[KSMO]: Grossly Incompatible with the Community Around It

It has been a busy Fall at the Santa Monica Airport [KSMO], where FAA is flexing its administrative-legal muscles, intervening to delay city efforts to evict two private operators. The City wants to take over fuel sales and other airport services (known as ‘FBO services’), but the private FBOs do not want to accept that their leases are expired, nor do they want to give up lucrative profits. Just like FAA does not want to adhere to the agreement they struck with the city, in 1984, which meant the city could outright close the airport in July 2015.

In a recent email, Nelson Hernandez, the Senior Advisor to the Santa Monica City Manager, offered yet another update on the city’s progress. He noted that, “…on August 23, Council directed the City Manager to establish a city-owned FBO by December 31, or as soon as practicable….” He then added, there is ample precedent for airport authorities (in this case, the City of Santa Monica) setting up their own FBO services at an airport, instead of letting an out-of-state operator reap the hefty profits. He noted three airports: “…in the last two years, Fort Wayne, Greenville, and Chattanooga, created their own City FBO for similar financial reasons….” He was referring to airports in Fort Wayne, IN [KFWA], Greenville, NC [KPGV], and Knoxville, TN [KDKX].

Out of curiosity, I did some online research and confirmed that, yes, all three of these airports have city-operated FBOs. And, all three appear to be very healthy airports. Nelson’s list of three airports included one with an FAA control tower [KFWA] and two with no control tower [KPGV] and [KDKX]). Here’s the data on these three airports, with [KSMO] added for comparison:

    • KFWA: 70 based aircraft, a 12,000ft runway and an 8,000ft runway. FAA data shows the airport had 36,100 landings and takeoffs in 2015, down 71% from its peak year (124,000 ops in 2000). [3,400 acres, surrounded by farmland]
    • KPGV: 71 based aircraft, a 7,200ft runway, and a 5,000ft runway. Form 5010 shows 48,200 annual operations in the year ending 5/30/2016 (this is a rough estimate, as there is no tower). [872 acres, surrounded by forest, farmland and limited residential development]
    • KDKX: 167 based aircraft, and a single, 3,500ft runway. Form 5010 shows 68,400 annual operations in the year ending 4/30/2013 (this is a rough estimate, as there is no tower). [200 acres, surrounded by a river, a large quarry, and farmland]
    • KSMO: 249 based aircraft, and a single 5,000ft runway. FAA data shows the airport had 90,200 annual operations in 2015, down 62% from its peak year (234,800 ops in 1991). [215 acres, surrounded by dense residential neighborhoods; and, within the airport, substantial footage is presently subleased to non-aviation business uses, generating profits for the FBOs.]

I noticed something else, too, which was a bit startling. You’ll see it starkly presented in the three image-pairs below. When you look at how Santa Monica’s runway is shoe-horned into the neighborhoods, and when you compare it to the ‘airport normality’ of these other three, far less crowded airport locations, it just jumps out at you. And, when you look at the series of images showing how many houses were removed in recent years for a runway expansion at a very slow Greenville airport, you just have to wonder how in the world people can coexist with business jets so close to their Santa Monica homes. I mean, if FAA moves people out of their homes in Greenville, what is it about Santa Monica homeowners that makes them less at risk than North Carolinians? And given that there are so many Santa Monica homes, would it not make the most sense to simply close the airport??

Clearly, each of these three airports is far more compatibly located than is the Santa Monica Airport. In fact, looking at these three, I just have to say: if I was the new FAA Administrator, I’d be quick to ask my new highly-paid subordinates:

“Why are we NOT working with the city to expedite closing this airport? After all, it is grossly incompatible with the community (look at all those houses, and so close to the runway!), it is clearly a health hazard, and we have plenty of other LA Basin airports and longer, safer runways to serve the business jets and general aviation, all of which are far below their historic high traffic levels. So, when are we going to start serving everyone, not just our buddies who employ us after we retire?”

20161201scp-ksmo-vs-kdkx-sat-views-w-rwy-lengths-comparing-airport-compatibility-impact-on-people

20161201scp-ksmo-vs-kpgv-sat-views-w-rwy-lengths-comparing-airport-compatibility-impact-on-people

20161201scp-ksmo-vs-kfwa-sat-views-comparing-airport-compatibility-impact-on-people


UPDATE, 12/6/2016: — per a request, click here for a PDF version of this entire Post.

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).

An Example of a Serious Weather Delay … but Delays Can Also Happen by Scheduling ‘Too Many Arrivals’

A recent day with foggy weather in the Puget Sound area produced a few examples of weather-related delays. ksea-20161110at1009-jza8089-arr-f-cyvr-map-data-wxdlasIn the example presented below, Jazz Air 8089, a Dash-8, departed Vancouver [CYVR] on a short 30-minute flight to SeaTac [KSEA]. The flight departed at 8:55am, just as the KSEA visibility was reducing to a half mile. The crew was turned toward the Olympic Peninsula and issued turns to delay their arrival.

Here is a screen-cap of the METAR weather sequence, reading from bottom to top; thin red boxes have been added, marking the departure time at CYVR and the arrival time at KSEA. The column in the middle is most critical, showing visibility deteriorating from 10-miles to a half-mile; the magenta text to the right, reading BKN001 and VV001 is also significant, indicating low clouds and fog obscuring the sky at 100′ above the surface.ksea-20161110-metar-0825am-to-1120am-low-wx-markedupThe flight altitudes and times at points on the JZA8089 route have been added to this enlarged map view of the delay portion of the flight, over the Olympic National Park:ksea-20161110at1009-jza8089-arr-f-cyvr-map-analysis-of-dlas-over-olypennIn normal weather conditions, the flight is routine, even boring to both pilots and ATC. ksea-20161109at0929-jza8089-arr-f-cyvr-map-dataksea-20161111at0950-jza8089-arr-f-cyvr-map-dataksea-20161112at0915-jza8089-arr-f-cyvr-map-dataTo the left are screen-caps for the same flight on days before and after… on 11/9, 11/11, and 11/12. In all cases, KSEA is in a South Flow, so the minor variations in these three flights are almost entirely due to other arrival traffic.

In an extreme case, if traffic volume is sufficiently large, ATC may need to issue a holding loop, or multiple turns to achieve even 20+ minutes of delay. Note on these screen-caps, the busiest day of the week for air travel (Friday) shows the most extreme excess turns to final; the slowest day of the travel week (Saturday) shows essentially no added delays.

One way that FAA fails to prevent excessive delays is by refusing to manage capacity. Especially at hub airports, arrival rates are set too high, so as not to restrict the airlines. In their NextGen studies, FAA has repeatedly referred to maximizing ‘runway throughput’. The problem, though, is that when arrival rates are set too high, it takes just one minor weather glitch to create a cascade of delays, one airplane after another, often for hours. In the worst cases, typical at LaGuardia Airport, cascaded delays can cause arrivals to finish well after midnight, even more than two hours beyond their schedule times. And these delays nearly ALWAYS result in continuous arrival streams, with repetitive noise patterns impacting residential neighborhoods, a problem being exacerbated under NextGen.

(All graphics & flight data from FlightAware)

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.

United Airlines at Dulles: Yet Another Example of Corporate Welfare?

The airlines offer an extraordinary example of how the playing field has become increasingly tipped, to favor money, corporations, and the politically connected. In this example, the Washington, DC area is served by three commercial airports: Baltimore-Washington [KBWI], Dulles [KIAD], and Reagan National [KDCA]. As is common at all major U.S. airports, there is little actual price competition at each airport, with each location dominated by one or two major carriers. So, travelers to the DC Metropolitan area via Southwest use KBWI, those flying United use KIAD, and those flying American use KDCA. The data for December 2013 shows Southwest flies 81% of KBWI flights, United flies 91% of KIAD flights, and American flies 56% of KDCA flights.

This airport dominance is problematic for local communities. It puts the non-resident airline corporate officials in a strong bargaining position to compel elected officials to create huge subsidies. The taxation system underlying U.S. commercial airlines and airports is such that, if an airline abandons a hub, the local economic impact can be severe. See for example the dramatic declines in airport operations when major airlines ‘moved on’ from former major hubs: USAir in Pittsburgh [KPIT], by Delta in Northern Kentucky [KCVG], by American in St. Louis [KSTL], and by United in Cleveland [KCLE].

In this case, elected officials are saying they believe United might leave Dulles, so they must give United lots of money. Well, think about that for a moment: if United left Dulles, where would they go? They certainly would not base at KBWI, and compete against Southwest. And trying to relocate to KDCA would be all but impossible, due to capacity limits. So, would United want to leave the entire DC metropolitan market? Would one of the four major U.S. commercial carriers be able to run a real airline without serving the lucrative market that feeds elected officials, lobbyists and aggrieved citizens to the nation’s capitol? Of course not. In other words, United was not going anywhere, and the huge subsidy being trumpeted by McAuliffe, Kaine, and others is nothing but another example of massive corporate welfare.

(click on image to read source article and reader comments, at Washington Post)

(click on image to read source article and reader comments, at Washington Post)

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

FAA & Other Agencies, Using Pay-to-Play and Other Tactics to Deny Us Our Rights Under Federal FOIA Laws

It is a separate issue, yet thoroughly intertwined: the ongoing revelations about Hillary Clinton’s emails on a private server, expose the fact that our elected officials and agency leaders – all the way to the top, and regardless of which party has the White House – are waging a war against our citizens’ right to see what government officials are doing. As such, they are ensuring we can have no real Democracy.

(click n image to view source article at Washington Examiner)

(click on image to view source article at Washington Examiner)

Our FOIA Laws were passed by Congress in 1966. An incredible amount of careful deliberation went into defining the rules needed to be followed, to ensure transparency. FOIA was signed into law by LBJ, on 7/4/1966. The original laws have since been amended to incorporate electronic media. As President Obama wrote in his brilliant FOIA memo on the day he was inaugurated, January 21, 2009:

“…the Freedom of Information Act (FOIA), which encourages accountability through transparency, is the most prominent expression of a profound national commitment to ensuring an open Government.”

Words are wonderful things, but they need to be backed up by actions. Such has not happened since January 2009. Simply, although FOIA is a critical tool for government transparency, accountability, and performance, it is being side-stepped and ignored. At FAA (and elsewhere), here is what they are doing:

  • Ignoring FOIA requests: just like the Secretary of State did in the article/link shown above, FAA and other agencies are choosing to outright ignore FOIA requests. This is not legal. Legal recourse for citizens is in the U.S. District Courts. However, the district courts are bogged down with both a wholesale indifference and processes that are deplorably byzantine, to the point of making it impossible for justice to be served. The Judges are all political appointees, thus inclined to serve the power status quo in DC. We can have all the laws we want but, if the laws are not enforced, they mean nothing.
  • Delaying & Side-stepping: with time, even the best of laws become ruined by workarounds. There are so many ways FAA fails to comply with the FOIA Laws, yet excuses off their failures. Some of these include:
    1. they’ll spend months delaying on your reasonable request for a fee waiver, and use their indecision to rationalize that the FOIA request could not be started until the the fee waiver issue was resolved.
    2. they’ll claim the FOIA request was never ‘perfected’, lacked specificity, etc.
    3. they’ll use ‘Pay-to-Play’ to intimidate regular citizens away from using the FOIA Laws (see below).
    4. they’ll pretend to not comprehend even the most explicit FOIA request. Even more, they may not call to clarify but process it anyway, building months and years of delays producing a series of response packages that slowly migrate back toward the real response … but only IF the requestor sticks with it for all that time.
    5. they’ll route the FOIA request to multiple offices and refuse to produce ANY responsive records until all offices have finished their seperate sub-response; and, at least one of those offices will never finish … so nothing ever gets released.
    6. they’ll sweep the floor and compile all sorts of unrelated documents so a request that should have cost nothing (under 100 pages and less than 2-hours administrative time to produce), instead costs hundreds of dollars and swamps the requestor with thousands of pages of irrelevant records.
    7. they’ll cry to the People, to the media, and to Congress that they just lack resources and cannot comply with burdensome FOIA laws. It is like declaring, “Pay us more and maybe we’ll do our job,” and Congress does nothing to compel them to perform. Of course, all of this happens while ignoring the simple reality that:
      • they have full-time paid FOIA specialists on staff;
      • the vast majority of their workload is arbitarily added and focused on obstructing the release of disclosable records; and
      • if they ‘erred on the side of disclosure’, their workload would all but disappear.
  • Pay-to-Play: a very effective way to obstruct the FOIA Laws is to demand exorbitant payments and watch the requestors withdraw their FOIA requests. No pay, no play. This violates the spirit and the law within FOIA. Agencies are expected to grant fee waivers, and are also expected to routinely waive requests that require minimal time to produce (e.g., less than 2-hours of administrative processing, and less than 100-pages of responsive records). There is also the Office of Information Policy guidance initiated in 2008, that precludes agencies assessing fees for simple FOIA requests, if the agency fails to comply with the 20-day time limit:
20081231scp-portion-of-guidance-new-limitations-on-assessing-foia-fees-doj-oip-opening-para

(click on image to view an archived copy of the OIP Guidance)

Despite these clear requirements, all of which are aimed at ensuring the People can easily see inside government operations to keep those operations from running astray, FAA and other agencies routinely use Pay-to-Play.

