA.

Eleven FAA Reforms Our U.S. Congress Needs to Demand:

For starters, Congress needs to pass legislation that will achieve the following:

  1. arrange with the National Academies Division of Health and Medicine for a consensus report of existing study findings on the harmful health impacts of the NextGen technology.
  2. remove from FAA the authority to evaluate, manage, and reduce noise and air pollution impacts by aviation, and place those authorities under EPA or another non-FAA agency.

Further, Congress needs to pass legislation that will direct FAA to:

  1. fully implement all noise and air pollution impact recommendations, from the non-FAA authority, unless FAA can clearly document that implementation would create a hazard (in other words, prioritize aviation commerce BELOW aviation impacts).
  2. remove incentives to over-expand hub airports, by phasing out passenger facility charges and allowing (even encouraging) divestiture of excess airport lands for local non-aviation use. PFC’s need to be capped at $3.00, then phased out; AIP regulations need to be reformulated to end the current coddling of industry. The current regulations create perverse incentives to grow excessively and operate inefficiently, while also making it that much harder for other communities to have viable commercial airports.
  3. draft revisions to airport funding regulations and other FAA documents, that empower local officials with the right and duty to engage local citizens in democratically deciding how their local airport may be used (to include allowing night-time curfews, reduced flow rates, banning some aircraft types for safety reasons, etc.).
  4. advocate for LOCAL authority and LOCAL problem-solving (thus, support all locally designed solutions, even if they reduce total air commerce at that location, so long as the solutions are non-discriminatory and do not create a valid safety hazard).
  5. create clear regulations – and aggressively enforce them! – to end helicopter thrill rides sold as ‘air tours’ (neither the recent NYC tour crash, nor the earlier Grand Canyon crash, should have happened … and they would NOT have happened, if FAA was truly regulating this industry).
  6. create a program that makes flight data easily accessible online, so as to maximize operator transparency for repetitive flight operations; the goal should be to protect citizens against abuse by rogue operators, and to empower citizens in achieving real local control.

And lastly, in relation to climate change, Congress needs to direct FAA to:

  1. impose a federal aviation carbon tax (make it a steep tax, with half the revenues going to non-aviation spending, overall tax reduction, etc.).
  2. impose an environmental impact tax on leaded GA fuels (again, make it very steep, and direct all revenues to environmental programs, such as the non-FAA office charged with evaluating, managing, and reducing aviation noise and air pollution impacts).
  3. replace most of the current aviation ticket taxes and other fees with:
    1. a passenger ticket fee proportional to flight distance (itinerary miles, NOT direct miles).
    2. a stepped ticket tax for commercial passenger seats (free, first two one-way trips or first roundtrip; single fee next few trips (e.g., roundtrips #2 and #3 in a year); double fee trips beyond that (e.g., roundtrips #4 and higher in a year).

UPDATE, 3/18/2018: — A discussion of item #1 of this Post was held at QSPS, and includes valuable insight by Cindy Christiansen; she explains the need for ‘independence’ and the nature of the proposed ‘study’, and also provides a link to a NAS Mission statement. Click here for the QSPS FaceBook discussion.

Santa Monica’s Airport Subsidies, & the ‘Draft Minimum Standards for Commercial Operations’

This past week, numerous local citizens met with city airport officials, to discuss the DRAFT Minimum Standards for Commercial Aeronautical Services. This 41-page document (archived here) may be well worth reading … not just for those who fear continued air charter operations at the shortened KSMO runway, but also for people at other U.S. airports, seeking to clarify who is to be held accountable for the airport impacts.

Some of the content is mere boilerplate, but other details make it clear that the two key airport regulatory parties (FAA and airport authorities) both tend to ignore area residents while serving only commercial operators. And how is this done? Well, if and when a citizen raises a concern, the airport regulatory party is quick to pretend they are not accountable while also directing all concerned citizens ‘to the other party’. The result is regulatory failure; where safety and environment demand real and timely accountability, instead we find an accountability vacuum.

At Santa Monica, the impacts continue. Although the runway was substantially shortened, jets and charter operations still fly. Area residents remain fearful that the City will allow – or even encourage – the development of increased air charter operations.

‘Minimum standards’ should exist, especially as related to safety and environmental impact. Given how marginally unsafe the shortened runway is for larger, fuel-laden commercial flights, it is absolutely appropriate for the city to refine their minimum standards in a way that shuts down commercial charter operations. But, will they do so?

Submitting suggestions or comments on this Draft

Ben Wang, at the ‘SMO Future’ Facebook group, submitted a table with his suggestions (click here to view the aiReform archived copy).

Readers who wish to may submit their own suggestions. The two key airport officials to contact are:

Something Else to Think About: Who pays for these airport officials?

Mr. Markos is Airport Manager, a position he has held since 2013 (per this news release). After a quick online search, it was not yet clear what his annual salary is. But, that same search revealed that Ms. Lowenthal, as the Senior Advisor to the City Manager on Airport Affairs, earns a $162,036 annual salary. (click here to view the City’s 9/28/2017 press release)

Here’s something to think about. In good form, to justify a high salary, the city’s press release proceeded to identify Ms. Suwenthal’s substantial background, both educationally and professionally. But, that point aside, if senior assistants earn this large a salary, it suggests that the costs to manage KSMO, which frankly caters to just a small group of charter operators, are quite substantial. And these costs have to be born by someone.

These high costs beg a few more critical questions:

  1. what exactly is the full extent of city subsidy for this airport?
  2. if the city subsidies ended, would area residents finally obtain relief from air pollutant, noise, and safety impacts, especially those caused by charter operators and leaded-fuel local flights? In other words, is this subsidy pattern actually perpetuating impacts that destroy health and residential quality of life?
  3. if the city continues the pattern of impact upon nearby residents (both in Santa Monica and in adjacent neighborhoods, such as West LA), where is the money coming from to pay these subsidies?

Did a ‘Vendor Error’ Reveal FAA Arbitrariness on NextGen?

Jondi Gumz’s article in the Monterey Herald, does a very good job explaining the problems people are having with FAA NextGen, not just under south approaches to KSFO, but at major hub airports nationwide. (‘Santa Cruz, San Lorenzo Valley residents surprised by new flight path noise’; click here for the online version, click here for an archived PDF with aiReform analysis).

Here are some points from an analysis of the article:

  1. RE: how FAA’s latest action shows they CAN immediately revert to pre-NextGen routes: Think about it … if FAA is able to immediately respond to a vendor error, shifting away from the problematic and impactful NextGen SERFR arrival and back to the legacy Big Sur arrival, why is it taking so long to revert to less impactful pre-NextGen routes at other locations, such as Phoenix? Indeed, out of one side of the mouth FAA has been saying ‘it is impossible to go back’, yet here, they are proving it is absolutely possible, and being done … but only at FAA’s arbitrary discretion.
  2. RE: the explosion of complaints nationwide: It is important to understand, the flood of complaints was not so much due to the application of GPS technologies (which, in fact, have been applied for more than two decades now), but is a consequence of FAA ignoring impacts while using these technologies to increase airport capacity. In a nutshell, FAA is serving the airlines, at the expense of communities. The airlines want increased ‘runway throughput’ at selected hubs, which enables them to densely pack more arrivals into smaller time slots, which can enhance profits. FAA is reducing separation between these arrives, partially by jamming some of the flights lower, to set up parallel streams of closely-spaced arrivals. On the ground, homeowners are being inundated with near non-stop noise.
  3. RE: FAA’s mishandling of the complaints: FAA is just delaying, as that best serves the airlines. This timeline could be expedited, but even if ordered to do so by a court, FAA has shown it will delay, delay, delay. This is one of the main reasons people are so upset about both NextGen and FAA: an indifferent and arrogant bureaucracy, captured by the industry it is supposed to regulate, refuses to even acknowledge the impacts by NextGen, and then refuses to serve the people (instead of just industry). Making matters worse, we lack a functioning Congress to demand FAA clean up its act.
  4. RE: the suggestion that NextGen is ‘new’: FAA has been ‘adopting NextGen’ since roughly 2003, and has been applying the same GPS technologies since the mid-1990s;
  5. RE: the oversold alleged benefits of NextGen: three points to clarify what is quickly summarized at one paragraph of the article:
  • FAA claims that NextGen ‘shortens routes’ and ‘saves time and fuel’, but NextGen actually offers very little improvements, since ATC has been granting long direct routes for many decades now, even back to the early 1970s.
  • FAA claims that NextGen ‘allows planes to fly closer together’, and it is absolutely true that ATC is jamming flights closer together, but the NextGen technologies have little to do with this change. The change is driven instead by FAA’s willingness to accommodate airlines, by reducing spacing (while simultaneously ignoring the impacts on residents below)
  • FAA claims that NextGen ‘avoids delays caused by airport stacking as planes wait for an open runway’. Well actually, NextGen is increasing delays; FAA is overly accommodating the airlines, allowing TOO MANY FLIGHTS in small time windows via tighter spacing, which in turn is forcing ATC to impose delays during the cruise portion of the flight, upstream from the final approach.

KSEA: Beacon Hill’s Fight for Health & Quality of Life

Archived copy of a good article, shared at Facebook, with some footnoted analysis by aiReform. This may help define what we need from our elected officials, to reclaim long-needed local control, so our airports are in balance with our local communities.

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

A Major Victory for Activists: France is Scrapping the New Nantes Airport Project

(click on image to view source)

The fight went on for decades, but now Aéroport du Grand Ouest has been cancelled.

Let’s put this into perspective. Aviation is an industry that provides a small fraction of the world’s population with the privilege of rapid and expansive connection to all points on the planet. The energy-intensity of aviation is extreme; i.e., there is no other human activity (other than war and arson) for which each of us consumes more fossil fuels and generates more climate change impact emissions than air travel. And, it is also a heavily subsidized industry. On top of all that, the governmental agencies charged with regulating aviation – all the way to ICAO – show time and time again, they are captured regulators, serving industry players. These faux-regulators enable excesses by industry players, solely to prop up industry profits; they provide ‘insulation’ and ‘cover’, protecting corporations from ‘problems’ such as local control and regular people.

One of the great activists in Europe, fighting for community quality of life and against excessive airport development, is John Stewart. His work at HACAN.org is extremely valuable to other activists around the world, even here in the U.S. Below is an archived copy of Mr. Stewart’s latest blogpost, discussing Nantes.

Click on the image below for a scrollable view; the PDF file may be downloaded. Alternatively, click here to view the source blogpost by John Stewart, at HACAN.org.

The SeaTac-POS ILA: Good or Bad?

‘ILA’ sounds like it has potential to be extremely boring, but from what people are saying around Sea-Tac Airport (KSEA), we all need to know what an ‘InterLocal Agreement’ is, and how much harm it can do. Some are saying that the latest ILA draft is yet another bad act by the Port of Seattle: spending taxpayer money to BUY silence from the tiny few elected officials who otherwise could do the most to help mitigate growing airport impact problems.

In this example, a new ILA has been drafted to expedite further growth of the airport and operations. It was drafted by a ‘JAC’ (Joint Advisory Committee), which is a team of five officials, two representing the Port of Seattle (aka POS, operator of KSEA) and three from the city of SeaTac (which essentially surrounds the POS properties). Of course, it is easy to see the push for an ILA comes entirely from POS; we would never see a small community approach an airport authority and ‘ask’ for an ILA. And, when dealing with POS, the relatively inexperienced officials at SeaTac just cave in when monetary treats are offered; money is the drug, and nobody fails to see who is the dealer and who is the addict.

An Analysis by aiReform

A few hours were spent studying the ILA draft, and comments/highlights were added; all of this is viewable in the scrollable PDF below.

One predominant concern is that an ILA appears to be a way for an airport authority to sidestep addressing problems, such as happen related to over-expansion at KSEA. Instead of meeting with impacted area residents and solving problems – finding the right balance between air commerce and local health and quality of life – POS chooses to ‘pay off’ local elected officials, buying their cooperation. Then, if/when local residents go to their elected body for help, well, that’s been cut off by the ILA.

Another general concern is how the city is enabling POS to entirely self-regulate, in exchange for annual cash payments; not too hard for POS to do, since they collect property taxes from residents throughout the Seattle area. Also, with the intended expedited processes, the window for citizen input is essentially shut tight; just not enough time for you or me to read a draft and submit a meaningful concern or suggestion.

In a democratic society, it almost feels like an ILA should be illegal. Federal agencies like FAA should be pressing for rules that protect people against the excesses of ILA’s such as this one. Not surprisingly, FAA remains mute; after all, they serve the airlines first.

People need to take a close look at this, identify what fails, and demand better governance. Airports should serve communities, not airlines.

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

WaPost OpEd: “For the Love of Earth, Stop Traveling”

An opinion piece in the Washington Post lays out the simple answers: air travel consumes far too much energy, creates far too much environmental damage, per person. Good points.

The simple solution is for more of us to voluntarily travel, a lot less. The government would help, a lot, if they would impose a very steep aviation carbon tax, with all revenues going to reducing other personal taxes and/or funding far more energy-efficient transportation modes, to replace the energy-efficiency of aviation.

Check out this archived opinion piece, as well as the telling reader comments.

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