10 Sample Questions for the Sea-Tac SAMP ‘Scoping’

More fine work by Quiet Skies Puget Sound. Check out the 2-page PDF below, their sample questions to try and get Port of Seattle (POS) to fully address health and environmental impacts within the so-called ‘Sustainable Airport Master Plan (SAMP)’ review process.

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

A quick note adding on to #9 of the suggested questions in the PDF above (“What if Your Projections Are Wrong?”): aiREFORM! did a quick analysis of monthly operations at Sea-Tac, using FAA’s own ATADS data, and it suggests substantial growth is again happening this year. In fact, at the current pace, the operations total for 2018 will be roughly 439,600, an annual increase of 5.6%. This is what happens when airlines double down on profits via hub through-passengers; we see impactful growth rates that have no connection whatsoever to the local population or economy (i.e., it is purely airline ‘demand’, accommodated by the airport authority and FAA).

And one closing comment…

That POS has chosen to add the word ‘Sustainable’ in front of this latest airport master plan is quite out of touch with a stark reality: aviation is the most fossil-fuel intensive activity we arbitrarily do, and as such aviation is the fastest way to further pump up record CO2 levels and further destroy the future climate and habitability of our planet. Calling this ‘sustainable’ is like putting lipstick on a pig to make her ‘pretty’ (I mean no offense to pigs; they are beautiful too, after all).

Are the SAMP Open Houses Really Just ‘Propaganda Events’?

I attended a ‘Sustainable Airport Master Plan (SAMP) scoping Open House last night, for one of the fastest-growing commercial airports in the U.S.: Sea-Tac, serving the Seattle and Puget Sound [KSEA]. There is a lot to report, but even more, a lot to think about, especially this: what can I say to empower other impacted citizens so they can be as effective as possible when attending these events?

As a retired FAA employee (an air traffic control whistleblower, no less) who spent a full career working within the FAA culture and then embarked on a decade of research on how the FAA work culture has performed while implementing NextGen, I may have some insights to share. One of those insights is simply this: from what I saw at Highline Community College, on September 10th, these Port of Seattle (aka, POS) scoping Open Houses are not even a dog-and-pony-show; they are just occasions for industry players to check off a list pretending to engage citizens, while also spewing out their pro-aviation propaganda. And, just to be clear, this is not an aberration; this is par for the course, as it has been for at least a decade; at nearly all of our airports, when public forums related to environmental impacts and master plans and such are held, they have generally devolved into just a gamed process, a charade … which is why lots of people choose not to attend. [NOTE: they want more of us to not attend, which is itself the imperative defining why YOU MUST ATTEND, if you care about your home and health!]

What To Expect When You Attend

A common event design is to set up a signup area and feed the ‘signed-in guests’ into the next room, where they can sequentially (or randomly) view a series of whiteboards. Each whiteboard represents an element of the review process, such as ‘noise’ or ‘air quality’ or ‘water quality’. Now, ideally, each whiteboard actually displays some valuable information – perhaps a design, a satellite view, a table, a list of project elements, etc. Well, that is the ideal. At the POS Open House last night, more than half the whiteboards were, well, just empty white boards. Nada. Zilch. In fact, the only area where they had consistently replaced the blank whiteboards was at the front end: the first half dozen were a blatant effort to dupe us into thinking the Seattle economy and the Seattle population were ‘demanding’ the growth in air travel. The very first whiteboard had some words laying out this spiel, and included a list of prominent Seattle-area businesses, including Costco, PACCAR, Amazon, etc. So, we are supposed to start to see, ‘gee, if Sea-Tac does not expand, maybe these big companies will leave town’. (hint: they likely will not and in fact, if things decline and they do, most of us will applaud their riddance) Two whiteboards later was a very deceptive graph with a green line and a blue, showing population growth as well as airport passenger growth. More about that graph later in this Post.

Another thing you will notice is there are LOTS of smiley-faced people wearing event badges and standing in front of the display boards. As you talk to them and ask questions, you will start to establish that most of them are employed by the Port of Seattle, but that also, quite a few are either FAA or contractors. Everyone of these people owe their income (and eventual retirement) to this industry, and as such it is not surprising that they come across as ‘all for expansion and just plain unable to understand how bad the impacts are on residents under the new concentrated flight paths. I also noticed that, by 7:30pm (2-hours into the 3-hour event), there were practically no residents left, but maybe 30- or even 40+ badge-wearing staffers standing around in front of all the whiteboards.