Hillsboro Airport Hearing in U.S. Ninth Circuit Court of Appeals

The following was received from Oregon Aviation Watch….

A date has been set for the U.S. Ninth Circuit Court of Appeals hearing on the Hillsboro Airport third runway challenge. The legal proceedings are open to the public; however the deadline for submitting written and oral testimony has passed.

Date and Time: Wednesday, October 5, 2016 at 9:00 am
Location: Pioneer Courthouse, 2nd Floor Courtroom
Address: 700 SW 6th Ave., Portland, Oregon 97204

In 2014, when the Port of Portland (Port) moved forward with its plan to build a third runway at Hillsboro Airport (HIO), Oregon Aviation Watch raised legal challenges before the U.S. Ninth Circuit Court of Appeals urging the Court to require an Environmental Impact Statement (EIS) to assess the effect of the airport and its expansion on the surrounding community. In keeping with their characteristically cavalier attitude of using public money to subsidize private U.S. and foreign business interests at HIO, the Port proceeded to construct the runway in 2015. In so doing the Port and the Federal Aviation Administration (FAA) opted to ignore, dismiss and minimize the numerous environmental, noise and livability concerns raised by area residents.

The purpose of the runway is primarily to accommodate the for-profit flight training industry largely on behalf of out-of-state investors. One of the major beneficiaries of this arrangement is Hillsboro Aero Academy (formerly Hillsboro Aviation) – a company that recruits students from around the globe then proceeds to train them over area homes and neighborhoods. Per the company website, student pilots enrolled in this program annually log over 70,000 flight hours.[1]

In the 86 years during which HIO has grown from a grassy airstrip into the largest general aviation airport in the state, the Port of Portland has never taken a hard look or engaged in a thorough and comprehensive investigation of the environmental impacts of this facility by completing an Environmental Impact Statement (EIS). As a result the full impact of HIO, which accommodates the largest flight training school in the Pacific Northwest, has never been evaluated. A review of Environmental Protection Agency (EPA), Port and FAA documentation reveals that HIO is now one of the biggest facility sources in the region of a host of air toxins and unwelcome noise intrusions.

[1] Hillsboro Aero Academy website. Available on-line at http://www.flyhaa.com/about/

…to read more ‘Background Information’ provided by OAW.org, please see page two of this Post…

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We are sincerely grateful to all community members who have supported Oregon Aviation Watch in the past. Your willingness to stand behind this effort is sincerely appreciated and your words of encouragement along the way have been invaluable.

We still need to raise additional money. This is an all-volunteer effort. Contributions go directly towards covering legal expenses and related costs. Please give generously. Checks made out to Oregon Aviation Watch can be sent to:

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FAA’s NextGen Failure: a Case Study in Phoenix

An interesting tweet included a link to this 4-page PDF, a flyer produced by the noise office at Sky Harbor Airport [KPHX], identifying some of FAA’s NextGen failures:

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

It’s nice to see an airport authority Noise Office using their own airport operational data and graphics to disprove the NextGen hype being pitched by FAA and the industry players FAA serves. Not so nice to see how often FAA et al try to hide the data/graphics.

Phoenix appears to be one of the leading communities in advocacy for ensuring environmental protections are incorporated into NextGen developments. If there is a weakness in their presentation, it is that their webpages and this 4-page flyer often link back to biased webpages posted by FAA and other pro-NextGen outfits.


See also:
  • ENO Paper – an archived copy of the 36p study cited at footnote 1. ENO is one of the many ‘think-tanks’ that makes money creating faux-independent analyses/reports, all aimed at lending artificial credibility to programs being pitched by the Av-Gov Complex.
  • www.skyharbor.com/flightpaths – the airport authority webpage cited on pg.4

Mora, MN: FAA Wasting Millions to Add a Crosswind Runway Through a Wetland & Wildlife Area

Here are some facts about one of the most egregious examples of FAA working to force an unneeded runway onto a local community – a case that even went all the way to the use of eminent domain to force landowners to sell their property:

  1. It is a common practice across the nation that FAA and the agents hired to develop and gain approval for airport improvements will repeatedly fudge the data, offering fictitious and unsupportable ‘estimates’ and projections. That has again happened in this case, for the Mora airport.KJMR.20160521.. crop of 'swans lifting off, crosswind RWY proposal area'
  2. FAA claims this airport averages 15,000 operations per year (20 landings per day), but FAA has no solid evidence to back this up. In fact, locals, including many pilots opposed to this proposal, believe the real activity level averages closer to 5 landings per day.
  3. This project would not even be contemplated if not for FAA offering an incentive in generous federal grants (derived mostly from airline passenger taxes) to enable local officials to look and feel productive.
  4. The proposed runway requires substantial grading and fill across an area of ponds and wetlands. This area is commonly inundated with thousands of geese, swans and other large birds.
  5. The wetlands are also a rare habitat for an endangered tree species, the Butternut. These trees will be destroyed during the grading, and future trees will be destroyed as part of a wildlife hazard management plan.
  6. There was an apparent conflict of interest in the last round of construction contracts at this airport. Historically, most of the FAA grants have been awarded to SEH Engineering, a firm that also handles many other contracts in Mora and other Minnesota communities. One of the SEH employees who most often negotiates plans with FAA and advises the city on those plans is a Mr. Joel Dresel. In late 2007, when the primary runway was extended another 800-feet to the current 4,800-ft length, the Mora City Council approved three payments totaling $1.5 Million; the recipient was ‘Dresel Contracting, Inc.’ (see pages 7-8 of this PDF compilation of Mora City Council minutes). Clearly, a contractor who stands to win contracts cannot be objective and should NOT be guiding an environmental review process.
  7. If FAA would be flexible, they could choose to forgive the City’s obligation to build this crosswind runway (perhaps with encouragement from elected officials such as Senators Franken and Klobuchar). In so doing, FAA would simply and reasonably justify that the roughly $100,000 spent was lost due to the decline in general aviation activity these past ten years, as well as the overall economic bust of 2008.

KJMR.20160622.. 'Plan view showing grading limits, mounds, butternut trees' (SEH Engineering, 'p.74 of Written Re-Evaluation of the 2004 EA)

(a page from the 2016 update of the 2004 Environmental Assessment, showing grading limits, a potential archaeological mound, and endangered butternut tree locations.)


KJMR.aerial view of airport, from Minnesota Airport Directory & Travel Guide, markedup
The following pages offer an extensive collection of documents and images (photos, maps, satellite views, etc.) covering roughly two decades of aviation impact activism at this quiet rural community.

pg.2: Document Archives [KJMR]
pg.3: Images [KJMR]

Debunking the Latest ATC-Privatization & NextGen Spin, this time by Economist.com

The members of the Av-Gov Complex just will not give up. And who is the Av-Gov Complex? The congressional committee leaders, the FAA officials, the lobbyists, the airlines, the unions, and the manufacturers. And, the media that is always happy to create ‘news stories’ that help to nudge the public toward demanding the latest wasteful schemes, NextGen and ATC privatization.

20160210.. Shuster looks & acts a lot like 'Peter Griffin' on Family Guy

The key Congressional proponent of AIRR is Bill Shuster. He chairs the Committee where he introduced AIRR; he also has both professional and personal relationships with top Airlines for America  officials, including both A4A CEO Nick Calio and  A4A VP of Government Affairs Shelley Rubino. a lobbyist known to be his girlfriend.

The AIRR proposal and NextGen funding are wrong and wasteful, yet the Av-Gov players continue to try and sell AIRR. They continue to wastefully spend aviation taxes, excess airline profits, and scarce Congressional time and energy.  As a result, Congress continues to fail to serve, and is not solving other more critical problems while wasting our money.

Just as the WikiLeaks emails showed how DNC ‘collaborated’ with the mainstream media to suppress the Bernie Sanders campaign and guarantee the election of the establishment’s choice (the amazingly flawed candidate, Hillary Clinton), so too the Av-Gov Complex players are getting help from our news sources. This time they have gone international, to the well-respected Economist magazine. Sadly, Economist has produced a story loaded with utterly false and misleading content. The article is below, with footnote rebuttals by aiREFORM.com. And, links to other Posts and materials are included at the bottom of this Post.

We need to be done with these two terrible ideas. NextGen and ATC Privatization are wasteful deadends that offer no substantial solutions and in fact create larger problems (especially the privatization plan). They are being offered solely to feather the nests of the Av-Gov Complex players, and to further diminish accountability by U.S. aviation regulators and the ATC system.

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


See also: