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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

See also:

Santa Monica is Failing Their Promise to Shorten the Runway

A big event happens tomorrow night (May 24th), when the Santa Monica City Council holds a Special Session with major airport-related items. Here are some key links:

It has been four full months now, since the ‘surprise’ press announcement of a Consent Decree between FAA and the City. No progress has been made. FAA had approved, and the city promised, an immediate runway shortening, but now we are seeing the City dilly dally with lots of money to consultants to create reports that defy common sense while making unsupported claims that prolong the status quo impacts.

The City hired consultants to study options for shortening the runway to 3,500-ft, as allowed now by FAA. Documents indicate the consultant delivered a report with four options, but for whatever reason, the City stripped two of those options out and is proceeding to pretend only two options are viable. These two options alone were shared with the Public a few weeks ago (the existence of the other two options were only revealed in the last few days, after City posted documents related to the 5/24 agenda; see links above).

Frankly, it looks like City is playing a drawn-out delay game. It also looks like City is ignoring the health of the citizens of Santa Monica and nearby West LA neighborhoods. Even the City of Los Angeles should be pressing hard on this matter: to protect their citizens, they should be demanding that Santa Monica quit the dilly dallying and shorten the runway … NOW!!

The City owns the airport, and the City owns the runway itself. With that ownership, the City carries risks and liabilities. At this or any airport, if a runway is dangerous – too close to homes, or even too close to hangars as at Santa Monica, where people died in the last fiery airport crash – the airport authority needs to restrict operations for safety. If only to manage their risk exposure, all airport authorities should have the right to deny access of larger aircraft to substandard runways – especially commercial operations such as charter jets.

The biggest progressive step this year, as declared by the Consent Decree, is that FAA has finally backed down just a bit, and is letting the City manage the KSMO runway. City airport officials should use this restored authority to do as they say: immediately close the northeast portion of Runway 21, making it illegal for any aircraft to touch the asphalt.

Likewise, at the southwest end of the runway, City needs to take full advantage of the existing taxiways and simply close to operational use the roughly 450-feet of runway between the existing runway end and the first set of crossing taxiways (A1 & B1).

City could have done this in late January. That they have done nothing strongly suggests that City has a different and unspoken motive. The City, managed by Rick Cole, along with the airport office and under the guidance of the City Council, is not really trying to mitigate the severe impacts on hundreds of homes within the Runway Protection Zones (RPZs). The City is not honoring the clear request of the citizens who passed Measure LC with a wide margin, back in 2014 – a measure which demanded closure as soon as possible, and which also prohibited commercial use of any land reclaimed from aviation use in the future.

Also, notably, the most severe impacts at this airport are by small- to medium-sized charter jet and bizjet operations, often carrying just one wealthy person. These elites are inflicting an extraordinary negative impact on Santa Monica residents’ quality of life, simply because they will not be inconvenienced. They could instead fly out of much safer and less impactful airports such as LAX, Burbank, or Van Nuys, which like most U.S. airports, have no homes within their runway RPZs. They could do this, but they choose not to … and FAA and the City allow this injustice to continue.

Many have picked up on this story. No Jets Santa Monica Airport posted this great analysis on FaceBook:

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

Similar concerns have been posted by Ben Wang, at SMO Future. There are a lot of good people around Santa Monica, like Martin Rubin, who have devoted multiple decades to restore local quality of life and protect health. These are good people, who have fought for a just resolution of the noise and air pollutant impacts. It looks as though FAA and a few of the current City leaders are just trying to wear them out. FAA’s intransigence, and the corruptibility of selected Santa Monica officials, has ensured no meaningful progress in all these decades.

These are but a few of the people at the forefront of the movement by the majority of Santa Monica residents, who simply want to control and close the airport .. and they need to control it for their health. They are vocal activists, but they are not the only residents who find this is a major issue. These vocal activists represents the opinions – and the votes – of probably 5,000 Santa Monicans each. This is why there have been surprisingly long public comment sessions at City Council meetings when an airport issue has come up. The citizens have a network that lets them know when to come out in force to voice their opinions. Every day, more and more citizens are learning exactly which City Council members are secretly pro-airport. A clear story has emerged. The people will vote-out the now exposed pro-airport insiders.

This all has to change. If this does not change, we really do not have any functioning Democracy.


UPDATE, 6/1/2017:Written Public Comments, submitted to the City (copy posted by CRAAP, 89p)

Earthen EMAS: How to Make the Most of the KSMO Consent Decree

What is going on in Santa Monica? Is the City honoring the will of the people who rejected massive campaigning by aviation lobbyists, and resoundingly approved Measure LC back in 2014? Or, is the City pulling a fast one on its people?

(click on image to view an aiREFORM Post about the accident and the lack of runway safety areas at KSMO)

Increasingly, it looks like the City is pretending to care about the lead, the particulates, the noise, and the obvious health impacts, yet is doing nothing to correct these problems.

Then, too, there is the problem of airport proximity to dense residential properties; airport neighbors have actually had lawn furniture blown over by the blast behind jets taking the runway; the smell of jet exhaust is a regular occurrence in backyards, where children play.

The fiery crash of an arriving bizjet back in 2013 killed four, but would have been far worse if that volume of jet fuel had ignited while crashing through the houses within the designated Runway Protection Zones (RPZs). Yep, although RPZs are supposed to be vacant land, hundreds of houses exist in the trapezoidal spaces at the ends of the Santa Monica runway; both FAA and the airport authority – the City – are going to be held accountable and found totally liable, if and when a crash happens in the RPZs.

The Consent Decree itself is suspect … no, doubly suspect. The City had a solid legal case, Nelson Hernandez had been insisting to noise activists that there were no discussions toward settlement, and yet City suddenly gave away all their advantage and caved to FAA pressures … AND Chamber of Commerce pressures, … and wealthy jet owner and wealthy airport users’ pressures. Twelve more years were added, with no guarantee of eventual airport closure. The only ‘gains’ received by the City were the right to shorten the runway, from 5,000-ft to 3,500-ft. The shortening was supposed to be immediate; rational people assumed it would take at least a few weeks or months to formally shorten the runway on paper, and add some surface markings. Instead, this process is being badly bungled, and is really calling to question, the integrity and intent of City Manager Rick Cole and key personnel such as Mr. Hernandez. Here are some examples of their bungling:

  • on 4/25, a meeting was held to share options for how to shorten the runway. The only options offered were to shorten it by clipping 750-ft off each end, or to shorten it by removing the bulk of the 1,500-ft from the west end. There was no option offered to remove 1,500-ft from the east end, which would best serve the most impacted airport neighbors (because the airport is nearly always in a west flow, the engine runups and idling by bizjets and charter jets nearly always happen on the east end; the jets often fly out IFR, thus have to wait until ATC can alter the LAX flow, to safely allow the SMO departures … so the jet idling can go on for a long time; also, the predominant winds push the concentrated pollutants to West LA, just east of the airport).
  • the meeting invitations went out only to the so-called ‘stakeholders’: pilots, airport operators & tenants, and other aviation folk. The local non-aviation community was not invited.
  • eventually, the local non-aviation community found out. Understandably, they felt slighted. Trust in Rick Cole and Nelson Hernandez has plummeted.
  • now, tonight, the Airport Commission meets, to consider the limited options, which reportedly carry an extraordinary $6 Million price tag, mostly just for adding paint to pavement!
  • It’s as if the goal is to so frustrate activists that they just give up (but they can’t: the stakes are too high, when you are fighting for health!).

So, that’s how bad it is. Now, if the City really cared to resolve decades-old airport problems, what would they have immediately embarked on after finalizing this Consent Decree?

  1. as a first step, declare the closure to become effective at the earliest allowable date. If any operators of the airport need more than 3,500-ft of runway, they would have a reasonable time window to depart, but after the closure date, that option would no longer exist.
  2. designate a runway portion for the initial closure. This does not have to be the final closure portion, but it does have to be designated. The surface markings have to be added, and the ATC procedures modified, to make it illegal for any flight to use this runway portion except in an emergency. Thankfully, the surface markings and modified ATC procedures are not a large or expensive task, and are easily completed.
  3. simultaneous with the above, define a full set of runway shortening options. The present set is woefully deficient. A full set would include at least three final runway positions, where the final runway portions to be closed would be all at the east end, all at the west end, or equally on both ends of the runway.
  4. a second set of ‘options’ – and equally important for addressing airport impacts – is what to do with the closed runway portions. Are they to be maintained, to enable longer takeoff or landing distances for larger bizjets, or are they to be declared unusable? So, this second set of options should consider removal of the asphalt versus painting the asphalt, and should also consider how the surface of the former runway sections are to be finished and maintained (grass, sand, or ??).
  5. if the goal is to maximize safety and minimize environmental impacts by bizjets and charter jets, the solution should be to discourage use of the airport by jets. Therefore, it would be a no-brainer to tear out the asphalt and create an earthen EMAS – perhaps sand, or perhaps just compacted soil seeded to grass, as is found at most airports. A small jet, aborting a takeoff or with a brake failure on arrival, would have its speed safely arrested in the overrun area; larger charter jets would simply avoid SMO, using longer runways in less impacted communities instead. LAX, for example, which has a brand new VIP terminal aimed at serving elite charter clients.
  6. for the record, FAA’s version of EMAS is very expensive. A specially formulated ‘crushable concrete’ is poured, and the cost to repair is also very high. Not just for actual accidents, but also when a pilot blunders and accidentally taxis onto it, as happened at Burbank with a private jet carrying baseball player Alex Rodriguez, in October 2006.

The Santa Monica Airport should have been closed decades ago; that it has not yet closed testifies not only to the power of the aviation lobby and the depth of FAA’s corruption in serving that lobby, but also to the lack of will (and intentional deception?) by City officials. From a distance, it is hard to watch this play out and not wonder, who’s getting paid off with what? Is Santa Monica just a wealthier version of the Bell, CA scandal?


UPDATE, 5/3/2017: — a petition for writ of mandate was filed by two citizens, seeking to have the Consent Decree declared null and void, on grounds that it was negotiated in violation of open records laws; see 98-page PDF copy here.

Today’s FAA: Serving only Aviation Money by Perpetuating Environmental Impacts

Three current satellite views that illustrate how different nations balance aviation commerce with residential quality of life. The images also show how backwards the U.S. FAA has become, with the widening failures to protect people from aviation impacts.

The first image shows Austria’s largest airport, Vienna International Airport, which serves a metropolitan area with a population of 2.6 million. The airport is 11-miles southeast of the urban center, and surrounding by farmland. This airport was a recent news splash, when a federal court ruled against the addition of a third runway, on the grounds it would prevent Austria from achieving carbon-reduction goals associated with the Paris climate agreement.

The second image shows Portland International Airport [KPDX], in Oregon, which serves a metropolitan area quite comparable to Vienna (with an estimated 2.4 million residents). The airport is 6-miles northeast of the urban core; the land was formerly agricultural but has generally been industrialized and commercialized, often after the regional port authority uses federal funds to buy up adjacent properties.
The third image shows what may be the worst example of FAA obstructing local control, forcing noise and air pollution upon a densely developed residential community: Santa Monica, California [KSMO]. No farmland, and no other buffers to protect residents, with houses literally just past the runway ends. People have had fences and lawn furniture knocked down by the blast of private jets, and even charter jets carrying just one VIP passenger. The noise and the exposure to toxic lead and carbon soot is far beyond what is found at even much busier hub airports. FAA has allowed the airport to continue to operate despite effectively having no safety buffers, to protect both aircraft occupants and aircraft neighbors. The fiery crash that killed four in September 2013 is an example of how critical it is for jets to have ample clear space, to keep everyone safe.

Operationally, Portland and Vienna are quite similar. The Vienna airport website includes a news release noting there were 226K operations in CY-2016.FAA’s ATADS-OPSNET database notes that Portland International had 228K operations in CY-2016. One distinct difference, though, is that the Viennese traffic is stable, while the Portland traffic has steadily declined for two decades, and is now down 31% from peak year 1997.

Santa Monica is most famous as the airport where Harrison Ford hangars his toys; his playtime, even when it involves forced landings on golf courses and nearly hitting a commercial jet while failing to land on the Orange County runway, is more important than the health and happiness of thousands of residents. So, the same federal regulator that expends thousands of hours impeding local control and a safer SMO airport, would never even dream of clipping the wings of Mr. Ford.

This is a no-brainer: FAA needs to let local officials close KSMO, or at least disallow jets. The main impediment to cleaning this up is Michael Huerta’s FAA. If he cannot get his captured employees to do their jobs, he needs to leave.

Video of the February 4, 2017 Protest at Santa Monica Airport

The video produced for the latest Santa Monica protest rally is an outstanding example for how to conduct a peaceful and informative protest. Other aviation impact activists can learn from viewing this.

One point that comes through repeatedly within the rally is the deep concern the people have about health and aviation pollution. Incredibly, in the Consent Decree signed earlier that week, both FAA and the City were totally indifferent to these concerns; indeed, the only mention within the 63-page formal document is this paragraph, where FAA is pressing the City to formally abandon all environmental concerns.

Just a guess, but I suspect the four who voted to accept this Consent Decree (Pam O’Connor, Terry O’Day, Gleam Davis, and Ted Winterer) had not read this particular portion of the draft … and if they DID read it, they need to explain their ‘yes’ vote to the voters!

Here’s an embed of the video, followed by an expanded timeline, with a few quotes:

  • at the start of the video, Martin Rubin & Joan Winters (Concerned Residents Against Airport Pollution) opened the rally.
  • 14:47Mike Bonin, Los Angeles City Council Member from District 11. A few quotes: “This has been a battle that has been going on for a very long time, and I will say that, for the past four years, I actually thought we were moving in a very good direction. I was thrilled and was glad to support the grassroots efforts of Santa Monica to push for the victory of LC and the defeat of D. And I was pleased to see the increasingly aggressive actions that the Santa Monica City Council was taking, as they went forward in trying to shut the airport down, in their battle against the FAA – a big, scary, monolithic organization, in that battle to try to get this airport shut down.”“My first reaction was, ‘wow, they’re going to shut this down, that’s good news’, and I was happy. And then I began to look into the details of the agreement. And my staff began to look into the details of the agreement. And, I began to hear from Marty, and others, who are experts and fluent in this. And while I was doing that I got a text from someone, a former elected official in Los Angeles, who said, ‘I just heard the news, Santa Monica Airport is shutting down; Bill Rosendahl is looking down smiling’. And, I texted back: ‘You know what? He sure as hell isn’t. He sure as hell isn’t’.”“Keeping this airport open for twelve more years is wrong,” followed by a series of injustices the airport is forcing onto local neighborhoods. Also, “If this runway is going to be shortened, it damned well better have a 1,000-ft buffer zone. It is unconscionable that the FAA, which is charged with protecting safety, has allowed a shorter than usual runway buffer zone in this area. It is absolutely unconscionable, and it puts people’s lives at risk. And I’m encouraging and calling on Santa Monica to do everything they can, to get rid of the damned leaded fuel sales at that airport. When I saw the LA Times story last week, I had hoped this was the end; it’s just another chapter.”
  • 20:40Santa Monica Mayor Ted Winterer was one of four who voted to accept the consent decree, and had been pre-scheduled to speak at the rally. He could have backed out, but bravely attended to explain his vote. Martin Rubin diplomatically introduced him, humorously asking the audience to hear him out and scream at him later.
  • 29:33 – Martin Rubin offered a civil rebuttal to Mayor Winterer’s comments, focusing on the need for engaged citizens and public process in an effective Democracy. “If the City thinks they’re fooling the people, well the FAA thinks they’re fooling the City. The FAA’s interest is in aviation – promoting aviation, economically mostly. They do not incorporate the views of the impacted communities. All around the country there are people that are very upset with things that have been going on with the FAA. This one friend of mine put it, ‘how can you tell when the FAA’s lying? Their lips are moving’.”
  • 40:10 – former Mayor Tony Vazquez was one of three Santa Monica City Council Members who voted against accepting FAA’s Consent Decree. Tony was not a scheduled speaker, but offered strong support for the work being done by Congressman Ted Lieu.
  • 43:54Sue Himmelrich, another of the three Santa Monica City Council Members (the third was former former Mayor Kevin McKeown) who voted against accepting FAA’s Consent Decree. Sue also was not a scheduled speaker, and offered strong support for Congressman Ted Lieu. She noted that both she and Ted Lieu are lawyers; that, she read the entire agreement prior to voting ‘no’, and she is sure Ted will read the full agreement, too, and will then make a just decision.
  • 47:02Laura Silagi, Venice Residents Against SMO, questioned the City’s ‘Fly Neighborly Program’. She explained how FAA dodges accountability and blames the program on the City. And, she explained the program’s impacts are a problem that needs to be solved now.
  • 52:10Alan Levenson, founder of ‘No Jets SMO’, read a review of the history of this airport, going all the way back to the Douglas airplane factory. For each change and each obstruction to progress, he noted: “The simple answer is money.”
  • 1:02:28 – Martin Rubin discussed facts and propaganda: “What the City put out is all propaganda.”
  • 1:02:56Susan Hartley, former Santa Monica Airport Commissioner: “Well, in 2007 I got you all to say ‘enough’, we thought it was enough, we had it then and now look at this now. All the time I was on the airport commission they kept saying, ‘2015: it’s going to be done’. Then, we saw 2015 come, and now they want us to believe it’s going to be done twelve years later? Forget it. Forget it, forget it. Under this so-called agreement, no … nothing about noise violations, nothing about pollution, nothing about … it’s going to get worse.” “I just don’t buy this twelve year thing. I don’t buy it. I would like to buy it. I think you need to think about recalling the people.”
  • 1:05:43 – Martin Rubin discussed Susan’s role in the history of activism against SMO impacts; he also discussed the evolution of the Airport Commission away from rubber-stamping airport staff projects, to instead become a representative for the People.
  • 1:07:44David Goddard, former Chair of Santa Monica Airport Commission, discussed his opinion on the apparent sweetheart deals, wherein City has illegally and fraudulently leased public property to Atlantic and other major airport tenants, far below market values. As Alan Levenson said in his earlier speech, “The simple answer is money.”
  • 1:12:41Bob Rigdon, an independent citizen, and 35-year airport neighbor, very effectively pointed out that, with the sudden vote to accept FAA’s Consent Decree, City Council has effectively thrown out decades worth of work.
  • 1:15:18 – after Martin Rubin suggested the airport could be renamed ‘Satan Monica Airport’, he introduced Mike Salazar, Ocean Park Association. Mike added his disappointment with the Consent Decree, and reviewed some airport history, including the 1981 vote to close the airport … which was forestalled by FAA when they imposed a 1984 Settlement Agreement. He discussed the need for the airport to close, including these quotes: “What we have to remember is, Santa Monica Airport is an outdated airport. It’s not the quaint, historic airport that anti-neighborhood folks cite, as this ‘wonderful, historic venue’.”“Not even shortening the runway will make this polluting dinosaur beneficial. When we close this airport, aviation will survive, and they’ll relocate, hopefully sooner than later.”“This outdated airport has no economic benefits when the costs are weighed.” He noted how non-aviation jobs vastly outnumber aviation jobs at the airport (which he finds economically comparable to a small strip mall), and in closing he mentioned toxic lead, ultrafine particles, and other airport health impacts. “Where is the FAA on health and safety, which is their mandate?”
  • 1:27:16 – Martin Rubin gave closing remarks, including: “So, it does take a large number of people, a lot of groups, a lot of different directions, to crack this very difficult nut – of aviation being able to do whatever it wants to do. There are problems all around the country. We are just the poster child for general aviation, and we have an important message to send out.”

.

Protest Today: Local Residents need Local Control at Santa Monica Airport

Image


The recently announced ‘consent decree’ between FAA and City officials, is a total capitulation to FAA, and thus to the aviation money interests that own FAA. This latest action shows FAA, Administrator Huerta, and four City elected officials have zero regard for the very real health impacts upon residents near this airport.

BTW, this group (Concerned Residents Against Airport Pollution, CRAAP) does a phenomenal job on their protests. Check out the video archived for their protest ten years ago: [KSMO]: A Video Collection of Speeches at a Protest in April 2007

The ‘Consent Decree’: Shame on Four Santa Monica Officials for their Total Capitulation

Yesterday, the Consent Decree announced on Saturday morning was signed, and a copy was shared online. The surprise of the Saturday announcement was one thing, and the extent of excessive capitulation by the City was a second shock, but the actual language in the Consent Decree (copy here) is, well, Trumpian.

Granted, there is no way the new White House cabinet gives a rat’s ass about the health impacts around Santa Monica Airport; they are too busy playing ‘King of the Mountain’, testing their power limits, dismantling our environment and our civility, all in the name of greed and profits. Of course, so is the case at Santa Monica: the bulk of these impacts are by charter jets, thus serving the tiniest demographic, the ascendant oligarchy.

Here’s the assessment of the Consent Decree by NoJets.org:

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

And, here’s the assessment of the Consent Decree by attorney Jonathan Stein:

City of Santa Monica FAA Reaches Settlement Agreement with FAA, Allows Shorter Runway and Eventual Closure – in 12 Years

The Santa Monica City Council announced in a Saturday press conference that they have agreed to a Consent Decree in which FAA will allow total closure of the airport [KSMO], but not until at least January 1, 2029.

Twelve years is a long time, and will mean a lot more health impacts due to jet air pollution. Some will see this as nothing but another unacceptable extension of FAA’s agreement with the City signed way back in January 1984, (1984 to 2029: FAA has dragged this out for 45-years!). That agreement was to allow City to assert full local control of their airport land, on July 1, 2015. FAA reneged on that promise, blocking City’s efforts and intent to close nearly two years ago. And, FAA abused their administrative authority to embrace – and even encourage – the use of Part 16 administrative complaints. FAA’s slow administrative processing of these complaints is used to perpetuate use of the airport while also impeding and delaying progress by the City.

The one element of the Consent Decree that offers residents some jet air pollution relief much sooner is this detail: the City will be allowed to reduce the length of the runway, to 3,500ft. While most of the present 4,973ft runway will likely be retained as pavement for safety overruns, the actual runway available for use will be reduced substantially, and the 30-passenger charter jet proposed by JetSuiteX (under a contract with an outfit called ‘Delux Public Charter’) will not be able to safely or legally operate.

Should the City have gotten better? Absolutely. Settlements are supposed to reflect a meeting in the middle, with proper consideration for both parties in a dispute. FAA continues to abuse their authority and play the bully in the playground, forcing communities like Santa Monica to expend thousands of hours of effort and even millions of taxpayer dollars fighting skirmishes enabled by FAA’s arrogant attitude. At the least, FAA should have granted City authority to exclude jets almost immediately, and absolutely once the runway is shortened. Why? Because the residential neighborhoods around Santa Monica are uniquely too close, and too impacted by jet pollution.

An actual signed copy has not yet been shared, but if the agreement has been signed, FAA has the power to repair this failure. Simply, FAA can declare that, due to health and safety concerns and unique local impacts, the Santa Monica runway is officially closed to jet arrival operations.

Here is FAA’s Press Release:

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


See also:

UPDATE, 1/29/2017: — Reactions from activist groups question the City’s sincerity, and note the lack of transparency and trust. The Airport Protest Rally is still on for Saturday, February 4th, at 11AM. Here are more archived records:

JetSuiteX Blowing Off Airport Authorities, Still Planning Scheduled Flights Out of Santa Monica

We’re down to the last two weeks. On February 6th, a charter operator wants to add to the impacts at Santa Monica with the start of scheduled passenger service on 30-passenger jets, offering flights to San Jose, Carlsbad, and Las Vegas. It appears the airport has not been certified to handle this type of operation, that for example the emergency response personnel and equipment is not sufficient for a possible accident by the operator ‘Delux Public Charter’ under JetSuiteX. But, corporate hubris ignores safety, legality, and environmental compatibility.

The scrollable PDF below shows a recent article by Beige Luciano-Adams, in a local paper, the Argonaut. This reporter did a very good job asking questions and getting candid answers from both sides. On the other hand, attempts to get candor from FAA were rebuffed. Indeed, in this whole matter, the worst character is FAA. They are truly acting as a captured regulator serving only aviation, enabling JetSuiteX to compel the City to waste resources protecting the City and people from excessive and unacceptable risks.

A real aviation regulator would have put a stop on JetSuiteX in December, shortly after they started selling tickets online. A real aviation regulator also would have ordered JetSuiteX to cease selling of these tickets with discounts for Santa Monica residents, a practice that is discriminatory and thus appears to be illegal. A real aviation regulator would have worked hard to bring the operator and the airport authority together to quickly resolve all issues, trying earnestly to create air service, but rejecting the proposal if it failed safety standards and other requirements.

FAA has done nothing … which is part of the collaborated plan.

Readers are encouraged to study this article. Reader comments/analysis shared with aiREFORM may be added to this aiREFORM page, with or without attribution, at the request of the reader.

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

To read another local article, and to also see an analysis showing how poorly JetuiteX has done selling passenger seats to Santa Monicans (despite the discriminatory pricing), click here.