I found it disturbing, trying to communicate with these people on a human-to-human level. They come across as machines, rigidly focused on the industry-serving goal, which in this case is to spend billions of dollars expanding Sea-Tac’s airport facilities, to serve the demand generated by two dominant airlines, Alaska and Delta. Ask any of these people a hard question and their pat answer is to remind you, they are only here tonight to help you formulate your question so that you can submit it to the ‘scoping process’. Well, that in itself is bullshit, and here is why. For each of these people (some would accurately note they are in fact parasites feeding off the power and money of the aviation-government complex), their first and foremost reason for getting paid to stand in front of the display boards and greet you is to ease your acceptance of the fact they are going to ram this expansion project onto you and your home. They are there to help you believe the distortions behind the expansions.

These staffers were sized up perfectly with this famous quote:

“It is difficult to get a man to understand something, when his salary depends upon his not understanding it!”

This quote was by Upton Sinclair, back in the 1930s. Click here for a Post showing an example of how FAA, all the way to the top, could not understand an obvious controller safety error at a California airport … and know, too, these things happen surprisingly frequently.

One of Their Distortions is the So-Called ‘Demand’ Myth

OK, here is a copy of the graph mentioned earlier, at the front end of the area filled with whiteboards and staffers:

This is the demand graph POS displayed last night, although this is an online copy as displayed at a POS event in July. Interestingly, POS decided to remove the headline last night, perhaps because they know it is utterly false; just look at how passenger growth vastly outstrips population growth, with the green line CROSSING the blue line. So, although the headline was not displayed last night, nonetheless staffers were using this graphic and making comments, over and over again, to push the false perception that ‘demand’ at Sea-Tac is driven by Puget Sound area population growth. Such is not the case; AIRLINES DEFINE DEMAND, by scheduling in pursuit of higher profit margins.

You are supposed to believe that all of this Sea-Tac expansion is driven by market demand. This is false. The true demand is from the two major hub operators at Sea-Tac, Delta and Alaska. Each impacted citizen needs to understand the passenger airline business model. They make profits best when they route as many people as possible through the hub airports, where those people may never even leave the plane, or may exit one plane only to board another. The airport becomes a Grand Central Station for airline passengers, and the surrounding communities must bear an extremely intensified impact in added noise, added air pollutants, and overall diminished health and quality of life. This is what accounts for the bulk of the enormous growth at Sea-Tac since Delta announced a new business plan in 2012, with a new hub at Sea-Tac (operations grew 31% from 2012 to 2017, and have climbed 5.6% so far this calendar year). And, this is what is trashing lives under intensified and concentrated NextGen routes feeding in/out of KBOS, KDCA, KORD, KCLT, KSAN, KPHX, KSFO, and elsewhere.

Here’s another ponderous point on this graph, and something I asked to a few staffers last night (BTW, I never got a good answer): where did they get their population numbers? Using their numbers, for the 2017-2027 decade, the average annual growth is just 0.6%; umm, the entire U.S. averages closer to 1% annual population growth, and Seattle is bragged about (by people at POS, FAA, etc., no less!) as being a booming place (for population as well as economics). So, they created this graphic using data that does not come close to tracking the reality as measured right now. Indeed, Puget Sound Resource Council (PSRC) published a report ‘way back in August’ noting Puget Sound’s population is growing at a 1.5% annual rate. IMHO, the lack of diligence behind these graphics is shameful.

Frankly, if the Port of Seattle was sincere in defining this demand, they would do the hard work of accurately assessing precisely how many users of this airport are actually THROUGH-PASSENGERS, who fly in but then fly out, never even leaving the airport terminal. The best these connecting passengers will do to ‘boost’ the Puget Sound economy is waste away a few hours between flights, perhaps buying coffee or some fish and chips. Yet, because these two major airlines make substantial profits by offering these flight connections at Sea-Tac, there is much pressure on Port of Seattle (and FAA) to accommodate this airline demand. This is spun to us as ‘market demand’, which clearly it is not.

Let’s be clear: airline demand is not the same as market demand. The display boards referencing market demand are implicitly stating that you and I, as customers, define ‘demand’ for commercial aviation useage at Sea-Tac. We do not. The airlines define demand, and both the airport authority (POS) and the federal regulator (FAA) expend great effort to accommodate whatever air commerce asks for. Sadly, they do so while increasingly ignoring the real and growing impacts upon actual human lives.

Why is This Demand Myth Important?

It is extremely important, simply because the entire SAMP proposal is anchored on the idea their is real ‘demand’ creating a dire need to invest in these expansion proposals. Generally, where there is a desire to expand an airport (and, always, this expansion is simply to give more capacity to the dominant airline), there is a tendency for the data to be exaggerated to justify that investment. Thus, if and when any of us actually does the deeper research to see what FAA has forecast, we see an astonishing pattern of forecasts WAAYYYY over what history subsequently produces in real data. And, at events like the Open House last night, staffers are conveniently overlooking a shocking reality that they seem incapable of digesting: that, in the U.S., with the sole exception of a handful of airports where FAA and airport authorities are overly accommodating to enable the creation of ‘super-Hubs’ for near-monopoly airlines, operations have been flat and declining for decades.

The Demand Myth needs to be exposed and crushed. Read more at these earlier Posts:

What We Each Need to Do at These Open Houses

Yes, absolutely, you should submit comments (though you should also make your own copy or get POS to let you have a copy, so you have more tools to hold POS accountable with the comments you have provided). But, there is a lot more that can and should happen at each community event. Here are some suggestions:

  1. From the git-go, understand it is OK that you are not an expert, just an impacted citizen. As such, it is THEIR responsibility to help with the technical heavy-lifting.
  2. With the first note in mind, ask questions and DEMAND real answers. Then, ask harder questions. Follow through. Make these staffers serve you; after all, per NEPA, that is precisely what they are supposed to be doing at each such event, when they field your questions.
  3. With your questions, try altering your approach. For example, try to appeal to this aviation professional (the staffer there to talk with you) human-to-human; try to establish if they have the capacity to actually recognize the impacts their work is having upon you and your neighbors; try to see if they might possibly have the strength of character to speak up against the prevailing current within a culture that is biased toward commerce and against people.
  4. Think outside the box. For example, last night, it fit well to ask them if they agree that Sea-Tac is operating beyond its design capacity (they all felt it was not … tell that to those being delayed on arrivals, and those waiting for long periods after landing, needing a gate to open up). Ask them, would it help if Delta and Alaska voluntarily reduced their schedules by say 20% during certain peak hours? Ask them who has the authority to manage capacity at Sea-Tac … what can POS do, what can FAA do? Ask them, especially if they are a POS employee, have they ever advocated on behalf of impacted citizens, and will they serve the people (not just the airlines) by advocating for people in the future? Think national-scale and ask them, if Sea-Tac were to impose real capacity management, would these constraints really have an adverse impact on the entire national airspace system, or would they actually just nudge airlines like Delta and Alaska to increase schedules elsewhere, and not abuse Seattle with far too many flights?
  5. Always, ALWAYS, keep it clearly in your focus: the staffer you are speaking with works for you (in theory) and at that precious moment while you are chatting, you are the most powerful representative of humanity to assist him/her in learning their need to advocate for people first, ahead of industry players. Help them to see beyond the corrupted culture in which they are trapped solely for a paycheck.

More Letters: Congress Needs to Add Impact Amendments Before Passing Reauthorization

It appears that the two letters by aviation coalitions, dated July 26 and August 15, have spurred letters (and at least one petition) by many of those impacted by FAA and aviation.

Interestingly, we are seeing stronger actions by people across the nation – and people are working WITH others in distant impact locations. For example, Montgomery County Quiet Skies Coalition sent a solidly researched letter on 8/27 (click here for ai-Rchived copy). PlaneSense4LI coordinated with as many online activist groups as they could find, announcing their letter on Sunday and mailing it today, just four days later, with 20 signatories across the continent (click here for ai-Rchived copy). And, Tony Verreos created this petition at MoveOn.org:

(click on image to view petition online)

Thinking about it, what makes a Democracy work is that people have power, not because of wealth or connection, but simply because they are citizens. Power in Democracy requires knowledge, but it also requires communicating with others, to engage their support. But, frankly, there are many barriers that can prevent the process from working. If people lack knowledge, if they learn but do not follow through (distractions or the needs of daily life may interfere), if they have been made to be cynical and fatalistic to the point of not acting, or if they have been made fearful that there will be negative repercussions for speaking up … all of these will ensure that those with power (aka money, these days?) will continue to run the show and set the agenda. This is why it is so great to see, this week, that despite enormous odds that split us apart, many of us came together… writing, sharing, signing.

Let’s keep this rolling. Let’s take back control of our skies, of our air, of our own backyards. Let’s put quality of life ahead of airline profits, and let’s protect our families and neighbors from the illnesses caused by too many planes creating too much noise and polluted air.

The ‘SAMP’ Oxymoron: There is NOTHING Sustainable about Commercial Aviation at SuperHubs

SAMP stands for ‘Sustainable Airport Master Plan’. It looks like someone at the Port of Seattle (POS) has decided it would be a fun joke to add the word ‘sustainable’; maybe they were bored, maybe they wanted to imply this master plan would show meaningful environmental stewardship, moderation so as to not over-consume, etc; or, maybe the Port of Seattle just wants to test and see how stupid we are.

Let’s be clear: there is nothing at all sustainable about commercial aviation. Even in a country as ‘advanced’ and ‘wealthy’ as the U.S., only a small fraction of people do anymore than one air trip per year. During each of our personal air trips, we are individually consuming more fossil fuels and at a higher rate of consumption than we do in any other civilized human activity (war and arson do not count, OK?). So, it is a sick joke for POS or anyone to try and brand a new product (their latest round of airport master plan documentation) as good for the environment. Frankly, it is way too much like FAA’s spin on NextGen: claiming that, by using precision routes and automated flights, they might reduce CO2 emissions … while carefully NOT stating that the reductions would only happen by letting the airlines turn lower and closer to the runways, increasing impacts under both departures and arrivals.

Some Background on POS & KSEA:

The Port of Seattle has been brutally destroying local quality of life, with a relentless push to over-expand their one airport property, Sea-Tac [KSEA]. People are suffering from sleep loss, polluted air, and intrusive noise under repetitive flight paths narrowed via NextGen’s reliance on autopilot navigation.

Shortly after the 2012 announcement by Delta Airlines, that they were creating a new hub at KSEA, takeoff and landing operations began to soar; in fact, Sea-Tac has seen the most rapid growth in the U.S., with annual total operations climbing 31% from 2013 to 2017. Many people are understandably upset, especially this time of year, when backyard gardening and other pleasant activities are, well, not just unpleasant but even unhealthy. There is something not too tasty about barbecuing burgers while smelling jet fuel and aviation exhaust.

People have been clamoring for a cap on operations at KSEA, and demanding a real effort to develop alternate airport facilities to serve the Puget Sound area. This idea especially applies to air cargo, in no small part because people are sick and tired of being woken up by multiple Asia-bound cargo 747s that take off between 1AM and 4AM pretty much every night. But, again, since Sea-Tac is POS’s only airport, they have a vested interest to stop all efforts to shift activities elsewhere. They do not want to lose any federal grants that flow each year from the AIPgravy train.

The Port of Seattle is like an invasive and noxious weed, but actually much worse; unfortunately, they cannot just be dispatched with an herbicide or shovel. They do not belong here, yet they have powers that define local quality of life. They are not held accountable. They parasitize in multiple ways: taking mandatory taxes from homeowners, grabbing land around the airport, and sucking the oxygen from the air so no other airports can possibly emerge to compete with Sea-Tac. This is a troubling reality in U.S. commercial aviation today: just like with banks, pharma, grocers, and all other industries, political forces are aiding intensive and very destructive concentration. We see very few airlines now, and the bulk of their route systems are funneled through about a dozen main hub airports in the entire nation.

POS’s Latest Propaganda Exercise

A SAMP presentation was given at Federal Way. Attending were Clare Gallagher (POS Public Affairs Director, Capital Projects Delivery), Arlyn Purcell (Aviation Director of Environment & Sustainability), and Ryan Calkins (a POS Commissioner). Word is that Commissioner Calkins did not stay, so it was Gallagher and Purcell doing the actual presentation. Here is an embed video.

Below is a copy of the 16-slide PDF presented by POS. It is loaded with spin, not least being on page three, where a chart shows the huge growth from 2013-2017, but the title states, “Sea-Tac growth tracks with regional growth.” Such bullshit. The chart shows clearly passenger numbers growing far faster than local population. BTW, the reason is simple: with both Alaska and Delta setting business models to maximize profits by flying more and more people through KSEA (not departing there, not arriving there… just using the airport as a short stopover), many more flights must be handled each hour. In other words, all the added noise and pollution are aimed at narrowly benefiting these two airlines.

Also, be sure to notice the figure on slide two, where POS states 69.4% of passengers start or end their flights at Sea-Tac. First off, this means even their own numbers show a substantial 30.6% of passengers only pass through. But, consider this, too. POS’s figures are almost certainly incorrect. With online ticketing, where each of us goes to a website and clicks away to set up our personal air trip, it is now possible for many more passengers to arrive on one airline and then depart an hour or two later on another airline. Online self-ticketing is the dominant method now, and such tickets will not reflect us as a pass-through; in fact, it these tickets show us as both a ‘destination’ (arriving passenger) and ‘origin’ (departing passenger). It is quite possible that, in 2017, anywhere from 40% to 50% or more of Sea-Tac passengers never even left the terminal.

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

Other Resources:

  • click here for Steve Edmiston’s ten questions submitted in writing (Steve was unable to attend, but the questions are outstanding … the sort of questions elected officials – including POS commissioners – are reliably failing to ask.).
  • click here for Sue Petersen’s submission, with five airnoise.io complaint samples.
  • click here for POS’s 7-page final draft notes for the May 30, 2018 SAMP presentation. It includes public comments/questions, with responses by the Port, many of which feel downright Orwellian.

Continue reading

Air Cargo is Growing – and Concentrating – at the Most Impactful Airports

A couple months ago, a collection of reference tables was uploaded in an aiREFORM Post. One of those tables was about air cargo, and deserves a closer look.

Using FAA’s data, the 107 ‘busiest’ air cargo airports were presented, in rank order and showing the annual cargo tonnage. Not just that, but also showing annual trends (change from previous year), peak years, and percent below peak year. A scrollable PDF of the 11-pg table is added at the bottom of this Post.

So, what does all this data suggest is happening in aviation? Here are a few summary points, plus some suggestions of what should be researched further:

  • as a bit of background, readers should understand that the two largest air cargo operators are FedEx (with a main hub at KMEM, ranked #1), and UPS (with a main cargo hub at KSDF, ranked #3).
  • the overall U.S. air cargo market is flat, as summarized at the bottom of page 11 of the table; i.e., total tonnage for these 107 main air cargo airports was 151B tons in 2003, and only surpassed that in 2016 (to 155B tons). This is an average annual change of 0.2% per year, well below population growth.
  • there is substantial consolidation happening (we see this in passenger airlines as well as banking, groceries, and all industries, so this is no surprise). Notice the distribution of PEAK years. The higher the ranking within the 107 cargo airports, the more likely 2016 was their peak cargo tonnage. Likewise, look closely at the bottom of the ranked list of 107 airports, where you will find the vast majority of these airports are steeply declining (see especially the average annual rate of change in the far right column).
  • looking at the biggest annual changes, nearly all of these are happening at major hubs with large expansions (such as KSEA, with the addition of Delta’s new hub in 2012), or at former major hubs abandoned by passenger airlines and now desperately accommodating air cargo development (see especially the Ohio airports on this list, such as KCVG).
  • it appears that passenger airlines are altering their business models to haul more air cargo. Aircraft engine power has grown tremendously, plus FAA continues to fund runway expansions. The total weight capacity for newer jets is thus likely growing faster than passenger demand. As such, it behooves the airlines to load up with extra weight, collecting revenues on air freight. If every seat on a flight is filled, air cargo is cut to a minimum; but, if 50% of seats are empty, an enormous extra loading of air cargo is accommodated.
  • if airlines are hauling more/extra air cargo (plausibly, to feed stock at ‘fulfillment centers’?), those arrivals will need much more time at the gate, for trucks to haul off the excess cargo. This will cascade into more delays with arrivals having to wait until their gate becomes accessible. At KSEA, much of the proposed development on the south end may in fact be NOT for passenger airline servicing but for the unloading of excess cargo from the belly of those aircraft.
  • ponder this: the tonnage statistic may not reflect actual air cargo demand. That is, this statistic will inflate, if/when more tonnage is routed in the belly of air carriers. So, for example, let’s say Delta adds excess passenger capacity at KSEA, and has a hard time filling all the excess seats; they can still profit by hauling lots more belly-cargo. But, that cargo will weave through Delta’s hub system, not going direct to its final destination but instead causing tonnage to grow tremendously on the main Delta hub routes such as KATL-KSEA, KLAX-KSEA, and KMSP-KSEA.

Those of us who are concerned about current impact trends near major hub airports can and should do two things, in terms of how we consume air miles:

  1. we should fly as little as possible – even not at all; and
  2. we should minimize as much as possible our use of air freight, by avoiding hyper-consumer programs such as Amazon Prime.
Click on the image below for a scrollable view; the PDF file may be downloaded.

NextGen CONTINUES to be FAA’s Carte Blanche for Serving Industry

Late last year, an excellent article by Barbara Castleton was added here, in the ai-Rchives. A couple weeks ago, quite a few people started sharing this article at various social media sites related to airport impacts.

The November 2017 aiREFORM Post included a scrollable PDF copy, with footnotes added. Well, six months later, we decided to take a fresh new look at Barbara’s article, relate it to what FAA has done since, and create a new version, with new footnotes added. Of course, we did NOT look at the old footnotes until everything was finished. It is interesting to see how little has changed, and yet, too, how much more clearly the NextGen impact issues appear to be coming into a sharp focus.

Click on this link to view the Post from last November; click on the black pop-out button on the scrollable PDF below (upper right corner) to read the latest analysis:

The Impacts Are Not Due to ‘Customer Demand’, They Are Due to ‘Industry Greed’

SeaTac [KSEA] has been the fastest growing U.S. commercial airport in recent years, largely due to a 2012 decision by Delta to build a hub there. Here’s a JPEG showing KSEA annual operations and trends for each year, from 1991 through 2017:

(click on image to view the source table, which includes FAA ATADS data for 533 U.S. airports)

The data clearly reflects the operational history of KSEA. This is an airport where there was a former near-monoploy by Alaska Airlines, which is now expanding into a duopoly, with TWO airlines using it for hub operations. Notice the growth in flight numbers after 2012, following the Delta business decision. But notice also how operations at this airport declined by nearly a third, from 2000-2012. Think a bit about these sizable ups and downs: do they reflect strong swings in the local economy and population, or do they merely represent airline business decisions?

Now, ponder this concept, too: does ‘consumer demand’ drive airline business actions, or do airline business actions drive consumer demand? Is it fair to say that the entire goal of airline marketing is to stimulate more consumer demand, and ever-higher passenger mileage consumption?

Ask yourself this: regarding the demand for flying in the Seattle area (…and this is an attractive area, which has drawn many new residents from around the world), did ‘consumer demand’ DECLINE that much during the 2000-2012 timeframe, and has ‘consumer demand’ for flying by Seattle-area residents grown as massively as airport operations after 2012? In other words, is it inappropriate and misinformational for airlines, the Port of Seattle, and FAA to declare that ‘passenger demand’ is driving the current impactful hub growth, when the true driver is ‘corporate/airline demand’? Check out this screencap from page 8 of a recent FAA document (FAA’s CATEX… more about that later in this Post). If you spend any time looking at press releases by airlines and the Port of Seattle, you will find the same misrepresentations consistently repeated, all aimed at tricking readers into believing ‘consumer demand’ is driving this growth. Wouldn’t it be more accurate and truthful for the industry players to precisely attribute these hub operational changes to airline corporate decisions? Shouldn’t they instead brag about their marketing savvy and their ability to manipulate consumers, to create higher (or lower) rates of consumption? Should the industry players be more transparent, noting how when assets are reallocated from a declining hub to their latest new hub, we end up with economic decline and stagnation in the former?

The bottom-line is this: some airports grow excessively, while other airports seemingly whither away. Further evidence and examples can be viewed at the full 1991-2017 data collection for all tower airports (533 different airports, in this table). Do your own analysis for your own region, but be sure to take a closer look at the airports within the rustbelt centered on Ohio … from Detroit to Buffalo to Pittsburgh to Memphis to St. Louis and back to Detroit. Within this large region, at even the busiest airports, operational declines have averaged well over 50% from peak traffic years. And, many airport hubs have been outright abandoned.

What gives here?

Under the hub-and-spoke business model, commercial passenger operators maximize profits if they theoretically fly an infinite number of passengers into a hub airport at the same moment, have the passengers instantly sort out gate-to-gate into all the parked airplanes, and then depart all at the same instant. Of course, airports cannot be this efficient, and safety rules restrict aircraft flow rates, as both arrival and departure streams typically require around one minute spacing between consecutive flights. So, the next best thing for the airport and airlines (but certainly NOT for sleep-deprived and lung-impacted residents in the airport community!) is to tweak the rules in a way that maximizes ‘runway throughput’.

An example of this rule-tweaking is the use of diverging departure headings. At SeaTac, FAA took this to an extreme when they imposed routine 90-degree left turns immediately after takeoff, for Horizon Q400 turboprops heading south during North Flows. These departures impacted residents in Burien, the community at the northwest corner of KSEA. After concerns were raised (including legal engagement), FAA backed down early last year, removing an automated turn coordination from the tower-TRACON letter of agreement (also known as the ‘SEA-S46 LOA’). That should have been the end of this, right? Well, it was not. Instead, under new Regional Administrator David Suomi, FAA spent more than a year internally discussing and drafting papers to reinstate automated turns over Burien. The culmination of all that FAA effort (and, yes, we all paid for it!) is a 51-page CATEX document titled “Categorical Exclusion for Letter of Agreement Update to Automate a 250° Westerly Turn for Southbound Turboprops When Seattle – Tacoma International Airport is Operating in North-Flow Between the Hours of 6 am and 10 pm.” Read that title to yourself again, slowly and carefully, and try to make sense of it. All of this is just to formalize a written agreement between the tower and the radar controllers, so that the turns are automated, instead of coordinated verbally (push a button down, state a few words, and get concurrence … typically takes 2-3 seconds total) on a case-by-case basis. And, the automation discards the safety element of a diligent analysis of the traffic picture for each coordination event. Anyway, here is a copy of FAA’s PDF:

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

Like its title, this document is a doozy. Spend a little time studying it and you will see the extremes FAA goes to so as to enable excessive airport expansion. Page after page, lacking in substance, heavy on repetitive ‘safety’ and ‘efficiency’ soundbites, none of which are substantiated. If a particular detail or two really grab you, and you have an insight or a question, please email the aiREFORM administrator so we can share that on (odds are high, if you read something as puzzling or shocking, others will read it the same way, too). And, by the way, don’t waste your time trying to search this FAA PDF, because FAA scanned it to be unsearchable. I.e., although this captured agency claims to be engaging the community on matters such as early turns over Burien, in truth they are knowingly reducing the value of tools (such as this 51-page CATEX document) that concerned citizens need to carefully study). This trend, away from searchable PDFs, has been observed in FAA’s FOIA responses; whereas in the past nearly all PDF FOIA response documents were searchable, in time nearly all have become non-searchable.

The Dark Side of So-Called ‘Collaboration’

When two parties conspire in a way that adversely impacts a third party, we have collusion. In an age of propaganda, when collusion happens between aviation parties such as FAA, airport authorities, and airlines, they just call it ‘collaboration’. The true and unspoken purpose of their so-called ‘collaboration’ is to achieve a consistency in their soundbites. The early turns over Burien are an example of this ‘collaboration’. Another example is how these same players routinely claim the excessive growth at SeaTac is to meet customer demand. The short answer to that claim is, well, ‘Bullshit!’. Frankly, ‘demand’ is just a lame and misrepresentative excuse; the real cause of extreme over-expansion at airports is greed by the aviation players. And let’s be clear: it is not just the airlines, but also the airport authorities and the FAA. There is plenty of collusion to go around.

Here’s some data that proves the above point. It offers data from three Delta hub airports that have been scaled down, and shines a light on the downsizing of aviation in Middle America:

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

Conclusion:

This data reflects the harsh reality that today, in the U.S., FAA serves the airlines with a propaganda line, trying to sucker taxpayers into believing passenger demand creates impact problems at places like Seattle, Boston, Long Island, Maryland, and Charlotte. This is blatantly false, and most people at FAA know this. Hub concentration is NOT driven by consumer demand; no, airline greed is driving hub concentration, at great cost to local communities.

Congress needs to demand FAA serve all of us, not just the airlines and airport authorities. FAA is out of control and needs to be reigned in, and must not be allowed to continue operating as the captured regulator it has become.

TheBriefingProject: One man against a government agency, one public comment at a time

Airlines and airport authorities have millions to spend and all the time they want, to manipulate citizen panels and elected representatives. A concerned citizen, on the other hand, typically is allowed a mere 2-minutes to make their points.

The fastest growing commercial aviation impact zone in the U.S. today is around SeaTac [KSEA]. Steve Edmiston, a multiple-times cancer survivor, is doing an outstanding job framing his 2-minutes for the industry-serving Port of Seattle. Check his latest video out here:
See also this article in the b-town blog, VIDEO: Local Activist Steve Edmiston’s third ‘Briefing’ to Port of Seattle, which includes links to the previous two 2-minute briefings. Watch for more 2-minute briefings, all year long, and take a look at The Briefing Project‘ Facebook page.

By the way, I came to know Steve a year ago, when we worked together on the QSPS ‘Fight the Flight 101’ Community Forum. A lot of work went into creating the ‘Dissecting Nextgen’ presentation. One year later, the archived PDF copy of the presentation is still packed with information to help us better understand how FAA and industry (including airport authorities) are destroying communities with NextGen … all for money.

First StART Meeting at KSEA: Great Write-up by David Goebel

The first StART Meeting was held at KSEA, on February 28th. Vashon Island activist David Goebel posted a great write-up at the NORNP.org website (click here for aiRchived copy). It also is clear that Sheila Brush asked some great questions, to try and help Port of Seattle (PoS … perfect acronym, no?!?) officials drill down into the real impacts of this major airport, which appears stuck in a mode of selling out to profit-seeking by Alaska and Delta airlines.

As I understand his story, it was around two decades ago that David purchased land near the north end of Vashon Island, hoping to enjoy the bucolic setting a ferry ride away from the city. Those dreams crashed when FAA implemented the HAWKZ arrival and accommodated Delta’s hub development, creating nearly nonstop arrival streams at lower altitudes. There are many nice places to call home, around Seattle, but sadly airline over-accommodation is destroying them.

David offered this closing comment:

“…something that struck me as sadly ironic is that it was really quiet in the conference room; I didn’t hear any planes. This is in stark contrast to my cabin on Vashon Island, where as often as every two or three minutes they drown out all the sounds of nature, destroying the reason I moved there 20 years ago…..”

See also:
  • PoS StART webpage – link
  • 2/28/2018 – POS’ Agenda for StART meeting (link for archived copy)
  • 2/28/2018 – Lance Lyttle’s 22-pg slideshow for StART meeting (link for archived copy)

Federal Way’s Mayor at PSRC, Expressing Numerous Concerns about KSEA Over-Expansion

Here’s a summary of some concerns opposing KSEA over-expansion, expressed by Federal Way Mayor Jim Ferrell, at a meeting of the Puget Sound Regional Council (PSRC) executive board. Highlights and aiReform footnotes have been added. To view the three attachments in the summary, click on these links:

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

What’s Going On Here?

The pattern observed across the nation is that decision-making behind airport expansions is intentionally dispersed and distorted, so as to create plausible unaccountability for all involved officials. In this example, the industry (especially Delta and Alaska airlines, the two major hub players at KSEA) are getting FAA assistance to push through even more hub development, with two regional authorities offering cover: Port of Seattle, and Puget Sound Regional Council. It needs to be understood that both of these regional authorities are heavily biased toward commerce; they have no meaningful concern for impacts in residential communities, as evidenced by non-mention of these growing problems in Lance Lyttle’s POS slideshow.

What is the Biggest Distortion?

Lance Lyttle’s slideshow, especially the part pretending that the expansion is serving local demand. Quite the opposite, the two major hub airlines are simply adding supply and scheduling huge numbers of passengers THROUGH KSEA, to boost their profits. People in and around Puget Sound have not and will not massively increase their alleged ‘demand’ for air travel, as Mr. Lyttle is implying (i.e., the 41% growth in enplanements in just 5-years is almost entirely to serve people outside Puget Sound). Again, the expansion is solely for airline benefit, and entirely at a cost to local community health and quality of life.

Why is aiReform.com Archiving These Documents?

These documents are being archived to encourage people to study them, and to ensure the records remain available to future airport impact victims who may seek to study the past. It is hoped that this archiving will help people to become more effective in advocating for balance, to protect their homes and communities. Readers are invited to send their comments and reviews to aiReform, which may be included in Updates to this Post.


See also: