Wall Street Journal Passing On FAA’s ‘Fake News’ About NextGen

FAA and other industry players have been using some incredibly phony sales pitches for well over a decade now, in their coordinated effort to sell NextGen as ‘transformational’. One of those false pitch points is the claim that NextGen will do away with commercial flights flying zig-zag routes across the nation, from one electronic navaid to the next. Readers are led to believe that today’s air navigation is constrained by these locations, and a lot of people get fooled, simply because the vast majority of us are not trained and employed in a way that would cause us to know better. Well, today’s air navigation is NOT constrained that way, and frankly has not been so constrained for many decades. Even as early as the 1970s, entire airline fleets were configured for direct navigation using inertial navigation systems, followed by many new and improved systems including Omega, Loran, GPS, etc.

It’s a fact, and an embarrassment on FAA, that for each of the airspace redesigns in recent years, FAA and contractors have created thousands of pages of slick documentation… and every documentation package, for each airspace redesign, has at least one copy of this image (or a close variation):

The graphic clearly implies that ‘current’ navigation is via zigzags over navaids. All you have to do is study actual flight routes, at a website like Flightaware. Everyday, multiple websites upload data for tens of thousands of U.S. commercial flights; for each of those days, you could spend a week or longer reviewing every individual flight history, and chances are you would NOT find even one flight wasting time and energy on navaid-to-navaid zigzags.

So, it looks like all that propaganda is now taking a big victim: even the esteemed Wall Street Journal now believes we need NextGen to advance us past airplanes that ‘bounce from one radio point to the next…’!

Check out their March 22nd opinion piece, archived below with aiR footnotes added:

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


See also:

MHFC: Technology and Design Achieve Nothing When Too Many Flights are Scheduled

An incredible airshow: Michael Huerta’s Flying Circus.

20160408.. Michael Huerta's Flying CircusIn service to the airlines, FAA has carefully worked to bypass environmental review procedures while also embarking on a scheme to abandon wholesale decades worth of noise mitigation procedures. In their effort to increase ‘throughput’, turns are being made lower and closer to the airports, for both departures and arrivals. This would reduce fuel consumption by a small amount, but the savings are routinely more than lost when excessive airline scheduling necessitates that ATC must issue delay turns (even entire delay loops) during the enroute/cruise portion of the flight.

It is really a circus. Controllers work harder, and pilots also work harder. Airline profits tweak slightly higher while many airports downsize and more flights become concentrated into a handful of superHubs. More delays are incurred, and repetitive-noise-pattern impacts increasingly damage neighborhoods that previously had no aviation noise issues. And what do FAA regulators do about it? Nothing. They just retire, take their pension, and sign up to work for the industry and as lobbyists.

An SFO arrival from Puerto Vallarta, on January 9th.

This Analysis looks at how NextGen fails at one of the few emerging superHubs: San Francisco [KSFO]. Here’s a screencap showing extensive delays ATC issued to an Alaska Boeing 737, during a January 9th evening arrival. Take a close look and you’ll see: the flight crew was issued vectors to fly a large box, then a smaller loop, then sent northwest for further descent and sequencing back into the arrival flow near Palo Alto.

Altitudes have been added to this graphic, so you can better estimate the impacts upon residents below, especially while ATC was routing the flight at the lower altitudes, from Pescadero to Portola Valley to Palo Alto and on to the landing.

An SFO arrival from Puerto Vallarta, on 3/10/17.

This is the type of inefficient maneuvering that happens everyday. Massive backups can be triggered by incidents that cause temporary runway closures or weather problems, but most of the time, these inefficiencies happen when too many flights are scheduled too close together, all because FAA refuses to properly manage arrival rates.

On days when there are not too many arrivals, this same flight normally looks like the example to the left: a direct route and a steady rate of descent, from Santa Cruz to where they turn final at the Bay, just west of the Dumbarton Bridge. This type of efficiency can become a reliable norm, but only if FAA goes one step further and imposes programs to stop airlines from exceeding workable airport arrival rates. Sadly, under NextGen, FAA is doing precisely the opposite: giving the airlines the sun and the moon, and all the stars if they have to, so long as the airlines will not oppose the expensive boondoggle that NextGen is. FAA wants Congress to throw more money at the agency, and that won’t happen, unless all the Av-Gov players ‘collaborate’ and act unified behind the NextGen fraud.

Working to Solve the Problems Created by NextGen

There is a new Chair for the Congressional Quiet Skies Caucus, actually two: Representatives Tom Souzzi (pronounced “swah’-zee”) and Eleanor Holmes-Norton were elected as co-chairs, to replace Representative Grace Meng.

Both Souzzi and Meng are from the NYC area, serving Queens and Nassau County. This is where the Caucus originated in 2014, primarily to address NextGen impacts. Essentially, health and quality of life are being destroyed in dozens of suburban neighborhoods, under arrival and departure paths for both LaGuardia [KLGA] and Kennedy [KJFK] airports.

Representative Souzzi spoke during Members’ Day, to the House Committee on Appropriations Transportation, Housing and Urban Development Subcommittee. Here is a link to the start of his statement, which presents many of the concerns of his impacted constituency. The statement is very thorough (click here to view a PDF of the prepared statement). In less than 6-minutes, he offers the following key takeaways:

  1. the impacts are national
  2. FAA and airport authorities routinely dismiss concerns without due consideration
  3. FAA is failing to recognize that this is an objective problem harming human health
  4. health studies are needed to compel action by FAA

Impacted residents asked aiReform to prepare an analysis, to help sharpen the focus on what the NextGen issues are and how they can be fixed. After a lot of discussion and review, the following document was created:

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


See also:
  • NATCA’s Position on NGATS-NextGen –  (9/8/2005) the position by NATCA, stated by Doug Fralick at a conference: “…the real limiting factors are runway capacity and weather, no fancy en route automation system is going to change that fact.” Note that he refers to NGATS, not NextGen, as this marketing term had not yet been created.
  • 2005 Annual Performance Report – (March 2006) the first appearance of the brandname ‘NextGen’, in a glossy annual report for 2005, pitching great progress by the air traffic organization (ATO). Note that both FAA Administrator Blakey and ATO COO Chew prominently push the ‘NextGen’ moniker in their letters. Note also that many technical advances are claimed, yet Shuster, A4A, and complicit media hacks are all routinely pressing the idea FAA is using technology from World War II.
  • DoT-IG-Dobbs report to a Congressional committee, hearing re NextGen – (July 25, 2006) this DoT-IG report assesses NGATS but makes no reference to ‘NextGen’. Evidently, although Blakey and ATO started pushing the NextGen brandname in March, as long as four months later other entities such as the Inspector General had not yet adopted the term.
  • AIRR: Going Nowhere (while Shuster schleps in Florida!) – (2/24/2016) aiReform Post, at the end of the last big push for ATC privatization and accelerated NextGen funding
  • FAA’s Refusal to Manage Airport Capacity – (1/7/2017) aiReform Post offering a closer analysis

NYU Journalism projects, with video

Here’s a video and two NYU journalism projects about the impacts caused by LaGuardia [KLGA] air traffic.

By far, the worst impacts by KLGA flights are in the Flushing area, where residents endure repetitive noise and air pollution for arrivals to Runway 31 and departures off Runway 13. The impacts at Jackson Heights happen mostly when wind conditions cause ATC to use Runway 4 for arrivals or Runway 22 for departures. Although this configuration is relatively rare, the impacts are still quite significant, as evidenced by the video and articles.

At the root of the KLGA impacts is the fact that FAA refuses to manage capacity. Quite the opposite, FAA is promoting NextGen to help the airlines maximize ‘runway throughput’, seeking ever-higher flow rates of arrivals (or departures) per hour. The airlines are all for this, as it helps them increase corporate profits. The downside, though, is the airlines are increasingly doing this with banks of near-simultaneous arrivals that allow for passengers to use LaGuardia not as a destination but as a transfer point. More flights and more through-passengers translates to more pollution and more congestion, reducing quality of life and threatening health.

Click on the images below for a scrollable view; the files may be downloaded at these links:

Genesis and the Story of the SERFR Arrival (according to FAA)

…But the Community continued to cry out in ever greater numbers.

And their complaints numbered in the thousands,

and then tens of thousands,

and then hundreds of thousands.

***

Crying out in a loud voice they said
Oh Lord, remove this plague of noise and pollution from above our heads.”
And the FAA said:
“For sooth. This has not happened before within our short memories. Why did the communities never before complain?”
And the Air Traffic Control angels replied saying:
Verily, the number of aircraft popping out of our bottom in ancient times were few. But now the number doth wax greatly.

A brilliant and humorous analysis of how FAA failed to serve the people impacted by NextGen arrival changes, feeding San Francisco [KSFO] from the south. The technical details presented in this are also impressive, and quite informative for anyone burdened with the health and quality-of-life costs imposed by FAA’s worsening NextGen implementation debacle.

Great work is being done by some very talented people at Sky Posse Los Altos.

Created by Ron Rohde, with Sky Posse Los Altos. Click on the image below for a scrollable view; the PDF file may be downloaded.

Aviation Impact Activism Documentary: ‘Destination East Boston’

This is an excellent documentary covering five decades worth of airport expansion impacts on Boston residents, even back into the 1960s. Somebody who knows this history more intimately, perhaps an East Boston resident, needs to write up a chronology about this history.

If someone takes on this project, aiREFORM will offer support, helping to create a webpage that includes maps, photos, links and more to share this story.

Destination: East Boston from Lucas La Battaglia on Vimeo.

The film appears to be connected to Airport Impact Relief, Inc., a nonprofit.

Timeline (subjects & appearances) in the film:

  • (1:24) – Mary Ellen Welch
  • (2:18) – Chris Marchi
  • (3:14) – Wood Island Park
  • (3:28) – Anna DeFronzo
  • (4:16) – Rich Gavegnano
  • (6:06) – Frederick Salvucci
  • (7:20) – Father Corrigan
  • (7:30) – SEP 1968, residents follow the example set in the 1960s civil rights marches. They realize that letters and attending airport meetings was not changing the airport growth ambitions; so, they began to protest more actively, blocking construction trucks.
  • (16:07) – Brian Gannon
  • (17:21) – Gail Miller
  • (20:16) – Wig Zamore
  • (21:28) – Sumner Tunnel & Callahan Tunnel
  • (23:13) – “It’s really frustrating … they really have a hold of our neighborhood, our community, in such a way that you can’t really challenge them….”
  • (23:35) – Father Sallese
  • (24:27) – Frank Sargent
  • (26:46) – Luz Heredia, her two children have asthma
  • (36:57) –  an example of the propaganda machine in East Boston
THANKS!Facebook post by Jana Chamoff Goldenberg.

Please Standby While this Airplane Passes Over

Humanity has achieved good and bad. Our buildings often suggest our best progress, though we have been known to destroy them in wars.

NightVision, by Luke Shepard

Watch this short video and notice how you are allowed to focus, even disappear, into the time-lapse images and the music. The video is not interrupted by needless noise and distraction. It’s technologically impressive, honoring humanity.

Now, here’s a question: would the glorious achievements presented herein be diminished, if we had to pause our tour of these achievements, while planes passed over, one after another after another?
Can aviation be brought back to balance, to serve people first and money last?

Heathrow Airport Pays Guardian to Create ‘News Content’

20170110scp-about-explanation-of-paid-content-produced-by-guardian-labs-theguardian-comOne of the more disgusting details from the U.S. elections this past year was seeing the death of the journalism profession. We learned how the mainstream media no longer does hard research, no longer asks tough questions, but instead exists only to collect money for delivering spin and propaganda services. Not just for companies, but also for political parties. Evidently, propaganda going mainstream is a problem in the UK, too.

Here’s a copy of a tweet by BackOffHeathrow, a longstanding and vocal opponent of Heathrow airport expansion. Just like is happening under NextGen routes near a few major U.S. airports, the people who live east and west of Heathrow’s two runways are having their homes and lives destroyed. Same impacts, too: stress and distraction by repetitive noise interruptions, and compromised health due to elevated air pollutants and chronic sleep loss.

egll-20170110at0853scp-example-of-guardian-com-content-paid-for-by-heathrow-tweet-by-backoffheathrow

(click on image to view archived copy of this ‘paid content’)

Why so much misery and destruction? Primarily to accommodate air travel by airline passengers from North America, Asia, and Europe. Many people use Heathrow as an entry-exit point for Europe; many of them pass through Heathrow because the major airlines decided decades ago that they would use this piece of land for sorting their passengers and maximizing their company profits. By far, the biggest airline at Heathrow is British Airways (BAW, Speedbird). Airline profits are improving, while resident quality of life is steadily declining. No wonder so many people are fighting so hard to stop a third runway at Heathrow.

The Airport Paid For This (with your money)…

Notice who paid for this item that looks like a ‘news article’, which is one of a series of ‘paid content’ by the Guardian Labs team. Yes, Heathrow, the airport authority. Where do they get money to buy these services? From the passengers who fly through Heathrow. The airport authority, just like the regulator, can skim money off of the process, and evidently has no accountability or restrictions to preempt using that money beyond what is needed to operate the airport. In this example, they use that money to promote the airport’s expansion, and in opposition to the anti-expansion efforts by impacted airport neighbors seeking sleep and other relief. They use that money to create paid content, aka ‘Fake News’.

…And it is Nothing but Spin and Propaganda

This is a full-fledged program. On the upper left of the webpage it says, ‘Heathrow sustainable mobility zone’. Click on this and it opens up a whole new webpage with many more ‘articles’.

Take a close look at the article title: ‘How Air Traffic Controllers are Helping Clean Up Aviation Emissions’. The spin implies new technologies are being used to reduce the environmental impacts of aviation. It is spin partly because the methods listed in the ‘article’ for reducing impacts are nothing new … techniques and technologies that have already been used for decades. But, more critically, the spin flies right past the real elephant in the room: that for each of us, when it comes to generating CO2, hours spent travelling as a commercial air passenger are the worst hours in our life. Frankly, the only way for one individual to do more damage to the atmosphere, more quickly, is either to take up a new hobby setting arson fires, or have too much money to blow and start zipping about in your own private jet.

Obviously, if the aviation stakeholders here (the regulators and airport authorities and airlines) REALLY wanted to reduce aviation emissions, they would do five things:

  1. the regulator would reduce Heathrow arrival rates, and the airlines would agree to alter their schedules accordingly, so that the four holding stacks for Heathrow arrivals, as discussed in the ‘article’,  would never even be needed again;
  2. they would get the airlines to do a much better job filling the seats on their flights (the passenger load factor for British Airways, is barely above 80%, an absurdly low rate of seat occupancy that greatly increases the per passenger carbon emissions);
  3. they would agree to impose uniform fees that disincentivize use of Heathrow as a hub airport, while also encouraging airlines to fly a larger percentage of their passengers on nonstop-direct flights to their final destinations (for example, impose a steep fee for flying through, or impose fees that are directly proportional to the itinerary distance flown);
  4. they would advocate for imposition of a heavy aviation carbon tax (which should also replace most other aviation fees and taxes) so as to disincentivize hub connections that are not efficiently located along the direct route of flight; and,
  5. they would immediately abandon the third runway at Heathrow — this additional runway, and the industry that profits from it, are just further bad investment to accelerate the fossil fuel destruction of our planet.

EPA’s Online Resources

20170108scp-epa-regions

(map and table, showing EPA’s ten administrative regions)

The U.S. Environmental Protection Agency (EPA) was created in 1970 “…for the purpose of protecting human health and the environment by writing and enforcing regulations based on laws passed by Congress.”

The effectiveness of EPA has been questioned by practically everyone; pro-commerce types swear EPA is too onerous, while pro-environment types insist EPA consistently falls short in protecting the environment.

Back in 1970, the year of the first ‘Earth Day’, our Congress was as constructively focused on environmental issues as they have ever been. Sadly, most Congress’s since have served commerce far ahead of people, passing laws, bending rules, and granting targeted exemptions that always further undermine EPA. This includes in the area of aviation impacts. Congress has consistently redistributed authority away from EPA and into FAA, on critical environmental matters including aviation noise and leaded aviation fuel. And, Congress has also consistently federalized authority; they’d rather strip local officials of their basic rights to run their local airports to serve the needs of their local community, and instead give that authority to faceless and unaccountable FAA bureaucrats.

A regulatory agency can be constrained by laws, but the most fundamental power is in information. Thus, even a defanged EPA can empower people, so that each individual can understand environmental impacts and effectively advocate for their family, to protect their environment. EPA can serve us – and they do, with work such as their ‘Citizen Science for Environmental Protection’ Program (selected content copied and archived here). But, and especially in the present political landscape, it is UP TO EACH OF US to do the work beyond the data: we have to take that data, formulate the message, and advocate the change.

So, for example, we can look at reports such as this one, showing diminished air quality and other impacts in the neighborhoods to the north of SeaTac Airport [KSEA]. We can also look at the December 2016 report done by the National Advisory Council for Environmental Policy & Technology, ‘Environmental Protection Belongs to the Public – A Vision for Citizen Science at EPA’.

Where Do We Go Now?

If we take away one lesson from the politics of 2016, it should be this: a Democracy is doomed to fail, where the people are not actively engaged in the decision-making process. We cannot expect to achieve the ideals we want and need as a nation (or as a small, local community), if people do not participate. We cannot be distracted; we cannot be lazy; we must guard against the manipulation of voting data and other forms of election fraud; and, we must not allow the selective disenfranchisement that is happening due to ‘the new Jim Crow’ discriminatory laws. Similarly, we cannot expect to benefit from the sound application of science where many of our elected leaders are collaborating with lobbyists seeking to discredit science; climate change denialism is a good example of this failure.

With that in mind, there is a glimmer of hope for the new administration. The GOP has championed de-federalization and expanded LOCAL authority in all matters. Thus, it is conceivable that we may be surprised; Trump, Ryan, McConnell and others may shrewdly use aviation as an example, demonstrating how to reduce bureaucracy, save money and localize control while de-federalizing the authorities that FAA has increasingly abused.

FAA’s Refusal to Manage Airport Capacity

Satellite-based (aka, NextGen) technologies have been in use for decades, and at most airports they have enabled minimization of distance flown and fuel burned. In fact, at the very few airports where NextGen is failing, the problem is not the technologies: it is too many flights, and FAA’s lazy refusal to impose more restrictive airport flow rates.

If you spend any time studying today’s routes and flight profiles for U.S. commercial passenger flights (and it is REALLY easy to do, with FlightAware, FlightRadar24, and other websites that present FAA’s ATC data), you will see that all flights are already capable of and actually flying optimized routes: long, direct flights from origin airport to destination airport, with smooth and continuous climbouts and descents. But, for a small handful of airports, you will also see that ATC ends up creating long conga lines of low, slow and loud arrivals (the Long Island Arc of Doom is the classic example) … simply because there are too many flights arriving in too small a time window.

The root problem is the hub system, and FAA’s policy of enabling undisciplined hub scheduling by the dominant airline. FAA does this to maximize a theoretical number called ‘runway throughput’, and thus to help the airlines to maximize their profits. In simplest terms, a hub airline can tweak their profits upward a percentage point or two, if they can process say a dozen simultaneous arrivals, sorting the passengers quickly between gates, then send all those flights outbound at exactly the same moment.

Obviously, this is only theoretically possible. Because of limited runway capacity, each arrival and each departure needs roughly a one-minute window where the runway is theirs alone, so the scheduled ‘banks’ of a dozen ‘simultaneous arrivals’ and ‘simultaneous departures’ get spread out over two 12-20 minute windows. To safely handle the arrival banks, ATC has to level off the arrivals and extend the arrival pattern to long final legs, spacing the flights at roughly one-minute intervals; to process the departure banks, ATC issues immediate turns on departure (with terrible impacts in places like Phoenix), so that takeoff clearances can be issued in rapid succession.

The reality that FAA and Bill Shuster refuse to accept is this: runway capacity is limited, and we can pretend to be creating new technological solutions, but so long as there are only so many arrivals that a key hub airport can handle per hour, it is folly for FAA to let hub airlines schedule in excess. It only guarantees delays, which then cascade into other airports that otherwise would never see delays. Also, it is important to note that hourly flow rates do not address the problem. Delays happen every time, when just two arrivals aim to use one runway at the same minute. So, if FAA is to work with the airlines to design delay-free arrivals, the schedule needs to look at small time increments, even how many arrivals every 5-minutes. Fortunately, this finer data granularity is easily studied with todays digital processing capabilities.

The solution is obvious: we need Congress to change the laws, so as to disincentivize excessive hub scheduling; and, we need FAA to aggressively restrict airport flow rates at key delay-plagued hub airports, so that the conga lines never need to happen.

An Example: Seattle Arrivals

Here’s an example of what happens at an airport, when just one more flight creates enough traffic, to necessitate ATC stretching the arrival pattern. Seattle is a great example, because it is a major hub airport but [KSEA] is far from other major airports, thus flight patterns are not made more complicated by airport proximity issues. The dominant airline is Alaska (including its feeder, Horizon), but Delta began aggressive hub growth in 2012. The airport has triple-parallel north-south runways; a south flow is by far the dominant airport flow configuration. Whenever ATC has enough arrivals to reduce spacing to less than two minutes apart, the arrivals are extended downwind, turning base abeam Ballard (12nm), abeam Northgate Mall (14nm), abeam Edmonds (20nm), or even further north (see this graphic that shows distances on final from the runway approach ends).

The scrollable PDF below has sample arrivals on December 29th, with altitudes added to the screencaps, to illustrate level-offs and descent profiles. Five sample arrivals are included:

  • Horizon #2052 vs Horizon #2162 vs Horizon #2405: all are Dash-8s, from KPDX. Horizon #2052 has no traffic and is able to use the preferred noise abatement arrival route over Elliott Bay; the other two flights both have to extend to well north of Green Lake, including a long level-off at 4,000ft.
  • Alaska #449 vs Alaska #479: both are from KLAX. Alaska #449 has no traffic and is able to use the preferred noise abatement arrival route over Elliott Bay; Alaska #479 has to extend to well north of Green Lake, including a long level-off at 3,800ft, starting to the west of Alki Point.
Click on the image below for a scrollable view; the PDF file may be downloaded.


UPDATE, 01/17/2017 — further details and graphic added, re distances on final for KSEA south flow.