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.

How Can FAA Be Oblivious to the Impact of This Noise?

Here’s a video by a homeowner, north of the JFK airport, on Long Island. A weather pattern recently set in that resulted in ATC issuing north flow departures, off runways 4. The RNAV departure procedures, implemented as part of the over-promoted NextGen program, have flights turning lower and closer to the airport than before … one after another after another. The result has been nearly incessant noise, with the sounds in this recording repeating like a Chinese water torture. It is driving local residents crazy, having to hear this noise, which was never as much of a problem prior to NextGen.

Have a listen to this very clear recording. More recordings like this need to be made, and called in to FAA and airport authority ‘complaint lines’, so those with authority can understand why regular people are so upset and losing sleep…

(click on image to view source video at Facebook)

(click on image to view source video at Facebook)

If there is something ‘positive’ to be gained from this situation it is that it may just help FAA to finally come around and learn: the DNL noise metric fails to protect people from aviation noise impacts. Simply, you cannot ‘average out’ a series of disruptive departing aircraft noise intrusions and call it ‘OK’ because the average is less than 65 DNL, or even 55 DNL. Doing so may clear the way for more frequent airline departures – and enhanced airline profits – but it does so at a serious cost to quality of life and health for the impacted residents.

This example focuses on Long Island, but the NextGen noise impacts are out of control all across the nation. A lawn sign in Phoenix said it very well: kphx-20160830scp-lawnsigns-portion-of-flyer-re-nextgen-enviro-failures

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.

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.

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.

Politics Today, in the U.S.A.

Hakeem Jeffries is a young lawyer representing the New York 8th congressional district, a strongly gerrymandered district in Brooklyn and Queens. In this video he is going to bat for the Hillary Clinton campaign, making wild statements, all part of the Clinton campaign script, designed to undermine the legitimacy of candidate Bernie Sanders. Yes, he is a lawyer, so he seemingly has a license to lie and deceive, all to produce whatever nefarious end-result is intended, such as perpetuating our very, VERY broken representative democracy – yes, the one owned by a plutocracy of corporations and elites (a plutocracy Thomas Jefferson warned of in 1825).

So, ponder this embed of a short news discussion, with Nina Turner speaking on the Sanders’ side…

…and here’s something else to ponder:

If Mr. Jeffries can go to bat for Hillary Clinton and stretch the facts this far, what would happen if he applied his lawyering skills to advocate on behalf of those impacted by KJFK and KLGA flights? What possibly might stop him from speaking up, forcefully, on behalf of the people and against the FAA, the airlines, the Port Authority – the Av-Gov troika who are doing so much to diminish quality of life in his congressional district? Could it be the money that helps Mr. Jeffries (and the vast majority of U.S. elected officials) to pick their fights, to be selective and ALWAYS come out advocating for the source of funds needed to be reelected? Could it be we are long overdue to end this sordid corruption?


See also:
  • 4/11/2016 – an article by H.A. Goodman, in Huffington Post, includes this quote: “…An iceberg named Hillary Clinton threatens the system of honest graft that provides political power to so many establishment Democrats….”

20160411.. 'I'm Going With the Jewish Guy' (Bernie tweet-pic)

UPDATE – New York City (NextGenNoise.org)

Link

UPDATE: New York City area

Click here to view the latest Post by NextGenNoise.org, including:

  1. a TimesLedger Op/Ed by George Jehn, an author and retired airline pilot who debunks the A4A position on NextGen and ATC privatization
  2. A futuristic image of an expanded and reconstructed LaGuardia terminal (as produced by the Office of Governor Cuomo).
  3. A ‘visionary rendition’ of the new LGA terminal, presented by regional airport lobby group GlobalGatewayAlliance

20160314scp.. 'LGA & JFK are Carcinogenic Generators, & an ancient proverb' (portion of post by NextGenNoise.org)

TimesLedger Publishes a Full Page of Letters Disputing the NextGen Con-Job by A4A/FAA

20160312.. TimesLedger full page of airport noise letters re NextGen failures KJFK & KLGA (Becce, Jehn, Will)The ongoing propaganda parade by lobbyist A4A and federal personnel serving the aviation interests (both FAA employees and elected Congressional officials) included the Sharon Pinkerton letter in the NYC area on March 3rd. There are many smart people in the Big Apple, tired of this charade. They wrote some very good letters, pointing out just how incredibly false (and self-serving!) the A4A letter was. TimesLedger has created webpages to share these letters. Here are links:

A4A’s TimesLedger Letter: Further Debunked by Pilot/Author George Jehn

A retired airline pilot, George Jehn, offers this concise critique of the latest round of A4A propaganda, and specifically the Pinkerton letter at TimesLedger:

“Pinkerton’s article is way off the mark. The airlines have had the ability to fly direct for many years, via the use of things like GPS, OMEGA, INS, etc.**These are all navigation systems used in aviation. INS stands for ‘Inertial Navigation System‘, a major upgrade in air navigation that began to dominate around 1970 … making direct routes common more than four decades ago. It is the airspace problems in the terminal areas that are created by the sheer volume of aircraft taking off and landing that cause the noise problems. And NextGen is not going to solve any of these problems. That is the built-in folly of airline ‘deregulation’. You can only stuff so many planes into a limited amount of airspace and still maintain a safe operation — and the key word is safe.

In recent years, the airlines and the FAA have been shaving the safety margins bit by bit, in many different ways and in many areas. Two examples that most people aren’t even aware of are ETOPS, which stands for Extended Twin Engine Operations. Under FAA’s ETOPS Orders (the original version was adopted in December 1988, and the revised version was adopted in June 2008), FAA allows jets to operate over the Atlantic and Pacific oceans with only two engines. If you recall, it used to be four engines, then three and now two. All of this is done to save fuel and maintenance costs. Prior to ETOPS, engine redundancy was mandatory for safety.

It isn’t a matter of if one of these twins goes into the drink, but when (think of MH 370, a twin-engine 777. What really happened there?). Also, there used to be two-thousand foot mandatory altitude separation above FL 290(twenty nine thousand feet) but now it is has been reduced to one-thousand by the FAA. And these are just two examples. There are many others. Very sad because the public is being hoodwinked by the FAA on many fronts, including noise abatement and flight safety.”

Spot on, George!G.Jehn

As a bit of background, George is a retired Eastern Airlines (and later USAirways) pilot, especially notable for the book he wrote in 2014, ‘Final Destination: Disaster. What Really Happened to Eastern Airlines’.20160305cpy.. 'Final Destination - Disaster' (cover pic, G.Jehn book on EAL)
His book offers a rare insider view at a fatal airline crash in South America, on 1/1/1985, that was never properly investigated or reported by FAA or NTSB officials. Essentially, a cover-up … as does happen sometimes, with aviation ‘incidents’.

George also was a high-ranking pilot union (ALPA) official, and his book points to the serious problem of top union officials becoming ‘joined at the hip’ with agency and airline officials. George is impressive for his knowledge and experience, but even more so for his whistleblower instincts, and his tenacity to expose and reform corruption.

A highly recommended read, if you want to better understand where politics and aviation safety conspire to corrupt.


See also: