NextGen Impacts Continue to Expand – Terrorism/Torturism?

Here’s a letter-to-editor that concisely summarizes the impacts NextGen is causing upon residents of Milton, under the arrival paths into Boston’s Logan Airport [KBOS]:

(click on image to view source Facebook post)

The problems around Boston are repeated across the nation, and they are expanding as FAA continues to push NextGen. The alleged benefits of NextGen are fraudulently overstated, while the costs are cautiously hidden. And the entire reason for FAA’s pushing NextGen?

It is not about helping the environment; that’s just a cynical façade. NextGen is solely about increasing ‘runway throughput’, by eliminating any and all barriers that reduce airport capacity as measured in arrivals per hour.

FAA is failing to serve the public because they serve only the industry. FAA refuses to manage capacity, and has stolen away the rights of local officials to mitigate impacts with curfews, flow rate restrictions, and other measures. The airlines get profits; the residents get the shaft – sleep loss, stress, and many other health impacts.

Aviation Impact Activism Documentary: ‘Destination East Boston’

This is an excellent documentary covering five decades worth of airport expansion impacts on Boston residents, even back into the 1960s. Somebody who knows this history more intimately, perhaps an East Boston resident, needs to write up a chronology about this history.

If someone takes on this project, aiREFORM will offer support, helping to create a webpage that includes maps, photos, links and more to share this story.

Destination: East Boston from Lucas La Battaglia on Vimeo.

The film appears to be connected to Airport Impact Relief, Inc., a nonprofit.

Timeline (subjects & appearances) in the film:

  • (1:24) – Mary Ellen Welch
  • (2:18) – Chris Marchi
  • (3:14) – Wood Island Park
  • (3:28) – Anna DeFronzo
  • (4:16) – Rich Gavegnano
  • (6:06) – Frederick Salvucci
  • (7:20) – Father Corrigan
  • (7:30) – SEP 1968, residents follow the example set in the 1960s civil rights marches. They realize that letters and attending airport meetings was not changing the airport growth ambitions; so, they began to protest more actively, blocking construction trucks.
  • (16:07) – Brian Gannon
  • (17:21) – Gail Miller
  • (20:16) – Wig Zamore
  • (21:28) – Sumner Tunnel & Callahan Tunnel
  • (23:13) – “It’s really frustrating … they really have a hold of our neighborhood, our community, in such a way that you can’t really challenge them….”
  • (23:35) – Father Sallese
  • (24:27) – Frank Sargent
  • (26:46) – Luz Heredia, her two children have asthma
  • (36:57) –  an example of the propaganda machine in East Boston
THANKS!Facebook post by Jana Chamoff Goldenberg.

One Table Shows the Reality of NextGen

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

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

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

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

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

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

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

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

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

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

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

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

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

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

A Rebuttal of JetBlue CEO Robin Hayes’ Recent Call for Faux-Modernization

(click on image to view original tweet)

(click on image to view original tweet)

Boston Business Journal has printed an opinion piece by the CEO of JetBlue, Robin Hayes. Very similar pieces have appeared in the past few months, offered by other airline CEOs and the lobbyist Airlines for America, all spreading the same unsubstantiated claims that ATC privatization and NextGen implementation are needed. It strongly appears that, this week, the rotation went to JetBlue, hence the piece. And, given the mainstream media’s consistent subservience to commerce, it comes as no surprise that Mr. Hayes’ opinion piece was eagerly accepted and passed on for public consumption.

Here is a PDF copy, with highlighted footnotes added by aiREFORM.com:

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

‘Just Say No’ to a Third Runway at Heathrow

The impacts are already too large at two runways, and the air travel industry is evolving to reduce the need for Heathrow as a major international hub. So, let’s be done with this ridiculous idea of adding a third parallel runway.

Consider how technologies have changed. There was a time in the U.S. when all transcontinental flights had to stop at ‘hubs’ in the mid-continent, making for very busy airports in places like Wichita, Kansas. These former hubs are now all but ‘ghost-airports’, because we developed more powerful engines and larger fuel capacities, enabling much longer flights.

London’s Heathrow Airport should follow that same path, and the role of this airport as a major international hub should decline substantially. Geography made London a logical (and necessary) refueling hub location for Transatlantic flights, but that necessity has ended in recent decades. We now have direct flights from the U.S. West Coast to Frankfurt, Amsterdam, Oslo, Copenhagen, Munich, Istanbul, Dubai, etc. So, we really do not need to stop anymore, in London or Dublin or even Iceland.

It makes far more sense for flights between North America and Europe to carry passengers directly from actual origin cities to actual destination cities. The carbon impact is minimized, the air traveler’s time-cost is minimized, and noise impacts upon airport neighbors are also minimized. And one more benefit: an evolved system with more thin routes takes pressure off of major U.S. hubs like KJFK, KBOS, KCLT, KORD, KPHX, and KSFO … and this has potential to greatly reduce the local impacts being magnified by the ongoing NextGen implementation debacles.

We can have better air service for people. We can minimize impacts on neighborhoods and the planet. The key to moving forward on this is to get national regulators and politicians to quit perpetuating inefficiencies, to quit subsidizing the airlines with excessive airport expansion. And in the UK, this means:

NO THIRD RUNWAY at HEATHROW!!

The ‘machine’ that keeps pressing for a third Heathrow runway is motivated by greed. Here is a copy of a recent news article about their campaign efforts, with analytical footnotes added by aiREFORM.

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

[QUOTE]: NextGen Noise Impacts Nationwide

QUOTE

“…NextGen is the FAA’s war on noise abatement….”

– a resident of Queens, NY

FAA’s NextGen is neither clean nor environmentally friendly. It is destroying communities across the nation, solely to enable oversized and intensive airline hub operations that help increase airline profits.

In the short-term, profits are being tweaked upward by allowing the airlines to make their turns closer and lower to the airports, shortening routes by a few miles.

In the long term, by setting up flights that are rigidly defined to follow thin routes and precise altitude profiles, pilots will be forced to let the autopilot fly the entire trip, and thus the pilot role will reduce to one of simply sitting and monitoring. Eventually, the airlines and lobbyists will press FAA to allow single-pilot flight crews; by going from two-pilot to one-pilot flight decks, airlines will reap a substantial cost-savings (and thus higher profits).

All of this adds up to a clear reality: via NextGen, FAA is waging a war on noise abatement. Decades worth of procedures, carefully crafted between communities, airport authorities, the airlines and FAA, are simply being abandoned … in favor of enhancing airline profits. And the primary weapon in this war is the fraudulent propaganda and slick marketing spin being thrown at us everyday, at congressional hearings, in news stories, and with lots of help from a mainstream media that is frequently lazy and thus eager to publish agency/industry PR packages.

20160216scp.. nine tiles to videos (NextGenNoise.org)

(click on image to view original webpage at NextGenNoise.org)

One of the aviation impact activists in the New York City area is Jeffrey Starin, who set up the site NextGenNoise.org. He recently shared that the New York Times published an opinion, ‘Don’t Privatize Air Traffic Control’, on February 15th. The opinion piece is generally correct, but it includes one line that caters to the airlines and FAA’s ongoing NextGen fraud. That line, in the middle section, reads, “… (the) project is called NextGen, and it has shown promising results.”

Frankly, thus far the only ‘promise’ reliably delivered by NextGen is a major negative: the creation of ‘Noise Ghettos’ under narrow and intensive flight routes, often in neighborhoods where aviation noise was never previously an issue. As for the claimed environmental and efficiency improvements, these are actually not new; most claimed benefits have been realized for years already.

In short, NextGen is a shell of a program: it is really just a marketing name, tying together technological changes that already exist. It is really just a scheme to use the ‘NextGen brand name’, claiming FAA and industry have come up with something shiny and new, so as to leverage money from Congress. It is effectively a fraud, brought to us all by the FAA.
20160215cpy.. 'NextGen - selling your ears and health to Congress et al'

Airport Weather Observations (METARs) for Winter Storm Jonas

20160124cpy.. Winter Storm Jonas snow depth map (WeatherChannel)A storm for the record books, Jonas is also understood to be an indication of storms to come. And, it is not a stretch to understand the cause and effect – the link between these extreme weather events and our energy consumption habits:

  • excessive fossil fuel consumption, causes…
    • …excessive greenhouse gas accumulation, causes…
      • …geologically rapid and substantial temperature increases, causes…
        •  …a more energized weather system, with more heat energy and larger amounts of water vapor, causes…
          • …more violently-interacting air masses (hence, intensified weather).

So, in the course of just a few human generations, we are literally destroying the habitability of our waters and our air. And aviation is very much at the heart of this problem. Not only is aviation arguably the poster-child of excessive and arbitrary energy consumption, but this industry also relies heavily on fossil fuel consumption (and it does us no real benefit to take food crops out of production to grow biofuels for aviation!). Thus, our best political leaders (if we have any?!) will take note: aviation is perhaps the most logical first target within the transportation sector, for meaningful action to address our growing problem of excessive atmospheric CO2.

Weather & Aviation

Aviation safety has always depended on accurate and detailed weather predictions and observations. The international system for recording weather observations is METAR. METAR observations are recorded at least once per hour at most U.S. airports, and more frequently when conditions are changing or marginal. Although the intricate coding may feel a bit ‘geeky’, it is not difficult to learn to read METARs; see Reference Materials for Decoding METARs.

July 22, 2013: Dangerous crosswinds and tailwinds contributed to this high-speed landing and nose gear collapse for a Southwest KLGA arrival.

METARs are also an excellent resource to use, to help predict the flow configurations and thus the likely impacts on your home or community, as caused by your local airport. ATC constantly refers to METARs to make runway change decisions. In most cases, ATC selects a runway configuration that is aligned into the wind, to maximize safety. At some of the most congested airports though (LGA and JFK come to mind), FAA’s failure to stop excessive airline scheduling has created barriers to runway changes, and has thus created unsafe landing conditions. These conditions have contributed to incidents, sometimes with injuries or worse. One example: the July 22, 2013 crash of Southwest Flight #345 while landing at La Guardia.

DIY: Viewing METARs Online

Most of the larger snow-impacted airports include snowfall and accumulated snow depth in their METAR observations. The METAR observations, recorded 3-times per hour during most of this weather event, offer a fascinating and precise insight into the weather severity.

Here is a summary of snowfall totals and snow history for the ten largest commercial service airports, listed from north to south. For each airport, three blue links include the aiREFORM airport page, the current METAR (showing the last 168 observations), and the NOAA forecast:

[KBOS] — Boston-Logan Airport
Snowfall first reported at 1:54pm Saturday, ended 11-hours later at 12:04am Sunday. Snow Depth not recorded. Peak winds 35 gusting to 45.METARForecast
[KPVD] — Providence Airport
Snowfall first reported at 12:30pm Saturday, ended 10-hours later at 10:16pm Saturday. Snow Depth not recorded. Peak winds 29 gusting to 38.METARForecast
[KISP] — Long Island / Islip Airport
Snowfall first reported at 11:56pm Friday, ended 29-hours later at 4:56am Sunday. Snow Depth reached 23-inches. Peak winds 36 gusting to 52.METARForecast
[KLGA] — LaGuardia Airport
Snowfall first reported at 10:30pm Friday, ended 28-hours later at 2:45am Sunday. Snow Depth reached 28-inches. Peak winds 32 gusting to 48.METARForecast
[KJFK] — JFK Airport
Snowfall first reported at 9:49pm Friday, ended 27-hours later at 2:51am Sunday. Snow Depth reached 30-inches. Peak winds 33 gusting to 46.METARForecast
[KEWR] — Newark Airport
Snowfall first reported at 9:28pm Friday, ended 29-hours later at 2:51am Sunday. Snow Depth reached 21-inches. Peak winds 30 gusting to 39.METARForecast
[KPHL] — Philadelpia Airport
Snowfall first reported at 6:34pm Friday, ended 28-hours later at 10:19pm Saturday. Snow Depth not recorded. Peak winds 31 gusting to 49.METARForecast
[BWI] — Baltimore-Washington Airport
Snowfall first reported at 1:38pm Friday, ended 35-hours later at 12:54am Sunday. Snow Depth reached 27-inches. Peak winds 23 gusting to 37.METARForecast
[KIAD] — Washington-Dulles Airport
Snowfall first reported at 12:52pm Friday, ended 35-hours later at 11:52pm Saturday. Snow Depth reached 23-inches. Peak winds 28 gusting to 46.METARForecast
[KDCA] — Washington-Reagan Airport
Snowfall first reported at 12:59pm Friday, ended 36-hours later at 12:52 am Sunday. Snow Depth reached 18-inches. Peak winds 29 gusting to 43.METARForecast

And, here is a compilation of the METARs for all ten airports, converted into a scrollable PDF file:

This pop-out view is scrollable, and the PDF copy may be downloaded.

Next Up: The Melting

The initial snowfall and winds are just Part One of this weather event. Part Two will soon play out, as the accumulated snowfall melts and eventually flows away. Depending on how much (and how quickly) temperatures warm up, and how much rain falls onto the accumulated snow, there may be local flooding, ponding, and other problems. Airport conditions could remain untenable for many days.


See also: