KSEA: ‘Fight the Flight 101’ Community Forum, Tonight

One of the only major U.S. airports growing right now serves the Seattle area, Sea-Tac [KSEA]. While most other U.S. airports remain flat or in decline, Sea-Tac is growing simply because Delta Airlines chose to build up a new hub there in 2012. Time will show other Delta hubs (KSLC, KMSP, KDTW) will diminish to feed the excess of flights to KSEA, where areas even 20-miles from the runway are now getting far more noise and pollutant impact.

Here is the announcement by Quiet Skies Puget Sound, a group of impacted residents who have had enough and are coming together, activating to fix this mess at Sea-Tac, pressing elected officials to serve, and FAA and other authorities to become transparent and accountable:

(click on image to view event announcement and learn more)

And, here are two slides from the conclusion of the aiREFORM presentation, to be given tonight at this community forum:

The problem is a broken and corrupted culture at FAA, enabling abuses upon people by money-interests in the aviation industry. This is a widespread problem, extending far beyond Sea-Tac’s impact zone. The entire aiREFORM presentation will be posted online in the near future.


Two Reports Look at Impacts by the Air Freight Industry

Here are copies of two reports done by Rose Bridger and published by AirportWatch. The reports look at the Air Freight industry and its impacts in the UK. Those impacted include not just residents and communities, but also the environment: destruction of wildlife habitat and degradation of our atmosphere. I.e, just as it is in the U.S. and around the world, the fossil fuel consumption for air freight is significant, and is contributing to record CO2 levels and accelerated climate change.

Click on either document below for a scrollable view; PDF copies of the Impact Report or Report Supplement may also be downloaded.

A significant portion of air freight is carried in the cargo holds of passenger airliners. Thus, airports such as London’s Heathrow see additional pressure to max out their schedules. Enmity between airport authorities and impacted residents is only intensified, when public monies are used to promote airport expansion.

(click on image to view related articles at AirportWatch)

A pro-airport billboard, altered by activists. (click on image to view related articles at AirportWatch)

Greenland Ice Facing an Early Melt Season (and new records)

An interesting article by the Danish Meteorological Institute (DMI), detailing this year’s extraordinarily warm arctic winter and accelerating Greenland melt rates.

20160412.. Unusually Early Greenland Melt (Danish Meteorological Institute, PolarPortal.dk)

(click on image to view article at polarportal.dk)

Given that the mainstream media (and the airlines and other industries that buy services from the media) continue to downplay and ignore these developments, here is a simple list of what this plausibly means re our planetary future:

  1. melting Greenland ice is creating a lens of cold fresh water, accumulating in the northern Atlantic; this is shunting the warm-water Gulf Stream, which backs up against the cold lens and is forced to dive under the cold fresh water.
  2. the result, in climate terms, is a developing configuration with an area of very warm water adjacent to an area of very cold water; this configuration tends to intensify weather patterns, creating a high frequency of weather events with stronger winds and larger rainfalls/flooding (sort of like turning up the heat under a tea kettle; water that had been warm but quiescent now starts to circulate and bubble).
  3. other climate change results include an intensified north-south flow of weather patterns that causes rapid temperature fluctuations from unseasonably warm to killing frosts; on a local level, this will potentially destroy trees and other perennial plants, while also reducing our ability to produce needed annual food crops.
  4. the ice melt from both Arctic and Antarctic regions will increase the volume of water in our oceans, which in turn will cause tens of meters of sea level rise; major cities (and airports) will be flooded, including: London, New York, Miami, Shanghai, Bangkok, Rome, Buenos Aires, and many more. Hundreds of millions of people will be displaced; extraordinary acreages of the most productive farmland will be lost.

The connection to aviation comes in these ways:

  • First, the evident root cause of this climate change is the collective (and excessive) consumption of fossil fuels by all of humanity.
  • Some forms of fossil fuel consumption are more necessary, while some are more discretionary. While heating homes and providing electricity are relatively ‘necessary’ across the globe, flying for business or pleasure is a very discretionary activity.
  • The per capita rate of fossil fuel consumption is not even close to level; while some populations consume almost no fossil fuels, other populations are ‘off the charts’ due to daily commutes, air travel, suburban sprawl, etc.
  • Aviation is extraordinarily dependent on fossil fuels, in that we are nowhere close to developing alternative energy sources that can efficiently power scheduled passenger or cargo flights.
  • there is no other common human activity that consumes fossil fuels – and generates CO2 and other pollutants – at a faster rate than does aviation. The per capita pollution rate is particularly intense for business jet (bizjet) operations. Instead of tax laws that incentivize acquisition and use of bizjets, we need tax laws that strongly disincentivize.
  • The conversion of farmlands from growing food to growing aviation biofuels is absurd, unjust, and ultimately undermines security across vast regions of the world.
  • The combustion of fossil fuels at higher altitudes is believed to create significant air pollutants, including soot that precipitates onto areas of polar ice, thus further accelerating ice melt and sea level rise.

See also:

No Fly Day on October 24th

In less than two weeks, No Fly Day happens. People across the nation are pledging to not fly, in protest of FAA NextGen implementations, which are causing severe aviation noise impacts at many of the major commercial passenger airports. FAA and the airlines and airport authorities are literally destroying neighborhoods and quality of life, inflicting a noise-cost upon hundreds of thousands of people so that the four largest airlines can add to their quarterly profits.

Here is an image of a flyer by one of the Boston-area airport noise groups, Boston West Fair Skies (BWFS). This group is well-organized; they created their own QR code (scannable square) to help people get to their website, and they are encouraging other groups to act fast on a Groupon for a 6′ by 2.5′ protest banner (ends on 10/14 at the end of 10/13). Also, please see two additional images with text summarizing the NoFlyDay.org goals, as well as the FAA’s failures that necessitated this protest.

20151024.. No Fly Day flyer, KBOS version (A.Poole, 10-12-2015)

20151024.. 'Reasons for the Protest' (NoFlyDay flyer content)

(click on image to read a timeline about FAA’s ongoing NextGen failures)

20151024.. '3 demands of FAA to Protect' (NoFlyDay flyer content)Learn more and sign the pledge: NoFlyDay.org

NOTE: individuals or groups interested in joining the protest, producing local materials, etc. are encouraged to contact NoFlyDay.org at: stopjetnoise@noflyday.org


Global Warming Denialism Is as Wrong as FAA’s NextGen

There is so much work to do, just trying to stay on top of FAA’s full frontal assault. Over the past three years, and under the guise of ‘safety and efficiency’, FAA has begun imposing NextGenHell and OAPMfraud, and thus destroying quality of life in residential neighborhoods across the nation. [NOTE, added 12/10/2016: FAA has frequently amended their webpages after issues have been raised in aiREFORM Posts; a copy of the FAA webpage connected to the ‘OAPMfraud’ link above is archived here.]

New Posts by aiREFORM will soon discuss the OAPMFraud issue, and will also cover impacts around Atlanta [KATL], the Bay Area [KSFO], Boston [BOS], Charlotte [KCLT], Chicago [KORD], Minneapolis [KMSP], Seattle [KSEA], and other emerging NextGenHell Impact Zones.

But other important news is happening, and it is quite related. For example, the rain events and deadly flooding, particularly in Texas, are indicative of what we can expect when we seed more intense weather by adding more water vapor (melted ice) and more energy (higher air temperatures, including enhanced solar energy absorption by much higher CO2 levels) to our changing atmosphere.

The Arctic Ice situation continues to worsen.

20150525.. NSIDC ArcticIce graph showing 5 days record low (w markups)

NSIDC Arctic Sea Ice Extent graph for 5/25/2015. Gray band is +/- 2SD’s off the mean value (solid black line). Dashed black line is 2012. Dark blue line is 2015. The year holding the record low value is labeled in orange, at bottom. Note that the current 2015 value is more than two standard deviations below the historical mean. (click on image to view current graph at NSIDC)

Ten days ago, an aiREFORM Post offered a pair of graphs showing low Arctic sea ice extent. The Post also noted that 2015 looks likely to set many new records. Well, we are now five days into a third new record this year.

Thus far in 2015, new low-records for Arctic Sea Ice Extent have been set from March 4th through March 22nd, April 4th through April 10th, and May 20th onward. And worse, not only is the sea ice extent plummeting, but weather and other conditions stand to keep it plummeting, maybe even accelerate it. For example, loss of white sea ice is replaced by dark open water, which tends to reflect less and absorb much more of the energy (thus, heating). This is an example of ‘positive feedback’ with negative climatological consequences.

Here are two ClimateReAnalyzer images, for May 26, 2015:20150526scp.. Arctic Sea Ice Extent and Air Temp Anomaly (ClimateReAnalyzer)

In both images, the North Pole is depicted by the crossing dashed lines (main meridians) centered and a third of the way down from the top. These modified satellite images are updated daily at their website (once you are at the website, note that the words listed to the left of the globe are all links to images; click on ‘Sea Ice & Snow‘ to view the left image, and click on ‘Temperature Anomaly‘ to view the right image).

The left image shows ‘Sea Ice Extent’. Open water is dark blue, 100% ice is solid white, and partial melt is in darker white shades. A thin cyan line marks the average sea ice extent for the years 1979-2000.

The right image shows ‘Temperature Anomaly’ for air temperature at 2-meter height above the surface. Colors grade toward warm extremes (brown) and cold extremes (blue). The anomaly values are relative to a baseline for temperatures during the 1979-2000 timeframe. The predominant brown shows that the Arctic Ocean is substantially warmed, with areas near the North Pole at 10-degrees+ Fahrenheit above normal.

It’s Global Warming, and it is Anthropogenic

These images, when compared with past Sea Ice Extent images, destroy the claims by those who deny Global Warming. 20150526scp.. Arctic Sea Ice Extent year 2000 gray(ClimateReAnalyzer)Here are two earlier images, for the same date in 2000 and in 2012.

The year 2000 was chosen because it most closely matches the ‘average 1979-2000’ graph (see the solid black line).

The year 2012 was chosen because it was the blockbuster year with the most records and the lowest readings during human history (see the dashed black line in the large graph near the top of this Post).20000526scp.. Arctic Sea Ice Extent (ClimateReAnalyzer)20120526scp.. Arctic Sea Ice Extent (ClimateReAnalyzer)

Look particularly at two map features: terrain snow cover, and open water. The terrain snow cover is a light gray overlay of brown land, and has clearly declined in Alaska, across northern Canada, and in the Rocky Mountains, from 2000 to 2012 to 2015. Likewise, the dark blue ‘open sea water’ has extended far northward, including:

  • the Bering Sea is now nearly ice free, and earlier melting in the Chukchi Sea north of the Bering Straits.
  • earlier open water in the lowest latitudes of the Beaufort Sea, around the MacKenzie River delta.
  • recession of the northern tips of both the Greenland Sea and the Barents Sea, north of Europe.
  • earlier meltoff of both Hudson Bay and Baffin Bay.

See also:

2015: A Record Year for Arctic Ice Melt?

The two graphs below are produced by the National Snow and Ice Data Center, in Boulder, CO. The full graph is updated daily, and can be viewed (and customized) at the NSIDC website. In this Post, aiREFORM has selected the record-low years (2006, 2007, 2010, 2011, 2012, 2014 and 2015), and zoomed in to create detailed screen-captures, presented below to allow a closer analysis. Continue reading

Real time tracking, FDR transmission needs to happen now

Scott Hamilton at Leehamnet nails it again: aviation regulators need to get off their butts and implement effective tracking and transmission of flight data, to support timely search and rescue after remote crashes.

The failure to mandate what should be a relatively cheap system installation and operation cost only encourages the news media to spin off wild misinformation, seeking to fill the news information void. In a recent post, Mr. Hamilton noted that this “… is to the great disservice and most likely distress of the families and friends of the victims on the flight….” It also substantially undermines the public’s perception of the safety of today’s passenger aviation program. Mr. Hamilton goes on to note, “…for the industry, it all comes down to costs and in this context, dead people don’t matter, only cost matters. It’s the infamous tombstone mentality that enough people have to die before there is enough of an outcry to force regulators to do the right thing and force the airlines to follow….”

A Simple & Inexpensive System

The solution is a simple combination of technology and regulation. FAA and other regulators would simply require that all commercial passenger flights operating beyond continuous radar coverage must install a system that would transmit a basic data bundle in the event of a potential emergency.

Essentially, the system would track (each second) the flight’s basic data, including latitude & longitude, altitude, indicated airspeed, pitch angle, bank angle, and heading. The system would also apply logic to identify substantial heading/speed/altitude changes within the previous 15-seconds.

A transmission of data bundles would be triggered by odd parameters, such as excessive pitch angle and/or bank angle, abnormal speeds and/or altitudes, or substantial heading/speed/altitude changes. Once triggered, data bundles would be transmitted each second.

Each data bundle would require only three basic parameters: position (lat/long), altitude, and indicated airspeed. A few additional parameters would be added to the data bundle, as appropriate; for example, if the system noted excessive pitch angle or bank angle, or substantial heading/speed/altitude changes within the previous 15-seconds, these parameters would be included in the data bundle. On the assumption that this is a flight emergency, the transmissions would continue indefinitely.

For security purposes, if the transmission was triggered during a flight, the shutoff/override authority would NOT be in the aircraft. Instead, it would be by the ground dispatch/monitor personnel, who would need to communicate with the crew via radio, satellite, ACARS etc., to ensure the transmission is an anomaly, not a real emergency.

Pilot Fatigue: a Problem FAA Still Needs to Address

Flying Magazine published an article by Stephen Pope, Fighting Pilot Fatigue: New Views on Staying Alert.PDFThe article looks at the long history of fatigue-related accidents, and the insights collected in recent years.

The article refers to the Colgan 3407 accident in Buffalo on 2/12/09, as well as the crash of a Beech Baron in Teterboro at 3:05AM on 8/21/2009. Fifty died in Buffalo, in an accident that put HUGE political pressure on FAA about many commercial aviation issues:

  • FAA’s ongoing refusal to resolve pilot fatigue risks,
  • the apparent lower quality assurance standards at commuter/feeder airlines,
  • common long-distance commutes by underpaid pilots,
  • and the deceptive sales of tickets by major carriers, but for flights flown by commuter/feeder airline subcontractors.

Both accidents were fatigue-related, but in a decision that reveals how NTSB can be pressured to help FAA accommodate the financial interests of the airlines, the actual reports were drafted to direct attention at other, non-fatigue issues. This finally caused a minor rebellion by two NTSB members in 2011, when the Teterboro [KTEB] crash report was finalized. Both Chair Deborah Hersman and member Mark Rosekind submitted dissenting opinions. “Despite substantial indications of fatigue effects,” Rosekind wrote in his dissenting brief on the Teterboro crash, “the present accident report fails to acknowledge fatigue’s role in the accident. Based on the factors identified, fatigue was a likely contributory cause.”

In the years since, some minor rule changes have been implemented, but they exclude the sector of pilots most susceptible to fatigue issues: cargo pilots, who commonly work overnight shifts. One such example was the UPS Flight 1354 crash at Birmingham, AL on 8/14/13, which killed two.

So, that’s some of the background. Here are three short excerpts from an article well worth studying, about an aviation risk FAA still needs to address…


EXCERPT “In the last decade alone researchers have made tremendous strides in sleep research, noting in studies, for example, that getting even 30 minutes less rest in a single night can impair performance and memory the next day, and that the effects of sleep loss are cumulative, meaning that the sleep we get is like money we deposit in the bank. If we continually draw down our “sleep accounts” for several nights, the effects can be cumulative — and lethal.”

EXCERPT “GA pilots who fly for transportation are at high risk of flying while fatigued. The same factors that go into becoming a pilot/owner of a high-performance airplane, an attractive income and high-achieving attitude, are often associated with a lifestyle that lends itself to fatigue. Typical GA pilots have crazy work schedules, many family commitments, and hobbies about which they’re passionate but which further impact their schedule. The lifestyle of high-achieving individuals puts them at constant risk of flying while fatigued.”

EXCERPT “The NTSB put pilot fatigue on its “Most Wanted” list of safety improvements and kept it there for 22 straight years, but it wasn’t until the crash of Colgan Air Flight 3407 in Buffalo, New York, in February 2009, in which 50 people died, that the FAA rewrote airline pilot rest and duty-time rules.

The Race Past 400ppm Continues…

…with a new Record High. The Keeling Curve atmospheric CO2 at Mauna Loa measured 402.84 parts per million (ppm) on May 31st, and the May average will soon be announced. A year ago, the May average was 399.76 ppm. Two years ago it was 396.78 ppm; in 2004 it was 380.63 ppm; in 1994 it was 361.68 ppm. Atmospheric CO2 ppm is not just increasing — it is accelerating. In the meantime, government officials fail to address this emerging problem which will raise ocean levels,  intensify weather, and destroy crops. This puts everyone at risk, not just of ‘inconvenience’, but of species collapse.

click on chart to see Keeling Curve at Scripps (ucsd.edu)

Aviation has an exceptionally high rate of CO2 production. An hour spent on a commercial airliner is roughly equivalent to ten hours spent driving a car. In fact, a concerned citizen who minimizes energy consumption can destroy all of their gains by just one long-distance flight. Substituting biofuels is not a solution, as biofuels still contribute to the growing CO2 levels, which are now far beyond what any humans have ever experienced. The only real solutions will include aggressive actions to reduce aviation, such as:

  • the imposition of steep aviation fuel taxes (or an overall carbon tax);
  • the curtailment of aviation subsidies that encourage excessive air travel, especially by businesses and corporations;
  • substantial reduction of air cargo shipment, especially those on all-cargo fleets;
  • and, a careful management of the overall aviation system, to eliminate fuel-inefficient doglegs such as are done when Super-Hubs are used (Atlanta, O’Hare, DFW, Newark, and Charlotte, are among the worst).

AD 2014-03-03 adopted by FAA (icing hazards on Cessna light twins)

Earlier this week, FAA announced adoption of a new airworthiness directive [AD 2014-03-03] aimed at Cessna’s light twin engine aircraft. This is a new fix to an old problem, as most of these aircraft models were built more than thirty years ago. The most abundant of the group, the Cessna 310, was produced from 1954 until 1980, with more than 6,300 sold (Wikipedia notes the 1978 purchase price was under $148,000). NTSB’s accident records show that there have been 436 fatal incidents involving the Cessna 310 in the last fifty years. Last year, three Cessna 310’s were involved in fatal U.S. accidents (2/14/13 at Vero Beach, FL; 11/12/13 at Junction, TX; and, 12/8/13 at Jacksonville, FL).

Yes, FAA has finally announced their new safety directive. Take a closer look at what FAA wrote when they initiated the proposed rule via an NPRM proposal, on June 3, 2011:

These airplanes’ certification basis did not include Amendment 7 of CAR 3 Dated May 15, 1956, which required an applicant to provide to the pilot the types of operations and meteorological conditions (e.g. icing conditions) to which the operation of the airplane is limited by the equipment installed (CAR 3 § 3.772). Therefore, the pilot may not realize that, even with de-ice boots or other similar equipment installed, the airplane is not certificated for flight into known icing conditions. To address this condition and based on the accident history, there is a need to add a limitation to prohibit flight into known icing conditions due to the limitations of the installed equipment.

So, in 2011, when FAA turned age 53, suddenly a middle-aged agency finds serious limitations in the installed equipment on aircraft manufactured even BEFORE the FAA came into existence? Suddenly, this situation needed new regulation? Naahhhhh.

FAA Whistleblower Richard Wyeroski knows a lot about this issue. He flew (and instructed in) light twins, and he also served as an FAA inspector, before they retaliated against him. Here is his view…

“…(FAA was) controlled by industry and allowed piston twins to fly even when they knew it was dangerous. The accident rate sure does reflect it. This is because of the money!… not safety! Quite frankly there are very few if any piston 135 operators, because the insurance companies have priced insurance too high, and the accident rate is high. So FAA is back peddling and after 30 years coming out with a “cover their puny asses AD” now prohibiting flight into known icing….”

…to read more about light twins, the air cargo industry, insurance rates and the NTSB accident investigations (including links), please click on page two…