A Request to Carmine Gallo

“Dear Carmine Gallo,

…please consult with your managers and correct the misinformation they evidently gave to you. You passing the misinformation on in your nice reply letters to NextGen-impacted citizens only exacerbates the KJFK noise impacts.”

This plea to FAA’s Regional Administrator is after viewing recent correspondence about noise impacts for residents of the East Hills area, when the Arc of Doom is being used to land runways 22 at KJFK. Here is the timeline…

On September 15th, a concerned resident sent an email to FAA, expressing concerns about repetitive arrival noise impacts. A month later, in an October 13 reply letter, Regional Administrator Carmine Gallo offered what on the surface appears to be a reasonable and responsibly reply. Here is a JPEG copy of a portion, showing two key paragraphs:

kjfk-20161013-faa-response-letter-to-j-goldenberg-re-east-hills-impacts-extraction-marked-up-1p

(portion of Carmine Gallo’s reply letter; red-line emphasis added by aiReform. Click on image to view full letter and source post at Facebook)

It is commendable that Mr. Gallo does send these reply letters to impacted citizens; that is the right thing to do, and often not done by other FAA Regional Administrators. The problem is, Mr. Gallo makes points in his reply that are indisputably false. Those false points include:

  1. Mr. Gallo inaccurately states, “…the data illustrates that aircraft landing at this airport pass at no lower than 3,000 feet.” Not only does the radar data consistently show these arrivals level at 1,800 to 2,000 feet altitude in this area (see the numerous arrival examples, compiled at this link), but also, the primary approach procedures (ILS approaches for runways 22R and 22L, copies at this link) both have 3-degree glideslopes … which, at the East Hills location would mean arrivals should intercept the glideslope at roughly 3,000 feet altitude … or at 1,800 feet closer in at a 6-mile final.
  2. Mr. Gallo inaccurately states, “…NextGen procedures are not a contributing factor for aircraft overflying Nassau County.” Well, actually, the REAL purpose of NextGen is to increase runway throughput (ops per hour), which clearly WILL increase the frequency of arrivals, thus the intensity of repetitive noise impact by these arrivals. Thus, as perceived by many in East Hills and elsewhere, NextGen IS A REAL CONTRIBUTING FACTOR to the noise impact problem.

The superficiality of Mr. Gallo’s response to citizen concerns related to NextGen was preceded two years ago by another FAA Regional Administrator. That time it was Phoenix, when Glen Martin paused while speaking, in evident disbelief at what he had been given to read. See it here: link.

All FAA officials (as well as at airport authorities, and in Congress, too!) need to understand: whenever they send a reply, they need to be absolutely truthful and accurate. If instead a reply passes on misinformation, it will only make matters worse. Much of the impact of aviation noise is rooted in a sense that authorities will do nothing to fix it. And, nothing says ‘go to hell, citizen!’ more than a polished letter centered on a set of polished lies.

Latest Draft Noise Maps Made Public for JFK & LaGuardia Airports

The New York City area has many neighborhoods that are substantially impacted by airport noise, including new NextGen procedures. The problem is exacerbated by the fact that all three NYC major airports (KEWR, KJFK, KLGA) serve not only the large local population, but ALSO many people from around the world who use these airports to travel THROUGH NYC (while not actually visiting). More through passengers translates to more flights, thus more pressure to cram too many arrivals into each hour. This works well for for airline profits, but is terrible for the quality of life of local residents.

Part of the collection of tactics Av-Gov Complex uses to nullify citizen involvement in local airport noise mitigation plans is to bog down processes with long delays. Multiple overlapping committees are formed, with large memberships. The committees are seeded with pro-aviation players who reliably spin and reset the process (imagine how impossible it would be to fully bake a cake, if you kept pulling the cake out of the oven; that’s what these committee members do).

Len Schaier is a retired electrical engineer who serves on the Technical Advisory Committees (TACs) for both the JFK and LaGuardia airports. He recently shared this insightful email (scrollable PDF below), attaching the latest draft noise maps being studied by the two TACs (also below, as JPEGs).

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

kjfk-20160914cpy-preliminary-noise-impact-contours-55dnl-thru-75dnlklga-20160914cpy-preliminary-noise-impact-contours-55dnl-thru-75dnlHere’s the bottom line, as seen by aiREFORM: people are losing sleep and quality of life, and they need relief, not years from now but RIGHT NOW! The DNL metric itself is flawed, yet FAA and industry players (aka the Av-Gov Complex) continue using this metric to obscure impacts and to obstruct and delay long overdue changes needed by people. So, …

  • Should the DNL threshhold be reduced, from the current absurdly high 65 DNL to the international impact standard of 55 DNL? Absolutely.
  • Should DNL be replaced or supplemented with new noise metrics that recognize the impact of repetitive noise patterns? Absolutely.
  • Should we delay further, wasting any more time bringing relief – and enabling a decent night’s sleep – for the impacted residents? Absolutely not!

Let’s get on with it … use the 55 DNL contours on these maps to earnestly formulate solutions that give relief to the tens of thousands of people currently impacted at these two airports. Think outside the box this time. Press FAA to scale back hourly flow rates at these airports, so the community is better served with less noise and pollutant impact.

Why The Huge Increase in Departures Over Northeast Queens?

FAA needs to come clean, and tell the truth: Why The Huge Increase in Departures Over Northeast Queens?

One of the lead groups advocating for balance between airport commerce and local peace and quiet (and air quality, too!) is Queens Quiet Skies. They submitted a data request to the airport authority, and then created the analysis below. It shows that there have been very substantial changes in the pattern for departures off LaGuardia [KLGA], with much larger numbers of flights impacting especially the residents of northeast Queens, Jackson Heights, and Woodside.

These impactful changes are coincident with FAA’s adoption of the TNNIS departure off Runway 13. The changes are also coincident with FAA’s NextGen strategy of using categorical exclusions to ignore noise impacts caused by turning departures at lower altitudes and closer to the runway ends. Essentially, FAA has chosen to help the airlines to potentially save a minute or so per departure, but the cost is shifted onto local homeowners, schoolchildren, and others in the communities below.

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

This analysis was shared online by PlaneSeneLI.org, and noted as a document from an August 30th press conference at the Bayside office of Senator Tony Avella.

The most damaging impacts are being caused by the TNNIS departure, introduced to slightly shorten the older Whitestone departure. For both departures, flights make a long left climbing turn after taking off from runway 13. The key difference is that TNNIS throws out the noise abatement that was included in Whitestone. Whitestone included a turn to the south; pilots abated noise by making their initial climb over a strip of parklands, and departures were thus higher when they commenced the long left turn over densely populated Flushing. So, when FAA implemented TNNIS, they essentially discarded noise abatement procedures that had been created with community input and had helped for decades.

FAA is not only failing to manage aviation impacts (noise and air pollution off LaGuardia) but is also failing by lying and hiding the facts. For years, FAA has claimed this change is triggered by winds and weather, yet there is no tangible evidence to support this false claim.


See also:

FAA’s NextGen Failure: a Case Study in Phoenix

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

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

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

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


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

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

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

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

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

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

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

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

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


See also:

Think Tanks are Just Lobbyists

20160807at0505.. DC Think Tanks as corporate propagandists (L.Fang tweet re NYT article)

(click on image to read article at New York Times)

Interesting article by Eric Lipton & Brooke Williams, at The New York Times. Read it at NYTimes (click above) or via the PDF copy below. It lays bare the reality that nonprofit ‘think tanks’ are really just paid propagandists serving money interests. Not that different from what we are seeing with the mainstream media, in the presidential campaign: the entire process is of, by and for the MONEY.

And, the same is happening in aviation. Much of the continuing NextGen sales pitch is provided by lobbyists and think tanks that echo each other (they call it ‘collaboration’), always offering rosy pictures of economic growth and ‘jobs’, while consistently ignoring the noise and air quality impacts beneath newly concentrated NextGen departure and arrival tracks.

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

Whether it is a captured agency like FAA, a power-hungry presidential candidate like Hillary Clinton or Donald Trump, or a multinational corporation seeking influence in Washington, the corruption model is very clear in 2016. Here is how these critters ‘get-rich-quick’ today:

  1. identify a public revenue trough (the premier aviation example is the billions collected each year on airline passenger and air cargo taxes);
  2. form one or more crony-partnerships, joining both private citizens and public officials; this includes making payments to PACs and candidates, to fund reelections in exchange for future paybacks on corporate-friendly legislation;
  3. conceive a scheme that requires a large influx of money with an outcome that can be spun as a ‘win-win’ for the partners and the people; notably, the spin does not have to be truthful or verifiable… just say anything you think may help sell the scheme;
  4. enlist the services of lobbyists & think tanks who, for a fee, will gladly promote the scheme using the same old money-centric bullshit sales pitches: it’ll generate jobs, it’ll fire up the economy, it’ll give us a competitive advantage over the world (especially over China), etc.; in the process, create the illusion that there is a wide base of support;
  5. flood the media outlets (not hard to do: mainstream media does anything and everything, so long as they are paid) with a tidal wave promoting the scheme, while also carefully undermining and discrediting any opposition that might emerge;
  6. rinse and repeat (in all cases, the best schemes come in multiple phases, and allow for future redesigns to perpetuate the funding).

This process is guaranteed to widen the wealth gap, flowing assets from the masses to an elite few. This process is strongly anti-democratic and fully corrupt, but that’s OK; it works for the few who are sick enough to initiate and participate in these schemes, and they are the ones running our government.

The Push for Rescinding SERFR: Select Committee Meets Tonight in Mountain View

FAA’s March 2015 NextGen implementation for SFO arrivals has created huge negative impacts upon people from Santa Cruz to Palo Alto. The final meeting of the Select Committee is tonight, in Mountain View. The meeting offers a public forum to speak up about your concerns and, hopefully, get FAA off its butt to repair the damages NextGen has inflicted. Of course, impacted residents are encouraged to attend tonight.

(click on image to view source website: Save our Skies Santa Cruz, SoSSC.org)

(click on image to view source website: Save our Skies Santa Cruz, SoSSC.org)

Click on the image below to hear the statement (PDF copy), as read by Los Gatos resident Diane Matlock at the June 15th Select Committee meeting.


See also:

When Viewed Through Cash-Colored Glasses, ‘Clouds Cause Delays’

Everyday, FAA creates a traffic report, then uses social media to report expected air traffic delays.

(click on image to view source tweet)

(click on image to view source tweet)

Cute little graphics are intuitive: the cloud image means delays related to cloud layers (here listing the DC area to NYC area), and the lightning image means delays related to thunderstorms (here listing all major hubs from Charlotte to Houston).

Mindlessly, we absorb this report and feel a bit more ‘aware’ of the system managed by FAA. But, if we are a bit more mindful, and actually THINK about what FAA tweets, we have to ask: are clouds really a valid reason for delays?

The answer is obviously NO. These delays are happening routinely, triggered only by clouds. Not severe weather … just puffy, calm, benign layers and pockets of water vapor. These delays continue to happen – and at the same few hub airports everyday – but it is not due to ‘clouds’; they happen because of unmanaged capacity. I.e., FAA continues to allow too many planes in time slots that are too short.

Take a look at the weather maps for this day. In the first image, clouds are white and precipitation is green. Note the existence of both clouds and precipitation in many other parts of the nation… yet, no delays are reported/expected at most locations. Again, the delays are all happening at a select few hub airports, where FAA refuses to impose needed capacity management. All FAA has to do is impose sufficiently reduced hourly flow rates, but FAA refuses. And the consequences are significant: flights are delayed, passengers lose billions of dollars worth of their time, and communities are inundated with excessive aviation noise and air pollution, all to accommodate more flights than are needed to serve each specific community.

(click on image to view current image at ClimateReanalyzer; select the 'Precipitation & Clouds' view)

(click on image to view current image at ClimateReanalyzer; select the ‘Precipitation & Clouds’ view)

(click on image to view current CONUS infrared image at NOAA.gov)

(click on image to view current CONUS infrared image at NOAA.gov)

Although it conflicts with Congress’ original intent, the fact is that FAA serves the airlines, not the people. FAA, beholden to industry profit-interests (of the final-four major U.S. airlines, and of manufacturers, too), refuses to manage airport capacity by imposing reasonable flow-rate restrictions. Instead, FAA collaborates with their industry partners (aka, ‘stakeholders’) and creates manipulative spin/propaganda, trying to sell us on NextGen spending that creates greater impacts while producing little benefits.

FAA works to feed more money to the same industry partners who hire FAA officials when they retire. Just like the rigged U.S. political campaigns, where the system is manipulated by the duopoly parties. We suffer increasing impacts from failures that will never go away until we demand overdue reforms.

Same Technologies, Same Impacts … in Canada, too.

A tweet by T.A.N.G. (Toronto Aviation Noise Group), notes how an innocuous notice was made years ago, inviting residents to offer comments for proposed new flight routes. CYYZ.20160626cpy.. NAVCANADA 'innocuous ad inviting citizen comments on flight path change proposals' (attd to tweet by TANG)What the notice and other activities did NOT make clear was that the routes were being concentrated, so that selected areas would become inundated with repetitive aircraft noises, one flight after another … and these patterns can continue non-stop, even for weeks.

The same lame (and deceptive) strategy has been used repeatedly, at airports around the world, including in the U.S. Repeatedly, FAA and other ATC agencies are doing a shoddy job, failing to engage citizens while implementing substantial and impactful changes.

Below are two videos: one for Toronto, and another for the California Bay Area.  The first video is by T.A.N.G., and the second was posted by Stanford Journalism. Nearly identical impacts, created by the same pattern: federal agencies abusing their authority to accommodate industry profit while creating a real environmental cost.

Even the Queen is Distressed with Excessive Aviation Noise

Image

(click on image to view archived copy of the source article)

(click on image to view archived copy of the source article)

The proposed addition of a third parallel runway at Heathrow has been debated for decades. The proposal accommodates airlines, who have created artificial excess need for airline operations because they are using London as a hub in the profitable trans-Atlantic air transport business. The imbalance is obvious: corporations over people, profits over quality of life. Exactly as is happening in so many NextGen impact areas in the U.S.

Sadly, more and more people under the Heathrow flightpaths are being impacted. Indeed, this article notes that Her Majesty the Queen has acquired a sharp ear capable of discerning different aircraft types. She is known to comment ‘747’ or ‘Airbus’, as each overflight interrupts royal conversations at Windsor Castle.