Hubbing Strategies Increase Impacts, But Do Not Create Sustainable Airline Profits

Airline stocks have been tanking lately, in no small part due to strategy shifts by United. In a nutshell, United is trying to design a broad restructuring of its three domestic-focused hubs in Chicago, Denver and Houston. Why? Because this trio of domestic hubs “…has profit margins that are 10 percent below the inland domestic hubs operated by American Airlines Group Inc. and Delta Air Lines Inc….”

The situation is discussed in this Bloomberg article (click here to view source, or view the archived PDF copy below).

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

What is the most consequential quote in the article?

“As part of its strategy, United is boosting connections in its three mid-continent hubs by an average of 17 percent by adjusting its flight schedules, a process it’s completed in Houston and will commence in Chicago next month.”

In this one quote, United is making it clear that, for all major U.S. hubs, traffic growth is NOT about customer demand; it is airline schedule tweaking, to increase profits, that is causing the huge impact increases at major hubs, especially at KBOS, KJFK, KDCA, and KSEA.

Which airports/hubs are most monopolized?

Here are the main hubs for the four largest airlines:

  • American: Charlotte [KCLT], Dallas-Ft Worth [KDFW], Miami [KMIA], and Philadelphia [KPHL]
  • Delta: Atlanta [KATL], Minneapolis St Paul [KMSP], and Salt Lake City [KSLC]
  • United: Cleveland [KCLE], Washington-Dulles [KIAD], and Houston [KIAH]
  • Southwest: Baltimore [KBWI], Dallas-Love [KDAL], and Chicago-Midway [KMDW]

Most other major airports are either smaller market and dominated by Southwest, or they are duopoly hubs. Four duopoly hubs that stand out are:

  1. Denver [KDEN] – Southwest and United
  2. Chicago O’Hare [KORD] – American and United
  3. Phoenix [KPHX] – American and Southwest
  4. Sea-Tac [KSEA] – Alaska and Delta

Will hub concentration reduce over time?

No, not likely at all. The level of industry scheduling collusion, and the absence of real regulatory oversight, ensure this trend toward hub concentration will continue to intensify. As an example, look at the hub concentrations for 2013 data, at this aiReform Post. Note that nothing has changed: at the bulk of these 77 airports, monopolies and duopolies have only strengthened in the past four years.

Who is to Blame – and Who Can Fix – the Impacts Around U.S. Hub Airports?

A recent news article out of Phoenix [KPHX] shows that both FAA and local officials are again ‘collaborating’ to screw over residents impacted by NextGen routes. Click here to view an archived copy with aiReform comments.

What I find most distressing about this article is it shows the real intent of the so-called settlement between FAA and local officials. FAA plainly lost when their case was finally heard at the U.S. Court of Appeals for the DC Circuit (USCADC). A responsible federal agency, actually serving the public (instead of just industry), would have accepted the court decision and promptly acted to correct their errors. Instead, FAA lawyers pressed local officials to compromise, to effectively defang the court decision … thus rendering the court meaningless. They crafted a deal that only perpetuates and expands the root problem: real people impacted by aviation have been shut out from having any voice, any local control, to protect their homes and communities.

An Analysis

When neighborhoods (and health) are being ruined by excessive airport scheduling, who is to blame? And, who can fix the problems?

With or without legal action,[1] there is always a small collection of ‘parties’ involved, including:

  • Elected officials (local, and federal)
  • FAA – the federal ‘regulator’ created to serve the public, funded by the public, but inordinately serving industry
  • Local/state administrative officials
  • Airlines (and other industry players)
  • Real people: impacted neighbors/residents, as well as locals who use aviation services

What role does each party play, and how are these parties interconnected? At the federal level, our elected officials have been lobbied by industry to create laws – including fee/tax systems – that shift the balance of power amongst parties. FAA, a captured regulator serving industry, then processes these laws into regulations, always with a bias that benefits the airlines. At the heart of these laws and regulations, Congress and FAA are stealing away local control. The effect is that the airlines, along with FAA, have evolved into a sovereign alien, occupying not just the sprawling airport lands but also the air above our homes. Real people – in homes, in city halls, and even in the governor’s mansion – have no meaningful powers to mitigate these absentee landlords who are indifferent about how their decisions trend their status toward ‘slumlord’.

That’s the core of it: No local control. Congress and FAA have created administrative sovereignty for an invasive and metastasizing aviation industry.

The situation is worsened today by the extent to which human greed is being played. Even our best officials are compromised by the lobbyists who now run the show.

Increasingly, it is an extremely rare official who, after winning an election or spending decades climbing to a high level administrative position, still maintains an ability to serve people, and not money. Corporations know what they want, and lobbyists (many of whom are also earning FAA retirement pensions!) know how to spin and maneuver to achieve what the corporations want. Money makes a great hearing aid; officials who seem tone deaf to constituent concerns ALWAYS come through to serve money. Some officials go totally rogue, accepting payouts, kickbacks, and jobs for the spouse. Most bought officials are careful to remain subtle. In all cases, though, nearly all officials find it easiest to bend to the lobbyist pressures; they drink their koolaid and trust their hype, without any critical assessment. Thinking and leadership are hard work; bending is far more convenient, especially if there is personal financial gain attached. In effect, and in time, many local/state officials become captured as industry servants.

Let’s be very clear on one other thing. When a new commercial airline impact appears and/or grows, it always does so because the one or two airlines who dominate that airport are tweaking the daily flight schedule, in pursuit of profits. Those profits do NOT come from adding more air travel for local residents; no, the profits come from more intense use of the local airport as a hub for more flights. The airline tallies more ‘through-passengers’ who pass through the airport as a passenger-sorting facility; the airport authority scores more PFC taxes, to pay off more accumulated airport capital improvement debt and fund more future airport growth projects. The airport sprawls larger and noise and pollutant impacts increase, yet the aviation service benefits to local residents show no meaningful gain.

Since the airlines are profit-seeking corporations, they do everything they can to minimize the costs (including labor) when implementing these changes. Thus, the fewest possible jobs are created; in other words, while noise/health impacts may soar, the real local economic benefits are held to a minimum. The marginal costs of growing a hub schedule typically always far exceed the marginal benefits to the local economy … which is why we see so much FAA/industry collaborated propaganda, spinning the illusion of airports as massive economic engines (while conveniently ignoring the massive subsidies involved).

A Short Data Example, from San Diego:

Here’s a table with enplanement data, extracted from the 2008 airport master plan for the crowded on-runway airport in San Diego [KSAN]. Operations data has been added, from FAA’s ATADS database. Also, the year-to-year change has been calculated.

  enplanements Yr-to-Yr change Operations (ATADS) Yr-to-Yr change
2002 7,471,644 206,605
2003 7,637,193 2.2% 204,713 -0.9%
2004 8,200,687 7.4% 215,211 5.1%
2005 8,692,694 6.0% 229,192 6.5%
2006 8,759,669 0.8% 230,798 0.7%
2007 9,172,966 4.7% 237,574 2.9%

Did local demand for aviation services grow 7.4% during 2004 and another 6.0% during 2005? No. If the local population had grown at such rates than, yes, it would be reasonable to expect such large annual increases. But, in fact, the enplanements grew far in excess of population growth. So, the enplanements grew due to shifts in airline scheduling. Those shifts massively increased the number of people from elsewhere, who became counted as enplanements when they changed planes or occupied a through-seat.

San Diego is a good example to study this because it is remotely located, in a corner of the nation, and close enough to the major hub at LAX. As such, it does not have the geographically central location needed to function well as an energy-efficient hub for through-passengers, at least not for domestic trips. In fact, if you study the airport’s Competition Plan,[2] you will see that all three legacy airlines (American, Delta, and United) offer very limited flights, primarily feeding only to their major U.S. hubs. The two airlines that use KSAN for hubbing are Southwest and Alaska. Southwest is the dominant airline and feeds many passengers through KSAN with origins or destinations along the West Coast. Alaska does the same thing, but Alaska’s hubbing is mostly to serve passengers vacationing at numerous Mexican destinations. If FAA wanted to minimize impacts on the local community at this very congested airport, they would remove the current incentives to use KSAN as a through-hub. If congressional officials wanted to help, they too would remove the current incentives, by pushing for changes in the laws that have defined the current problematic fee and tax system. If local officials wanted to serve impacted local residents, they would at least advocate, demanding FAA and Congress take these actions.

Some might suggest these growth figures do not reflect airline scheduling strategies, but instead reflect a recovery from 9/11. This is not the case. It is absolutely true that, across the U.S., enplanements and operations dropped after 9/11. But, two other truths also exist: (1) at all but the biggest hub airports, airline activity growth rates were already starting to decline in 2000;[3] and (2) the bulk of the recovery was completed in 2003. In other words, if FAA applied its resources to objectively study the data and report it to the public, FAA itself would prove that, by the end of 2003, the real people residing in and near San Diego had fully resumed their local consumption of aviation services. An uncaptured federal regulator writing such a report would confirm: the growth in impacts upon the local community are solely due to FAA’s accommodation of airline scheduling; more through-passengers means more profits … and more impacts.

What does this analysis mean, for resolving aviation impacts?

It all comes down to airline schedule changes for which marginal impacts increase far more than marginal benefits.[4] The impacts are increasing because the Av-Gov Complex is a machine that has airlines, FAA, and various local/state officials ‘collaborating’ to feed benefits to corporations … and this very same machine is screwing over the people. There is no local control. Instead, we have predictable choreography, with Av-Gov Complex players finger-pointing and claiming they are powerless, with zero accountability as impacts continue to worsen.

People want aviation services, but they also want (and need!) local control.

Since 2012, when Delta announced a new hub expansion at Sea-Tac [KSEA], all airport metrics have grown enormously (annual operations, enplanements, fuel consumption, air cargo tonnage). But so too have grown the many problems that both FAA and Port of Seattle take no action to fix: noise impacts, air pollutant impacts, arrival congestion forcing delays even at cruise altitude, road congestion for Seattle-area access to the airport terminal, even lengthy tarmac delays simply because the airlines are allowed to schedule in excess of existing gate capacity. The ongoing non-performance by FAA and Port of Seattle, and their bias toward accommodating airline greed, is shameful.

If O’Hare [KORD] scaled back to half its operations, would the Chicago area still be amply served with excellent service across the globe? Absolutely. And, at the same time, would impacts upon neighborhoods to the east and west be reduced? Yes, and to an astonishingly positive degree (as would national system delays).

Is the same true at other major hub airports? Yes. All of the communities where summer barbeques are destroyed (the food just doesn’t smell right, when the air smells like jet fuel), where incessant and repetitive noise patterns deny the restorative powers of nature or enjoying backyard play, where sleep is lost to accommodate loud early-morning cargo flights … all of these communities want their local airport to provide local services. But, these residents also want (and need!) local control, so that the scale of airport development and airline scheduling does not end up destroying health and quality of life.

The problems are not just at Phoenix, San Diego, Seattle and Chicago. While most U.S. airports continue to scale back (this is a shrinking industry), there is a small handful of other airports where one or two airlines want to grow more hubbing profits. To enable this, FAA’s NextGen implementation is plowing down residential quality of ([KBOS], [KJFK], [KLGA], [KBWI], [KDCA], [KCLT], and [KSFO] are all on that list).

Solutions will not happen, so long as the co-conspirators continue to conspire. The problems are local, and the best people to define and resolve the problems are the local residents. We are long overdue for the restoration of REAL LOCAL CONTROL, even (and especially!) at our largest hub airports.

— <> <[]> <> —


footnotes:

[1] It is also important to understand: the legal actions, such as the case heard when Phoenix sued FAA, are not full-fledged lawsuits where a plaintiff can force corrections and payment of damages; these are practically administrative hearings, as they are directed (by Congress) to be filed under a very short time limit, to the USCADC, which has a long history of bias favoring corporations, federal agencies, and other status quo powers. If Congress cared to protect citizen rights, we would be granted far more latitude, to pick more favorable court venues.

[2] One of the more interesting details within this Competition Plan is at pages 11-12; it is there noted that KSAN offers direct scheduled passenger flights to 56 destinations, but 47 of those are served by only ONE airline. Routes are thus 84% monopoly-flown.

[3] FAA ATADS data shows that KSAN commercial operations peaked in 1995 (219K), then dropped every year, bottoming out at 191K ops in 2000. In 2001, when airports were totally shut down for days, KSAN commercial ops actually INCREASED to 192K. Fifteen years later, the 2016 commercial ops had retreated 2.9%, to 186K; also, between 2001 and 2016, declines in TOTAL airport ops were even steeper, down 4.8%.

[4] Significantly, too, while the benefits accrue solely to the non-resident airline corporation, the costs accrue to the local residents. This cost-shift is a taking.

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!

FAA Ordered to Vacate Their 2014 NextGen Routes in Phoenix

After three years of misery and sleep loss, residents in the Phoenix area may finally see some relief. This Judgment was just announced:Using the only legal recourse available to those impacted by FAA’s NextGen implementations, both the City of Phoenix and historic neighborhoods filed a Petition for Review at the U.S. Court of Appeals for the D.C. Circuit. FAA lawyers, aided by attorneys from the U.S. Department of Justice, delayed and wrangled for dismissals. It took nearly two years to get the case argued; that happened on March 17, before Judges Griffith, Rogers, and Sentelle. (Click here to go to the USCADC website, where you can read the bios for each judge.)

Nearly six months later, finally, the Judges issued their decision: for the people, and against the FAA. Here’s a copy:

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

The Opinion found that FAA was arbitrary and capricious, and in violation of the National Historic Preservation Act, the National Environmental Policy Act (NEPA), the Department of Transportation Act, and the FAA’s Order 1050.1E.

This Decision deserves careful study by all of us who are increasingly impacted, across the nation, by FAA’s brutally impactful NextGen implementations. City officials and airport authorities need to take notice: quit telling everyone that nothing can be done; instead, start advocating for health, quality of life, and real local control at these airports.


See also:

UPDATE, 8/30/2017: — Peter Dunn’s Analysis – a condensed review, posted at the Fair Skies Nation Facebook page (Boston area); click here for the source, or here for the archived copy.

UPDATE, 9/1/2017: — see the analysis written by Steve Edmiston (click here for the source, or here for the archived PDF); Steve is a Seattle-area attorney, and a lead activist seeking to correct the over-expansion of the Sea-Tac Airport [KSEA].

UPDATE, 9/5/2017: — yet another excellent analysis, this one blogged by Kevin Terrell (click here for the blog source, or here for the archived PDF). Kevin resides in an area impacted by the Delta hub at Minneapolis- St. Paul [KMSP]. Kevin’s activism has included creation of an outstanding series of educational videos that explain aviation noise while also illuminating FAA’s total failure to manage the noise impacts.

Current Heatwave Too Hot: Causing Commercial Flight Cancellations

A pair of articles look at the start of Summer and the forecast heatwaves. The first article actually notes that the Bombardier CRJ may not safely operate above 118 degrees Fahrenheit; this common regional feeder, used by American, thus has to be grounded at their Phoenix hub.

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

Aviation is thoroughly dependent on fossil fuel consumption, and is the fastest way that each of us can contribute to record-level (and still growing) atmospheric CO2 concentrations. And, importantly, hubs greatly increase fuel consumption, because more passengers fly longer distances when transferring at hub airports not on the direct route of flight.

(click on image to view source)

Will ‘60 Minutes’ Help Us Expose and Correct FAA’s Nationwide NextGen Mess?

(click on image to view source Facebook page)

People everywhere – from Bethesda to Federal Way, and from Culver City to Belmont – know the failures of the NextGen program:

  • that the program is a fraud, pretending to implement new technologies that have actually already been in common use for decades;
  • that FAA is pushing NextGen solely to get Congress to dole out more money, to prop up more FAA waste;
  • that, to get the airlines (and their main lobby, Airlines for America, A4A) to not oppose NextGen, FAA is focused on removing all noise mitigation procedures and local agreements, at all airports;
  • that FAA is enabling the airlines to expand flights per hour without limits (hub concentration);
  • and that FAA is also enabling the airlines to fly repetitive routes that are lower and closer to the runways (route concentration), with a wholesale disregard for how these routes are destroying even our oldest communities.

Historically, our economic and political system has been a point of pride, in no small part because it has had a press that operates freely, a press that would reliably expose frauds and compel the correction of failures. People have been well served when reporters dig deep, unspinning the spin and propaganda.

There has been a lot of evidence in the last year, that this ‘free press’ is dead, that in fact most elements of the mainstream media now serve corporate and political agendas. Likewise, we have seen too many elected officials who seem to be incapable of comprehending the impacts, who instead can only understand serving commerce so they can get campaign contributions. ‘60 Minutes’ can do better, can help restore the balance we have lost, and in the process can help rebuild public confidence in the mainstream media.

(click on image to view source Change.org petition page)

Will ‘60 Minutes’ listen? If hundreds of us take a few minutes and send emails, letters, tweets and calls, expressing how NextGen is impacting our homes, will ‘60 Minutes’ do the diligent research and expose the depth of FAA’s NextGen failure? Let’s hope so.

There are hundreds of smart people, across the nation and standing ready to help ‘60 Minutes’ write the powerful news story needed by thousands.

Here are your contact options…

FACEBOOK https://www.facebook.com/60minutes/
TWITTER @60Minutes
EMAIL 60m@cbsnews.com
PHONE (212) 975-2006
POSTAL MAIL Story Editor, 60 MINUTES, CBS News
524 West 57th Street
New York, NY 10019

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.

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

FAA’s NextGen in Phoenix: Two Years, Zero Relief

kphx-20160918-2-years-ago-faa-broke-phx-graphic-by-s-dreiseszun

(click on image to view source Post at ‘Let’s Make Some Noise’)

It was two years ago today that FAA flipped on the switch for a new set of RNAV procedures in and out of Phoenix. Noise complaints jumped: from 469 the year before to more than 13,000 in 8-months. A group who unexpectedly became activists emerged, seeking to restore health and liveability in places like Laveen, and in the historic residential neighborhoods trending to the northwest of the airport, such as along Grand Avenue.

According to the documents used to justify the changes, the changes would help the airlines to save a few million dollars each year, because flights would make their turns lower and closer to the airport. When profitable corporations save money, it appears as increased corporate profits; CEOs get bonuses, shareholders smile too. But, who pays for this, and what are the impacts, the costs? Indisputably, more people are losing sleep, more conversations are being broken, and more schoolchildren are being distracted. If a true cost-benefit analysis had been done, the benefits to the airlines would NOT justify the costs imposed on the communities.

Here’s something to ponder: if you spend just a few minutes crunching the numbers, you can establish that if every person living in the Phoenix area paid a $1 annual head tax, that tax could be given to the two hub airlines at KPHX (Southwest and American) to PAY THEM to revert to the older routes. Flights would resume using the natural noise mitigation corridor that was used for decades, the Salt River lineation east and west of the parallel runways. Airline profits might actually INCREASE (since the head tax total likely exceeds the fuel cost for reverting the departures), and flightcrews might even get a bit more money in their paychecks (if they add a minute or two to their logged flight-time). Most importantly, substantial relief would be realized by hundreds of thousands of citizens.

Of course, even a trivial head tax such as this should not be needed. What is needed is a federal agency that works for the People, too, not just for the aviation industry; a federal agency that truly weighs the costs and the benefits, to protect as many people as possible from the real adverse impacts caused by repetitive airline flights near major hubs.

Any Progress Two Years Later?

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Glen Martin in Phoenix, 10/16/2014: body language says it all.

Essentially, no progress. Many are trying, but FAA continues to act bureaucratically incapable of doing anything.

Of course, when weather has blown through Phoenix, FAA immediately alters the flights paths … so, the agency has shown they CAN implement change quickly, as needed. But, despite the flood of complaints and the news stories and even lawsuits, FAA just bungles along, providing no help toward a remedy. One of the most memorable examples of bungling: when Regional Administrator Glen Martin paused in disbelief, while reading an official statement to impacted residents; even he could not stomach the lies.

kphx-20160830scp-lawnsigns-portion-of-flyer-re-nextgen-enviro-failures

Yard sign in a Phoenix neighborhood

If there is a silver-lining in this mess it is the activists. From day one, people cared. They spoke up, they asked questions, they attended hearings, they worked to protect their homes and their families. An extraordinary number of the best citizens in Phoenix refused to ignore the changes, and refused to accept lame non-answers by elected officials and FAA representatives. They became educated and worked together to educate others. And, they set clear examples for others across the nation to follow, when other communities are impacted by FAA’s fraudulent NextGen debacle.

See also… (blue dates link to online content)

8/30/2016
FAA’s NextGen Failure: a Case Study in Phoenix
aiR Post with a scrollable copy of the 4-page flyer produced by the noise office at Sky Harbor Airport. The flyer identifies some of the many failures found at Phoenix and other NextGen implementation airports.
3/28/2016
Aviation Noise Psychology: How Repetitive Routes May ‘drive you crazy’
aiR Post with scrollable copy of an in-depth article about KPHX noise impacts, written by Caitlin McGlade.
10/30/2015
NextGen: A Formal Complaint by Phoenix Neighborhoods
6/24/2015
GIGO: Lessons Learned from FAA’s Bad NextGen Deployment at Phoenix
aiR Post looking at how FAA manipulated the review process to ensure implementation of impactful procedures that were never meaningfully reviewed. Includes a scrollable PDF copy of the CatEx signoff by Caroline Poyurs.
6/22/2015
The Investigation of the KPHX NextGen Departure Procedures Implementation
aiR webpage featuring a scrollable PDF copy of the 22-page investigative report by Kaplan Kirsch Rockwell LLP. This webpage includes links to the extensive collection of exhibits, too.
6/1/2015
City of Phoenix Files Lawsuit Against FAA’s NextGen Implementation
3/23/2015
Noise Study for KPHX RNAV-NextGen Route Changes
214pg report by Landrum & Brown, quantifying impacts at 37 sites.