FAA/Industry’s Own Data Exposes ‘Greener Skies’ as an Environmental Fraud

This Post looks at data in two online documents, presenting further evidence of the ‘Greener Skies’ fraud that FAA, Port of Seattle, and industry players are foisting on the Public. For all intents and purposes, this is the same fraud being pushed throughout the U.S., and by industry and Congress as well, under the NextGen label.

The data are at:

  1. Projected average day fuel burn on approaches, with no change: 2.64M lbs
  2. Projected average day fuel burn WITH RNAV/RNP changes: 2.61M lbs.

These figures were presented in units (pounds) that make the numbers impressively ‘bigger’, but also make it harder to intuitively comprehend. To correct this, the figures are converted in this table (to gallons, then to annual consumption):

Fuel burn (lbs) Converted to gallons Gallons per year
No Change 2,640,000 388,200 141.7M
‘Greener Skies’ 2,610,000 383,800 140.1M
Difference: 30,000 4,400 gal/day 1.6M gal/year

So, the proposal is expected to achieve a savings of 1.6 million gallons annually … at an airport that sold 487.1 million gallons that year. In other words, this proposed savings is less than one third of one percent of total fuel sold at Sea-Tac. Now, to the airlines, this (~0.3%) translates to more profits; indeed, the two dominant players at KSEA, Delta and Alaska, might each save around $1,000,000 per year in fuel. But, the costs shifted onto neighborhoods and health far exceed these added corporate profits.

A little deeper research reveals another interesting fact: the alleged fuel savings of Greener Skies are massively dwarfed by annual increases at an airport scheduling more arrivals than the gates can handle. Here’s the data, from page 18 of the 2016 Annual Report for ‘Sea-Tac Fuel Facilities LLC’, showing year-to-year changes far greater than the comparatively measly 1.6 million gallons saved:

  Gallons Consumed Year-to-year Change 1.6M as a percentage…
2014 487.1M
2015 544.8M 57.7 (a 12% increase) 2.8% of increased consumption
2016 586.3M 41.5 (an 8% increase) 3.9% of increased consumption

The improvements are nothing when compared to the consumption growth trend. Here’s a chart showing the trends, in both annual fuel consumption and annual operations: And, here’s an analogy: imagine the public view if we were funding a drug-treatment program that was successfully helping 3% of addicts while the number of addicts was growing at such a huge rate. Would we smile if, for every three treatment successes, there were 97 new addicts? Of course, we would not. Only an idiot (or a con-artist) crows ‘success!’ about a failure.

Three realities stand out from this:

  1. The enormous sums spent pitching Greener Skies and eventually signing off on the proposal were all framed around being pro-environment. It was a massive marketing/propaganda campaign to get out into the communities, present alleged benefits, pretend to engage people to ‘help’ identify and resolve problems, all while parading the idea that FAA, POS and industry care deeply about the environment, air quality, climate change, etc. And yet, these numbers show clearly: there were to be no meaningful environmental improvements. FAA, POS and industry players all knew this fact, even before the Greener Skies briefings and publications that wrapped up in 2012. They also knew (and still know!) that this was all just a big dog-and-pony show, funded by the people and served onto the people.
  2. A full five years after the FONSI signoff, FAA’s controllers at Seattle TRACON are not even using the RNP procedure down the center of Elliott Bay that was the key component of Greener Skies, the one element supposed to enable the bulk of the environmental benefits. It is as if the entire Greener Skies public engagement process was just an exercise in propaganda.
  3. The figures presented in the 2012 Greener Skies EA may not even reflect reality. Look closely. The data source documents used in this Post, when combined, show FAA/POS claimed that 487.1 million gallons of jetfuel were pumped in 2014, while also claiming 141.7 million gallons were consumed by west side arrivals on the short descending flight portions between the arrival gates (HAWKZ to the southwest, and MARNR to the northwest). Carefully note, these estimates were ONLY for west side arrivals, and did not look at fuel consumption for east side arrivals. Now, here’s the problem: these portions of these flights are the most fuel-efficient phases for each flight, and are allegedly flown at or close to engine-idle; these portions also represent a small fraction of total flight distance. And yet, the numbers used to calculate potential fuel savings declare the fuel consumption on these relatively short descending flight segments represent nearly a third of the fuel pumped at Sea-Tac? And, bear in mind, Sea-Tac is a major international hub, serving flights across the Pacific Ocean and to Europe. It defies logic; there is no plausible explanatio. FAA and POS need to confirm the numbers, and they need to explain: how is it that the airlines operating in and out of Sea-Tac can allegedly burn so much fuel on these arrivals yet so little fuel on climbouts and enroute to and from all other airports around the world?

CONCLUSION:

Greener Skies was (and still is) both a fraud and a side-show ‘act’, using erroneous estimates while pretending to create benefits that STILL do not exist! And the impacts, using the questionable numbers provided by PoS/FAA, are astounding: they are saying, in 2014, arrivals to Sea-Tac consumed 2.6 million pounds of jetfuel PER DAY while on approach, creating noise and air pollution that we are all supposed to ignore.


See also:
  • 2/25/2011 – ‘Greener Skies Project’ presentation by Doug Marek (FAA, 11-pages)
  • 11/01/2012 – GreenerSkies, Final Environmental Assessment Documents, archived at aiREFORM

ATC Is Not the Real Cause of Airline Delays…

…and the airlines have long had all the tools they need to solve the problems caused by their own corporate greed and mismanagement. If NextGen impacts are out of control where you live, you need to read the article below.

As a follow-up to yesterday’s Post, here is an outstanding article written by Michael Baiada, a retired United 747 pilot, who sees past the NextGen promotional frauds. Even better, Mr. Baiada gets into the details of how easily the U.S. air travel system could be made more efficient and less impactful, while also improving the flying experience for us consumers. Turns out, the root of the problem today is too many people abdicating their duties: airlines refusing to run their business, regulators who enable this management failure while also serving as cover, lobbyists too focused on perpetuating the lobbying revenue stream, and so forth.

The article is a bit technical but very well written, and Mr. Baiada does an outstanding job explaining system details that FAA/industry work so hard to make muddy and complex. I heartily recommend sitting down and carefully studying this article; you will learn a lot, to help fight for rational airports, serving the local communities ahead of the airlines.

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

A copy of the article by Michael Boyd, as referenced in Baiada’s article, is archived here.

Here’s how to fix our air-traffic control problems – (NOT!!)

Here’s an analysis/rebuttal of a Steve Forbes USAToday Op/Ed, about NextGen and ATC Privatization. Mr. Forbes repeats the common NextGen lies, using few words to present the current ATC system as archaic, inefficient and overdue for reform. He misses on all points, but does a great job passing along the frauds FAA and industry have been spinning to us, in recent years. Frankly, this Op/Ed has the feel of one of those sleazy ‘advertorials’ that have become the mainstay of post-“1984” journalism, in our national “Animal Farm.”

Although Mr. Forbes twice ran for President and is a successful businessman, he appears to fall into the same trap as President Trump: both men totally fail to go beyond the fraudulent sales pitch by FAA/industry; both show a wholesale acceptance of the FAA/industry propaganda, with no critical analysis.

In endorsing either NextGen or ATC privatization, both men are wrong.

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

[ai-RCHIVE] 2017-11-02: Vashon Noise Meeting Presentation (15p)

The NextGen impacts at Vashon Island, under the HAWKZ RNAV arrival route, are terrible. This early-November presentation shows much has been learned by pushing past the roadblocks, getting the data, and framing the problems. Just 15 slides, and far more informative than the dog-and-pony shows FAA, POS and other ‘aviation stakeholders’ produce. Excellent work by David!

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

Especially, look at the slide on page 10. Flights are now substantially lower over Puget Sound than they were, prior to the start of HAWKZ. The plan was to turn them down the center of Elliott Bay (the core idea in the Greener Skies program), thus there was a need to jam them lower and sooner. But, Elliott Bay is almost never used, because congestion at SeaTac is simply too high; instead, the lower and slower (and thus louder!) flights just cruise on north, burying Queen Anne, Ballard, Shoreline, Edmonds, and sometimes even Everett with more repetitive noise.

Ponder this, too: why are FAA and POS failing to locate HAWKZ arrivals mid-channel, between Three Tree Point and Vashon Island? Might it have something to do with the number of FAA/POS families living along the shorelines west and north of Burien? This could easily be done, using GPS waypoints that can minimize impacts on neighborhoods. NextGen technologies can be used to improve the environment, not just destroy communities in the name of air commerce.

Thanksgiving, 2017: Three Graphics That Say a Lot

Here are three graphics: the first posted by airline lobbyist A4A, the second posted by FAA, and the last shared online at the Facebook site, Plane Sense 4 Long Island. Note the conflicting data from FAA and the lobby; note also the noise and air pollutant impacts on communities, such as under the JFK Arc of Doom, or under the narrow NextGen flightpaths in and out of KBOS, KCLT, KLAX, KPHX, KSEA, and other airports.

The airline lobby says 28.5 Million ‘passengers’ are forecast… (click on image to view source)

…but FAA says 3.95 Million will fly for Thanksgiving. That’s a lot less than the 28.5 Million claimed by A4A. (click on image to view source)

I have to wonder: why such a huge discrepancy, 3.95 Million vs 28.5 Million? Well, the 28.5 Million figure was produced by the airline lobby, and released in a press package on November 1st. It looked suspicious then. And, as is to be expected for a lobbyist (or a captured regulator!), the spin felt aimed at helping us all believe air travel is incredibly popular. But, it is just spin, and quite deceptive. For example, what is a ‘passenger’, and how do they measure ‘passengers’? Is it each person counted only once, whatever their full travel itinerary flown, or is a person who flies 4 legs to get to dinner listed as ‘4 passengers’? Are flights via airline hubs subject to double- or even triple-counting, toward the 28.5 Million figure? Such accounting methods would rapidly inflate towards an absurd 28.5 Million figure. Most likely, FAA’s figure is reasonably correct, and represents the number of outbound and return seats, related solely to Thanksgiving trips; thus, a more accurate A4A infographic would have declared that 7.9 million seats will be filled in 2017 for Thanksgiving travel (the math: 2x 3.95M).

So, assuming that FAA’s figure is fairly accurate, what does this figure mean? I.e., why is air travel so elite, even in the United States? Think about it. This is the biggest family holiday of the year. The national population is now 326.3 Million (per the Census Bureau population clock). Here, FAA, the U.S. federal authority on aviation, claims only 1.2% of our citizens use aviation to travel for Thanksgiving? Seems mighty small … but it is probably fairly accurate (and FAA has the data, so they should know). Plus, notice the figures for automobile travel: 45.5 Million (i.e., 13.9% of us will travel by car, 11.5-times as many as who will air-travel this holiday).

Regarding the third graphic… how about those residents losing their minds (and sleep) under the nonstop aircraft streams? This problem is much worse in 2017 than it was in, say 2007. What changed? The two key changes are implementation of NextGen, and packing flights in closer using the reduced separation standards of Wake Recategorization (aka ‘wake recat’). Oddly, FAA/industry are always pitching NextGen, but they both cautiously stay quiet about wake recat; this is odder, still, because the NextGen pitch is far more fraudulent, thus should be the angle they stay quiet on. Anyway, these two changes together reflect an unspoken mission shift at FAA: this agency not only does not understand the dire need to allow a local voice to moderate air commerce in and out of their local airport, but now, FAA is fully in service to the airline industry, enabling these excessive and growing impacts.

The Bottom Line: What’s more important: rising airline profit margins, or families seated together, in the homes they worked to buy and build and maintain, so that they can relax for a day of shared gratitude?

What’s more important? Hell, this is a no-brainer; it sure is NOT airline profit margins.

…Jana Chamoff Goldenberg‎ posted the great graphic at Plane Sense 4LI (can we credit the artist, too?) … THANKS!

Unfriendly Skies: Forty Years of Airline Deregulation Failure

An excellent analysis was sent to the aiReform administrator, along with this email comment:

“This is the best article I have seen in a VERY long time about the biggest hoax ever perpetrated on the traveling public, airline deregulation.”

 

He’s right. David Dayen did a fantastic job writing “Unfriendly Skies: It’s time to admit that airline deregulation has failed passengers, workers—and economic efficiency.”

A paragraph from the opening page of the article.

Mr. Dayen points out the role of all politicians, at both political extremes, in passing the Airline Deregulation Act in 1978; he debunks the myth of lower costs and higher efficiencies that actually did not happen, and shows evidence of FAA’s expanding regulatory capture; he also bears down on how the airline industry is a microcosmic example of the rise of oligopolies, that change processes and markets for their narrow benefit while imposing great costs onto many of us.

Click here to view Mr. Dayen’s source article at American Prospect, or click/scroll below to read a PDF archived copy with aiREFORM annotations.

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

We should start educating youngsters early on about the dangers of noise

In a big city, we all expect noise. But, the most responsible among us also expect to do all they can to minimize the impacts and manage how we live with it, so that children can learn, homes can be enjoyed, nature can be heard, and we all can get daily sleep. The importance of sleep to New York City is reflected in the following education module:

(click on image to view source)

BTW, one of the key advocates for ‘noise-management-sanity’ in the NYC area is Dr. Arline Bronzaft. See two of her archived articles, spanning TWO DECADES(!), at these links:

And let’s be careful to never forget: it is not just the noise, but the pollutants, too. The toxins we breathe near airports, as well as the rapidly growing aviation contribution to global warming.


UPDATE, 11/17/2017: — Another excellent reference resource is the Noise Awareness webpage, at GrowNYC.org:

(click on image to view source webpage, at grownyc.org)

…Martin Rubin and Jack Saporito helped identify this activism resource … THANKS!

 

WaPost OpEd: “For the Love of Earth, Stop Traveling”

An opinion piece in the Washington Post lays out the simple answers: air travel consumes far too much energy, creates far too much environmental damage, per person. Good points.

The simple solution is for more of us to voluntarily travel, a lot less. The government would help, a lot, if they would impose a very steep aviation carbon tax, with all revenues going to reducing other personal taxes and/or funding far more energy-efficient transportation modes, to replace the energy-efficiency of aviation.

Check out this archived opinion piece, as well as the telling reader comments.

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

Airport Noise Complaint Systems are Broken, Need to be Replaced

For years, you live happily in your home – raising kids, adding on, gardening, studying the birds, and relaxing in the yard. Then, one day, a heartless FAA and a soulless airport authority ‘collaboratively’ impose new routes and ever-expanding flight schedules, taking away your peace and relaxation. Whether it is the repetitive noise pattern of a NextGen RNAV procedure, or the interminable drone of a skydive plane circling to jump altitude, the impact is real and destructive to both health and quality of life.

There has to be balance between aviation commerce and residential quality of life. According to decades worth of Congressional actions, this balance is supposed to exist, and FAA is supposed to protect people. But, this is not happening, because this federal agency is captured: FAA SERVES ONLY AVIATION COMMERCE.

What can be done? Any good person – homeowner, caregiver, parent, teacher, community official, whatever your role in this world – should take action. We should see it as our duty to take action, but the current system is broken. In fact, the system has evolved to thwart citizen engagement, in three ways:

  1. first, the airport authorities have made the noise complaint filing process incredibly onerous. They arbitrarily require the citizen to tabulate all sorts of details onto clunky forms.
  2. then, the airport authorities throw out nearly all the data and create condensed periodic reports (typically monthly or quarterly), but the reports tend to fail to assess the real impacts. A huge effort by many citizens, and almost no effort by the airport authorities. It is as if the process is intended to be a black-hole for complaint data.
  3. and finally, the ultimate proof of failure: the impacts continue unabated. In fact, in most cases, the impacts are getting worse each year.

So, for the current noise complaint system, the net result is to simply burn out citizens … to condition them to not complain. We should be good and responsible, taking action to protect family and community, but instead, many of us just give up. In today’s world, where distraction is the go-to weapon for perpetuating status quo inequities, we often become obsessive about something else – shopping, sports fanaticism, online gaming, or even recreational mind alteration. So much for quality of life.

Noise Complaint Systems are Evolving

Here are two noise complaint systems, the old and the new:

The Old: an onerous online form that compounds the initial noise injury by arbitrarily forcing citizens to waste time compiling excessive data that the airport authority already has. (click on image to view source)

The New: a 1-click system that collects complaints, researches, submits the complaint to the airport authority, and compiles data. (click on image to view source)

Looks like a no-brainer. The airnoise solution is a vast improvement, a step in the right direction.

What We All Need from Noise Complaint Systems

First and foremost, we need to be heard. The impacts are real, and we should be empowered to document the extent of these impacts, so that a responsible authority can work with us to resolve these impact problems. But, we also need to be protected from retaliation for exercising free speech complaint rights.

In short, our airport noise complaint systems need to:

  • compile all complaints, including repeat complaints from the same household (it makes no sense that, after one noise event, a citizen should be assumed to be immune from further noise impacts!);
  • generalize the complaint location, such as to the nearest cross-street, to protect the identity of the complainant;
  • share the generalized data ONLINE so that all can review the data, objectively. After all, this is what transparency and Democracy are all about: ensuring all have a voice and are empowered to apply their individual intelligence to meaningfully contribute to problem-solving.
  • smartly process the complaint data, to go beyond the shallow compilations FAA and airport authorities produce. Create the valuable analyses that can guide us all to seeing the obvious real solutions. Now, not years from now.

NextGen is the FAA’s Carte Blanche to Wreak Havoc on the Public’s Ears and Serenity

Here’s an archived copy of an excellent article, written by Barbara Castleton, one of many NextGen victims in the Seattle area. She does an excellent job portraying how FAA and industry do not care at all about the health impacts (and diminished quality of life) caused by NextGen. A few aiREFORM footnotes have been added to this archived copy, to expand on some technical aspects.

Click here to view the source article at Medium.com.

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