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:

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?

[KLMO]: Shifting the Model

Citizens for Quiet Skies, in Longmont, CO, has fought heroically to bring balance and moderation to the skydiving noise impact by Mile Hi, at Vance Brand Airport [KLMO]. The group took their concerns to the state courts, and then took it further to an appeal. In the process, CFQS has helped to illuminate yet one more reason that aviation impacts are out of control: the court systems (just like the faux-regulators) are biased towards accommodating commerce, and too quick to defer to FAA and federal authority.

I ran into this quote by R. Buckminster Fuller:

“You never change the existing reality by fighting it. Instead, create a new model that makes the old one obsolete.”

He makes a good point. When you study aviation impacts, you see ample evidence that, no matter where it is (a skydiving issue in exurbia, an air tour issue at Grand Canyon, a NextGen impact near a major hub airport, and so forth), the present imbalance is carefully sustained – and even expanded – via the carefully coordinated use of propaganda tools. The Av-Gov Complex uses propaganda tools to frame the issues favorably for air commerce while also keeping the average person from seeing the relevant truths.

Led by lobbyists and with ample faux-regulatory cover provided by FAA, the Av-Gov Complex created the present model, and they are being damned careful to control any efforts to change that model. But, facts and truths are problematic to those who are corrupt and self-serving; if we persist, as Kim and others have in Longmont, eventually we can shift the model and restore the balance. The noise impacts are real and problematic, just as the aviation operator profits are real and narrowly focused; but we can change the model to include other important factors, such as safety.

Shifting the Model to include SAFETY

One relevant truth about skydiving is this: skydive operators consciously choose to offset their climbs, so that the noise impact is not happening over the actual airport but instead is happening many miles from the airport. This decision shifts the noise impact onto people who may have no idea why, starting on a certain sunny day a few years ago, they now always hear lots of droning airplanes diminishing the best weather-days of the year.

There are safety consequences of this decision that are often overlooked. In particular, a skydiving plane doing repetitive climbs far from the airport drop zone poses a higher midair-collision hazard to other small planes passing through the airspace.

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VFR sectional centered on KLMO. The red circle has a 5 nautical mile radius. Many of the skydiving climbs happen outside this circle, to the south and west. (click on image to view sectional and other images at VFRmap.com)

In the Longmont example, FAA’s aeronautical charts include a symbol at KLMO to alert pilots that this is a skydiving airport … but, if the climbs are far from the airport, even the most safety-conscious pilot, passing through may not see the skydive plane until it is too late. And the edge of the Front Range is a heavily-flown airspace for small planes.

A proactive FAA would judiciously constrain the skydive operator on where they must conduct their climbs, flying within a clearly charted climb zone positioned over and adjacent to the charted drop zone. For example, they might require climbs within a 2-mile radius of the airport center, or the drop zone coordinates. If the weather was marginal within that defined climb zone, the operator would simply have to stay on the ground, which eliminates both safety risks and noise impacts. If the repetitive noise generated within the defined climb zone increases noise complaints to those near the airport and under that airspace, then FAA would have the hard data they need to further constrain the operator’s annual permit letter, imposing hour-limits per day, alternate days off, and other noise mitigation strategies.


See also:
  • 1/28/2017 – the next CFQS meeting, at 10AM at the Longmont Public Library (click here for further info)
  • 1/6/2017 – a recent OpEd in the Longmont TimesCall

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.

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(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.

One Table Shows the Reality of NextGen

Here’s some data to ponder as we start into a new year: a table, showing commercial operations at each of FAA’s OEP-35 airports, from 2007 onward.

Focus first on the pink column, three columns from the right edge; the airports are ranked in descending order, by the percent decline in annual operations, comparing 2015 with 2007.

Note that the largest declines, at Cincinnati [KCVG], Cleveland [KCLE], and Memphis [KMEM] are huge: down 61%, 53%, and 43% respectively. Note also, the declines are even larger when you compare Total Annual Operations in 2015 vs the various historic peak years for each OEP-35 airport, in the two columns on the far right; for these figures (which include general aviation and military operations data), all airports have declined, ranging from 74% to 2% and averaging 24%.

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

Three facts stand out from this table, and they all strongly contradict the sales pitches that FAA and industry have been collaborating on the past few years:

  1. Note the bright green line across the table. Just under it are five airports: Charlotte [KCLT], Reagan National [KDCA], Miami [KMIA], Seattle [KSEA] and San Francisco [KSFO]. These are the only five of the OEP-35 airports that recorded an increase in commercial operations from 2007 to 2015; i.e., 6 out of 7 OEP airports SLOWED substantially while the national population grew.
  2. The airport identifiers marked in a dark-red background color are the airports that in 2016 had extensive noise complaint histories (documented online, and in the mainstream media) related to route concentrations under NextGen. Routinely, FAA has imposed these routes without adequate public review, abusing the ‘categorical exclusion’ process. Numerous legal actions have resulted.
  3. For all OEP-35 airports combined, commercial operations have steadily declined 11% from 2007 to 2015, nearly every year. This is industry contraction. And furthermore, the vast majority of U.S. commercial airports peaked in the 1990s, some more than two decades ago!

WIth the new year, we’ll see a new adminstration and changes at FAA and DoT. Don’t be fooled by the impending onslaught of yet another round of propaganda. The U.S. NAS is operating at far below historic peaks and continuing to trend downward. Growth is rare, and limited to key airports where airlines are concentrating flights into superhubs that severely impact local quality of life. The only true beneficiaries of NextGen and ATC privatization are industry stakeholders (especially the airline CEOs, FAA officials, lobbyists, and manufacturers, plus a few elected officials), who will narrowly share the profits while completely ignoring the larger environmental costs.

We don’t need oversold technology fixes pitching RNAV and RNP solutions that have been used for decades; technologies that could and would serve us all beautifully, if FAA would assert its authority with balance, and manage capacity at the largest U.S. hub airports. We need airports to serve communities while being truly environmentally responsible. And for that to happen, we need a new era of transparency and accountability at FAA. We need reform.

‘NextGen Fixes’ Tend to be Slow, and Tend to Serve to Advance the Propaganda

Thankfully, some progress has been seen for the [NextGen impact case] at [KSFO], but the repetitive noise impact problems persist nationwide, and in fact, appear to be worsening. In almost all cases, the rare ‘NextGen-fixes’ have three key elements:

  1. the NextGen-fixes further crystallize FAA’s ongoing delay tactics; i.e., just getting to the time when an announcement can be made with a new NextGen-fix eats up months and even years. Moreover, the declared ‘solution’ consistently contains absurdly long timelines for each subsequent goal or step.
  2. the NextGen-fixes tend to help the Public nowhere near as much as they serve FAA and the elected officials. The announcements make elected officials look like they are serving their constituents, thus bolstering their incumbency chances … even though these same officials could and should be far MORE aggressive in demanding performance and immediate corrective actions by FAA. And,
  3. the NextGen-fixes continue to sell NextGen as a solution, when in fact it is the problem. I.e., the news releases and other documents are constantly laced with keywords and quoted lines from FAA’s fraudulent NextGen salespitch.

Here’s a short (just over 1-minute) home-video showing and explaining the impacts FAA’s NextGen SERFR arrivals are having on residents between Santa Cruz and San Francisco.

20150720scp-t-rein-1m5s-video-to-save-our-skies-re-nextgen-impacts-scotts-valley

(click on image to view source video at Facebook)

[KLMO]: Oral Arguments Today, in the Colorado Court of Appeals

A classic example of the sacrifices commonly made by aviation impact activists is happening today, in a Denver courtroom. A single airport operator, Mile-Hi Skydiving, makes money by using their fleet of skydiving planes, outfitted to climb faster AND make more noise. So as not to annoy the actual near-airport residents, the planes are flown a few miles away and the climbs, which commonly drone on for 15- to 20-minutes, impact the residents below. The problem came many decades after the airport was built, coinciding with aircraft purchases and modifications by Mile-Hi owner Frank Casares.

As is nearly always the case, FAA is doing nothing to help resolve the problems. Indeed, doing the quite the opposite, FAA is enabling the operator (Mile-Hi) and ensuring these impacts will persist and even worsen. Just as they do at East Hampton, Santa Monica, Mora, and a dozen or so NextGen-induced noise canyons (e.g., [KLGA], [KPHX], [KCLT], [KSEA], [KBOS]), FAA is  obstructing every effort for meaningful LOCAL CONTROL of local airports. Somehow, we are supposed to suspend rational thinking and believe that, if the local City Council wanted to impose reasonable restrictions on the lease they have signed with Mile-Hi, it would compromise safety to have them execute quieter climbs or limit their operations to say a 6-hour block each day? Likewise, FAA (and the industry they protect from the Public!) expects us to believe this total capitulation to the profit-motives of a single skydiving operator is critical for our National Airspace System (NAS) integrity?

Bullshit. Shame on you, FAA et al, for continuing to obstruct reasonable attempts toward local resolution. Sleep, and the quality of our home environments, is important … far more necessary than your propping up the narrowly distributed profits of operators like Frank Casares. Let’s bring some balance back to these situations: more LOCAL control at our local airports.

Thank you, Kim, Citizens for Quiet Skies, and the others who have bravely spoken up to fix this local problem. Against a hostile local press, a corrupt and commerce-biased state court system, you fight on. And your battles help many others, from East Hampton to Santa Monica to Mora.

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

What Is an Example of an Appropriate TFR for a ‘Hazard’?

Recent news stories have chilled those of us who care about good governance, Democracy, and the critical need for a free Press. We have learned that, yet again, FAA is abusing its authority, imposing flight restrictions to shut down the Press, so they cannot obtain valuable imagery at the major environmental protest happening in eastern North Dakota. (click here to view a copy of the Cannonball, ND DAPL TFR

Readers may wonder about these TFR’s (Temporary Flight Restrictions): what are they, and what would be an appropriate TFR imposed by FAA?

Here’s an example, and not very far from North Dakota. One clearly appropriate TFR would be to protect aircraft from being hit by rocks during a large-scale surface blasting operation.20161205scp-mine-blasting-tfr-fdc-notam-6-5664-hibbing-taconite-mine-in-mn-for-20161207

Hibbing Taconite operates a massive strip mine in the Mesabi Range of Minnesota. They have operated the Hull–Rust–Mahoning Open Pit Iron Mine north of Hibbing since 1976, and online mining production data (which oddly ends in the early 1990s) shows that they shipped an average 8 million metric tons of taconite pellets during the timeframe 1987-1993. The Wikipedia page on ‘Mesabi Range’ says this is one of the world’s largest open pit iron ore mines.

An analysis of satellite imagery reveals that the mining process (documented in a series of screen captured satellite images in this scrollable PDF) is as follows:

  1. remove the vegetation and soil overburden (averaging 5 meters depth).
  2. set and detonate an array of charges over the area to be extracted.
  3. load the blasted ore layer into massive dump trucks and haul it to the processing plant, where the ore is separated/cleaned. The ore is shipped for steel production; the byproduct (water, soil, and other materials) is flowed into a tailings pond, where the sediments settle out.
  4. when the supply of extractable ore begins to run out, repeat the process, blasting a new extraction area.

The latest blast area is within the eastern part of the pit, and is the subject of the TFR on 12/7/2016. During a one hour window, FAA is excluding flights, from using airspace within a 2-mile radius of the blast, at altitudes below approximately 2,500-ft above ground level. A temporary flight restriction seems quite appropriate, as there is a real hazard.

Contrast this with the DAPL protest near Cannonball, ND. There, FAA has AGAIN abused its authority to impose flight restrictions aimed NOT at safety, but at hampering the Press. This, clearly, is wrong.

FAA Again Caught Undermining The Peoples’ Access to News & Data

20161122-dapl-water-cannon-at-night-image

Water cannons at night, in North Dakota. Late November 2016. This is ‘the land of the free and the home of the brave’?

A major news story has been largely ignored by the mainstream media: the Dakota Access Pipeline (DAPL) protest in North Dakota. Nonetheless, stories and images are leaking to the world, and embarrassing our nation, not just for the excessively militarized brute force being used, but for the silent complicity of higher officials, all the way to the White House.

Lacking media coverage, people get creative to cover the story themselves, and drones are a very safe and efficient way to capture images, to share the story with the rest of the world. The response by local law enforcement has included shooting down the drones, which itself creates a substantial hazard to the protestors below. So, after a lot of delay, FAA over-asserts their authority to impose airspace restrictions.

Former NTSB member John Goglia offers some excellent inquiry with a recent Forbes news article (PDF copy below):

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

Goglia looks closely at a recent blogpost by Peter Sachs, at DroneLawJournal. He notes FAA was caught shutting down journalism two years ago, after Michael Brown was shot and killed on a Sunday by a cop in Ferguson, MO. But, there was yet another example in recent years, though slightly different, also under current FAA Administrator Michael Huerta. mayflower-spill-pic-replace-deadlinkRemember when another pipeline BURST and flooded the neighborhood streets of Mayflower, AR, and then proceeded to pollute a nearby fishing lake? Yup, same routine there, too. In April 2013, FAA not only issued airspace closures, but they actually had the audacity to delegate authority for that airspace to a pipeline employee! Here are links to three aiREFORM Posts:

FAA is grandiose (and dismissive to the rest of the world) when they declare they are all about safety and efficiency. That’s utter bullshit. Safety is taken care of by operators and manufacturers who, if they ignored safety, would get slaughtered by the legal system. And, efficiency is similarly an objective clearly in the best interest of operators to achieve. So, when you get down to the core of it, FAA’s TRUE ROLE has become nothing more than parasitism: they feed off the money that flows into aviation (hence, the aviation customers, we the people, are their parasitic host) so as to prop up FAA’s programs and the eventual pensions of those FAA employees.

When they stand in the way of a fundamental right, such as journalism covering a major news story, FAA serves corporate and ruling oligarchic interests, not we the people. A shrewd President would never allow this, and would demand the immediate retirement of an FAA Administrator with the pattern we see here: first Mayflower, then Ferguson, and now DAPL. This is not acceptable.