Current Heatwave Too Hot: Causing Commercial Flight Cancellations

A pair of articles look at the start of Summer and the forecast heatwaves. The first article actually notes that the Bombardier CRJ may not safely operate above 118 degrees Fahrenheit; this common regional feeder, used by American, thus has to be grounded at their Phoenix hub.

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

Aviation is thoroughly dependent on fossil fuel consumption, and is the fastest way that each of us can contribute to record-level (and still growing) atmospheric CO2 concentrations. And, importantly, hubs greatly increase fuel consumption, because more passengers fly longer distances when transferring at hub airports not on the direct route of flight.

(click on image to view source)

Trump in 1988: “You’re going to be flying with something that is quality and good.”

It should come as no surprise that President Trump supports the disastrous ATC privatization proposal being pushed by Bill Shuster, A4A, and a few airlines. It’s a bad idea, all the way around. We have a hard enough time getting FAA to even listen to citizens; so, take away Congressional oversight of FAA and we’ll end up with the airlines running roughshod over any neighborhood that saves 5-seconds of flying time… even our oldest and most tranquil neighborhoods.

On the other hand, it may come as a surprise to many of us who were not paying attention 28-years ago, when Trump was in the airline business (see PDF copy of article, below). Way back in 1988 .. before Bush I was elected, before Clintons began to out-Reagan Reagan with neoliberalism, even 7-years before Bill Shuster’s dad Bud became chair of the same House Transportation Committee that Bill now chairs, …yes, the committee that wants us to privatize today.

In June 1989, Trump acquired the lucrative Eastern Shuttle, which had been the crown jewel for Eastern Air Lines. The shuttle offered hourly flights, focused on connecting Boston Logan [KBOS], LaGuardia, [KLGA], and Reagan National [KDCA] with a fleet of noise Boeing 727s. The renamed ‘Trump Shuttle’ did not last long and, today, these ‘shuttle’ legs remain a bread-and-butter profit-maker for American, Delta, and JetBlue, even while they increase the number of through-passengers (and thus flights AND neighborhood impacts), especially at LaGuardia.

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

According to Wikipedia, a syndicate of 22 banks provided a $380 Million loan. The banks took possession just 15-months later, in September 1990, when Trump defaulted on the loan.

It is almost as if Trump and FAA were born in the same litter. And here we are, 28-years later, and President Trump wants us to believe, ATC privatization will also be, “…something that is quality and good.”

Yeah…

…Right.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

See also:

“NextGen is a Catch-Phrase, Nothing More”

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

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

(click on image to view source Facebook post)

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

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

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

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


See also:

A Gatwick Missed Approach Reveals Why the Proposed U.S. ATC Privatization is a Big Fail

Summer is upon us, and Yanks love to fly on distant vacations, oblivious to the enormous carbon cost associated with that privilege. Shall we take a quick trip to Europe? Maybe lunch in London and zip back to LA for dinner?

We could fly through Gatwick. Or, maybe, let’s not. A recent tweet, with a very telling graphic, suggests Gatwick is a bad idea:

EasyJet 8222, from Valencia to Gatwick on 6/9/2017. Weather was not the issue: it was near perfect that day. On the first pass, the flight went around after descending to approx. 900-ft. This missed approach appears to have been caused solely by NATS’ refusal to properly manage capacity; i.e., too many arrivals in too small a time window. (click on image to view source Tweet)

It turns out, if you study the arrivals to Gatwick, you learn an awful lot, including:

  1. that lots of privatization has happened in the UK, both to the ATC system, and to the airports … and it is broadly failing to deliver promised ‘benefits’ used to sell the privatization scheme;
  2. that the UK ATC system, NATS, is grossly inefficient on Gatwick arrivals, even 25-years after it was privatized in 1992;
  3. that FAA’s NextGen and Europe’s SESAR (the satellite-based ATC automation systems being oversold on both sides of the Atlantic) are both very similar, in how they intensify impacts while accommodating airline profits.

Here’s a PDF compilation of the ten arrivals to Gatwick, preceding the eventual landing of EasyJet 8222. The inefficiencies are astounding. Notice that for all flights, the bulk of the trip is very direct, but the compression for landing at Gatwick is being managed by holding stacks and other arrival delays, all controlled by ATC. This is precisely the same pattern we see in the U.S. At the key hub airports, where FAA refuses to manage capacity while accommodating airline desires to schedule far too many flights, FAA imposes both enroute delays and lots of delay turns to arrivals. This is the case at all the worst NextGen-impacted airports: Boston [KBOS], LaGuardia [KLGA], Kennedy [KJFK],  Baltimore-Washington [KBWI], Reagan-National [KDCA], Charlotte [KCLT], Chicago O’Hare [KORD], Phoenix [KPHX], Seattle [KSEA], and San Francisco [KSFO].

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

Why is Gatwick Such an Inefficient Mess?

Gatwick [EGKK] is the second-busiest commercial passenger airport in the UK, after London Heathrow [EGLL]. Both of these airports are infamous for the enormous noise and air pollutant impacts they place upon residential communities – not just near the runways, but far away as well. Just like with FAA’s NextGen, arrivals are dumped low, slow, and loud, and circuitous delay patterns (like the Arc of Doom) are flown, maximizing impacts.

A key feature of Gatwick is that, although it has two parallel runways, a local environmental agreement disallows use of both runways at the same time; i.e., the main runway (08R/26L) is to be used alone, and the backup runway (08L/26R) is only to be used when the main runway is out of service (for maintenance, etc.).

So, with Gatwick, we have a classic example of limited runway capacity but no thoughtful constraints to ensure profit-seeking airlines do not schedule too many flights. And, every one of these arrival delays stands a high probability of triggering delays on all subsequent flights using the delayed aircraft, for the remainder of the day. In other words, if NATS would address the Gatwick arrival compression issue, they would make huge progress in reducing flight delays across the UK.

What Causes Missed Approaches & Go-Arounds, and are They Problematic?

In a well-managed air traffic world, missed approaches and go-arounds are very rare. Flight crews and ATC both hate go-arounds, as they are a LOT more work. And, they can be dangerous; i.e., in a system built around repetitive and predictable processes, sudden changes inject a lot of risk.

These should not be happening as often as they do for Gatwick. They would not happen there, too, if NATS would impose restrictions against excessive flight scheduling.

Will the U.S. ATC Privatization Proposal Do Better?

Probably not. Given what we have seen so far, in FAA’s fraudulent sales pitches, the botched implementation, and the growing and unresolved impacts, etc., there is a near absolute certainty that privatization of U.S. ATC would be an unmitigated disaster. No efficiency improvements. No cost savings. Reduced transparency. No accountability. Just one more sell-out to industry money, to enable the few airlines and others to do whatever the hell they want.

Just say ‘NO!’ to ATC Privatization: this is Corporatocracy run amok.

A Closer Look at Massport’s Latest News Release

Here’s a good example of a typical news release by an airport authority: long on emphasizing ‘positives’, while totally ignoring impacts and other ‘negatives’.

Due to a runway closure for maintenance work, some residents in Randolph, Quincy, Milton, and Dorchester have seen a few weeks of temporary relief from the NextGen-related approaches to runways 4L and 4R. Their short reprieve will end soon. Of course, at any hub airport, where one or two airlines schedule lots of extra flights to sort out passengers who never even leave the terminal (as do JetBlue and American, the two main airlines hubbing at Logan), relief for one community becomes intensified hell for another community; the too-many-flights just get shifted elsewhere. See this local news article about Medford, Somerville, and Malden.

The airport authority for Boston Logan [KBOS] is Massport. They sent out an email, updating everyone (see archived PDF copy, below). Reading this as an impacted citizen, you may have these thoughts/questions:

  1. Tom Glynn declares, “Safety is Massport’s top priority,” but is this just a platitude/mantra? Would reducing the hourly operations level enhance safety, while also potentially eliminating all flight delays?
  2. Glynn also states, “We appreciate the patience of our neighboring communities and the travelling public as flight patterns have changed….” Would a reduced flight schedule not only improve safety and reduce delays, but also bring relief to the thousands impacted by repetitive flights that are low and slow and loud?
  3. The projects are called routine and essential for safety. Again, is safety enhanced by managing capacity, such as by imposing restrictions on hourly arrivals that ensure all arrivals are as direct as possible via routes critically designed to minimize community impacts?
  4. A portion of the project is to replace a wooden pier with a concrete pier that is designed to last 75 years. But, will the airport face closure even sooner, due to global sea-rise?

This last point deserves some elaboration. All KBOS runways are close to mean sea level (MSL), with lowest points ranging from 14-feet to 19-feet above MSL. Atmospheric CO2 is increasing at rates that are astonishing, when compared with billions of years of Earth geological history. Polar ice is disappearing (feeding more water into the oceans and atmosphere), oceans are warming (thus the water is expanding), and storms are getting stronger (accelerating erosion, especially at locations that are built on old landfills and estuaries, like Logan). All of this climate change is a result of excessive fossil fuel consumption (our insane carbon addiction, as a society, intensifying after WWII), and aviation remains the fastest way to consume fossil fuels … often for arbitrary purposes, such as air vacations and air freight. So, if FAA and airport authorities continue to refuse to manage airport capacity, their failure enhances the aviation impact on climate change.

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

Newsday’s Editorial Board is All Wrong on Privatizing ATC

In an editorial opinion, Newsday‘s Editorial Board is helping to push the illusion that privatizing ATC will help. They are all wrong.

Newsday is a daily paper on Long Island. They have been at the epicenter of impacts from two major U.S. airports: Kennedy [KJFK] and LaGuardia [KLGA]. Newsday has published plenty of citizen letters to the editor, expressing concerns about how FAA and NextGen are impacting their neighborhoods. Newsday reporters have also done a lot of groundwork, talking to people and writing up articles.

But, apparently, the top people who run the daily news show at Newsday are aligned with the money that buys ad space, so they tweak the news to help steer readers toward supporting bad ideas, like ATC privatization.

How far do they go to manipulate us? Well, here’s a screencap of two comments to a Facebook Post about this latest Newsday article:

(click on image to view source at Facebook)

Here’s an airchived copy of the Editorial Board opinion, with aiREFORM rebuttal footnotes:

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

Trump, Climate Change, and ATC Privatization

It was not surprising to see President Trump pull out of the Paris Agreement last week. Nor was it surprising to see how he bumbled his way through the process. This is the stuff that inspires confidence in U.S. leadership (NOT!!).

The analysis done by John Oliver is brilliant. Here is an embed of the video. He does quite a bit to explain the carbon dioxide issue, the Paris Agreement, and what is so boneheaded about what our president just did. Check it out.

Now, that was last week. What’s in store for this week? Though Comey is set to testify later in the week, we are all supposed to be watching Trump and airline CEOs ‘trumpet’ the virtues of privatizing ATC. Great idea, no? I mean, just go ahead and let the airlines dominate ATC and what could possibly go wrong?

  • Would we do better to ensure airport hub expansions are balanced with residential quality of life and health concerns? NO
  • Will local communities become more empowered to ensure their local airport best serves the needs of their local residents? NO
  • Will the airlines allow an aviation carbon-tax to follow, so that aviation’s growing contribution to the climate change problem becomes moderated? NO
  • Will airline industry CEOs take advantage of their increased power to rent-seek, sucking more money out of passengers to spend on their pet projects? YES

Nothing will happen that diminishes industry profits. Oligarchy/Corporatocracy is our stark reality today. Trump and his buddies have money to make; to hell with the future planet our grandchildren inherit.

FAA Forms Workgroups to solve their ‘People Problems’

FAA has a problem, and like any over-matured and sclerotic agency, they have their solutions. Not clean solutions that actually FIX THE PROBLEM, but dirty solutions to serve the agency/industry interests while disempowering people.

FAA’s failing NextGen implementations are destroying long-established residential communities across the nation. People are standing up, speaking louder and louder, and connecting and organizing. So, how does FAA propose to deal with this problem?

Form workgroups.

Just to be clear, the ‘problem’ FAA wants to ‘deal with’ is not the NextGen failures but the PEOPLE who are organizing. If their message gains traction, the People might actually get a few in Congress off their butts, demanding (and I mean REALLY DEMANDING!) that FAA fix this mess. The right steps are obvious:

  • demand Huerta step down (he has disserved the larger Public under two administrations, and is clearly just an industry hack);
  • revert the problematic NextGen implementations to pre-NextGen routes;
  • legislate a robust local democratic voice so that local citizens are able to decide what curfews and operational restrictions are needed to best serve their local community (i.e., the airport should be THEIR LOCAL AIRPORT, not a fortress for a major airline);
  • legislate reforms that disincentivize hubbing, so the airlines will instead offer more direct routes and a better/fairer distribution of airport impacts, equitably using hundreds and thousands of under-utilized airports instead of just a dozen evolving superHubs.

Why does FAA like to form workgroups? Simply because they are ‘manageable’. Each workgroup first creates an illusion of citizen involvement. But, the membership consistently includes industry ‘stakeholders’, who dutifully steer the work process – and infuse delays when the work product is going in the wrong direction. Plus, even the most ardent and effective aviation impact activists are human, thus susceptible to feeling a lot more accepting of the impacts because they are now an elite citizen representative.

Here’s an example of a new workgroup related to Baltimore [KBWI]. They appear to be very well focused on fixing the problems, but are running into an intransigent FAA. The Facebook group, Save Milton Skies, shared a link to this article, which is archived below. Rebuttal comments have been added by aiREFORM. It is a good article, overall, though it again demonstrates how FAA’s salespitch elements are readily incorporated into the final news article.

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

See also: