URGENT – The SeaTac Hardstand Needs to Be Appealed by July 28th

If there is one matter that people around SeaTac Airport [KSEA] need to focus on right now, it is the urgent deadline, just over a week away, for filing an appeal at King County Superior Court. That appeal, if granted, would force review of POS’s recent SEPA ‘Determination of Non-Significance’, or ‘DNS’, for the so-called ‘Hardstand’ expansion project. What exactly is a DNS? In this case, the DNS is POS’s way of administratively declaring, “oh, we want to enable the airlines to park 6 more airplanes for handling their through-passengers, but this will not increase flights and will have no significant impacts.” Really!?! Hmmm … this determination seems to lack plausibility.

A Closer Look at the Environmental Review Process

The Port of Seattle (POS) has an environmental staff, and one of their duties is to maintain a webpage listing various projects for both NEPA (federal) and SEPA (state) environmental review. People need to understand how these processes flow, and how they are so strongly biased to enable airport over-expansion while creating an illusion that the general public was involved in the process. This Post takes a closer look at the state portion, SEPA.

So, how does the SEPA work in the State of Washington? Probably very much like what has evolved (or devolved??) for environmental review in most states. As has become a common strategy at major airports across the nation, a bunch of paperwork is created, and procedures are ‘checked off’. At the right point in time (usually, immediately after seeing that it looks like all boxes were checked), the airport authority can then simply do what they intended from the start: declare their ‘Determination of Non-Significance’, or ‘DNS’. So long as nobody finds time or money to file an appeal at the courts, it is ‘Game Over’. The airlines (served by the airport authorities) get more expansion, and more profit potential; the airport authority gets a fatter budget and more passenger fee revenues; the controllers see an increase in traffic and may finally nudge past a threshold to get a nice pay raise.

And what about the thousands more residents now awoken by night flights? Not a problem; they were determined by POS to be ‘Not Significant’. And if that seems inaccurate, well, just try to fix it!

In short, it’s a rigged system. No surprises there. So, what do we do about it? Demand the system be improved, and take action to fix what has been done wrong. We all need to get our community leaders to file appeals, before that looming deadline (July 28th).

Here’s a plausible sample letter or email, that defines the concerns we need to communicate to the City Manager and Council Members at Des Moines:

Example of letter for individual use: Request for appeal of POS’s ‘SeaTac Hardstand DNS’
The new ‘Hardstand’ capacity expansion proposal at SeaTac Airport, with all of its implications for increased aircraft support activity and toxic emissions, should be given the consideration of a full Environmental Impact Study (EIS). With all due respect, a determination of non-significance issued by the Port of Seattle does not inspire one with confidence, nor does it guarantee that this project will not further negatively impact the citizens living under and around the concentrated NextGen flight corridors.
Up to this point in time, the Port of Seattle and the FAA have been woefully lacking in following adequate procedures for public notification and transparency regarding airport expansion plans. Their preferred method of operation seems to be fast-tracking, in order to quickly implement changes while minimizing citizen opportunities for comment or input.  A full EIS performed by an impartial entity should be mandated before the Port of Seattle is allowed to proceed with any further expansion.
This airport is already overcrowded, and the schedule has been expanded too far. Please file the necessary appeal.

For reference, the table below lists archived copies of the key documents POS created; they hope to begin construction of the hardstand capacity expansion, later this year.

6/6/2017 SEPA DNS (3pg) [link] .. one odd puzzle about this DNS: it appears to cover only the so-called ‘hardstand holdroom’ building, but not the actual hardstand
6/6/2017 Checklist for SEPA DNS (22pg) [link]
6/21/2017 Comment Period Extension (1pg) [link]
7/7/2017 Final SEPA DNS (6pg) [link] .. declares 7/28 deadline to appeal for review, at King County Superior Court
7/18/2017 ADDENDUM to Final SEPA DNS (2pg) [link]

Is FlightAware Collaborating with FAA to Misinform the Public?

Here’s a JPEG compilation showing a classic example of misinformation by the flight tracking website, FlightAware; this shows Seattle [KSEA] flights, on a nice summer Sunday morning:

Note the substantial enroute delays issued by ATC, to the stream inbound over Oregon, and the trans-Pacific arrivals over Olympic National Park.

Of course, this screencap also shows the massive failure that NextGen is, in terms of reducing delays. Simply: no technologies, no new systems, can correct the delays that happen, when FAA refuses/fails to stop the commercial airlines from scheduling too many flights.

For context, please understand that these websites (another is FlightRadar24) get their data from FAA and process it. They produce a great product, that helps us all to see when various flights will arrive (so we can pick up a loved one), but also help us to view how the whole ATC system works. What they should NOT do, though, is help FAA pass on false information. In this example, with a 1,500ft cloud layer, FlightAware is passing on the false claim that departures are being delayed. Ponder these facts:

  1. The arrivals were also being delayed, and quite substantially … look at those turns over Oregon and the Olympic Peninsula! So, why did FlightAware fail to mention arrival delays in their alert, too? Is it because FAA pretends these enroute delays do not matter?
  2. These delay alerts appear to be triggered by FAA reports; i.e., it would make no sense for websites to post a delay, if it had not been officially declared and defined by an FAA source.
  3. Notice the delay alert adds departure delays are ‘increasing’. This implies the low clouds are changing, yet they are not really changing… if anything, the clouds are rising higher, as the fair-weather summer day advances. So, is the cause of these delays the clouds, or simply TOO MANY DEPARTURES SCHEDULED?
  4. When KSEA is in a north flow, the departures would quickly be climbing into clouds as they approach Boeing Field. So, in a north flow, the departure flow rate could be reduced significantly, by a 1,500ft cloud deck. But, this is south flow, so the departures are all far from Boeing Field, no potential conflict.

It is bad enough that FAA is a captured agency, serving aviation money with no real concern for impacts upon people. But, the situation is made worse by false information – propaganda if you will: when FAA feeds erroneous delay causes to the online flight tracking sites, they then pass this misinformation onward, to further deceive the public.

This type of ‘collaboration’ needs to end. FAA needs to reform, to become an accountable, transparent, and truthful servant TO THE PEOPLE, and truly regulating the industry. To achieve this, Congress needs to dump the bad idea of ATC Privatization, and our elected reps need to DEMAND FAA clean up its act!

KSEA North Flow Arrivals: How Federal Way Residential Communities are Impacted

Here’s an example flight, showing how FAA/ATC chooses to accommodate airline profits ahead of citizen impacts. In this case, ATC controls a North Flow arrival from Alaska, to land on Runway 34L at SeaTac [KSEA]:

Assorted online images showing the arrival satview and data for Alaska Flight 914, Anchorage-Seattle, landing at 11:22AM on Friday, 7/14/2017. Notice how, as the arrival approached the south end of Vashon Island, ATC issued a left turn, which created low-altitude noise impacts on the north shore area of Federal Way / Dash Point. Notice also, the incredibly straight route for most of the flight; this shows, the ‘direct route’ efficiencies proclaimed as a key NextGen selling point in fact already exist! (source: FlightAware)

And, here’s a VFR sectional (aviation chart) that enables us to precisely identify distances ‘on final’, from the approach end of the runway at KSEA:

A screencap showing the ASA914 route superimposed on a VFR sectional. Note the gridlines on the VFR sectional; the tick-marks on the vertical gridlines are one statute mile apart. Red lines and tags have been added to this image, marking 5-mile, 10-mile, and 15-mile distances on a final to land Runway 34L. Contrary to Port of Seattle claims in the past, Runway 34L has become the primary landing runway at SeaTac, when in North Flow. (source: FlightAware)

The Problem:

Air traffic controllers (ATCs) generally do not factor environmental impacts into their control decisions. So, if an arrival lined up on the NextGen RNAV route over Vashon Island sees the airport on a clear day, if other traffic allows, ATC will be inclined to turn that arrival early, to line up onto a short final. In this example, that early turn happened because ATC saw enough space to safely issue the early turn, ahead of the next arrival. This arrival turned final near 279th. The consequences include an adverse impact upon thousands of homes, because early turns need to be much lower, to make the descent to the landing runway.

The Solution:

ATC needs to fully incorporate community concerns into their standard operating procedures.

For noise mitigation, and to protect residential communities, turns should be conducted no closer than to a 10-mile final. In this example, a turn to a 10-mile final (near Wild Waves) would occur over industrial/commercial properties at the Port of Tacoma, thus would potentially impact thousands fewer homes.

To the left, see an example of a later flight that was kept higher and, turned onto final at a distance of approximately 14-miles: Xiamen Air Flight #845, a Boeing 788, from Shenzhen, China (near Hong Kong).

FAA and Port of Seattle: Leading Us in a Global ‘Race to the Bottom’

Rose Bridger’s latest paper takes a close look at Special Economic Zones (SEZs). Practically speaking, SEZs are an evolved form of entities such as the Port of Seattle, which was a special authority created by the state of Washington, when the Port District Act was passed back in 1911. These entities are designed to empower players who are wealthy and politically connected, while also insulating these players from both accountability and transparency. SEZs are typically supported by governments, and these days often are done in ‘public-private partnership’ with multi-national corporations.
SEZs generally subsidize the major players with:

  • …use of state authority to sieze lands – frequently productive farmland; this is part of the global land-grabbing phenomenon that is displacing rural and indigenous people.
  • …public funding of infrastructure, including airport construction, utilities and surface transportation networks.
  • …allocation of land and other essential resources; and,
  • …of course, generous tax breaks.

Across the globe, thousands of airport-linked SEZs have been developed. These are a form of deregulation targetted at benefitting big-business, and they frequently seed rampant cronyism. The rates and laws within SEZs differ from the surrounding areas; tax breaks and other incentives aim to narrowly benefit investors, while simultaneously aiding the incumbency of elected officials. However, due to weak linkages with the host economy, the benefits of SEZs often fail to extend beyond the boundaries of the designated enclaves. Also, foregone tax revenues put a strain on local government coffers. Non-resident investors take advantage of these tax breaks, but often eventually relocate to alternative sites offering even more generous perks. When this happens, the SEZs languish as useless white elephants. And the impacts upon local residents tend to be negative and extreme: destroyed communities, blighted ‘noise ghettoes’, sleep loss and stress, and diminished health caused by aviation air pollution.

Here’s a PDF copy of Rose’s latest paper (23-pages):

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

In her conclusion, Rose notes:

“New airport linked economic zones bring the short-term certainties of massive government expenditure on infrastructure and lucrative contracts for construction firms….”
“Airport-linked economic zones accelerate the global ‘race to the bottom’ by providing geographically defined areas where deregulation and tax breaks, to serve the interests of big business, are maximised. The new economic zones must also be viewed within the context of broader economic justice concerns of tax breaks for aviation set to benefit investors, in particular the almost universal tax exemption of aviation fuel for international flights. Allocation of land assets to airports for generation of non-aeronautical revenue is another form of subsidy. Monetisation of airport land banks is accelerating worldwide as aerotropolis style development gathers pace.”

A Tutorial: How You Can Use Online Resources to Identify and Study Flights Impacting Your Home

Many of us are too keenly aware of the destruction being done to residential neighborhoods, by excessive flight scheduling at the few U.S. airports where airlines are expanding their hubs. To protect homes and health, more of us are now forced to fight with FAA and airport authorities, asking for information and filing our concerns and complaints. This fight is generally made more difficult by one of FAA’s ugliest habits: their tendency to impede real education of citizens who are impacted by aviation.

Sadly, FAA et al tend to bury us with acronyms that cause eyes to glaze over. They try to dazzle us with vague technical references, hoping we become so overwhelmed by the details that we just have to step back and let the experts work this all out. They do not want us to know, of course, that the experts are routinely being compensated by FAA and/or industry, which of course biases their ‘expertise’ with a pro-aviation slant.

And so, there is a need for us to cultivate our own expertise. Fortunately, the internet offers very many resources, not just for research but also for helping one another. 

Here’s a tool that can help. The scrollable PDF below can be downloaded and shared, and it can be viewed offline. It presents an example of how one online flight tracking website (in this case, FlightAware) can be used to gather more information about impacting flights. The links within the PDF are all active.

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

Please use this tutorial. Learn, research, and share, so others can benefit from your research; so we can precisely present the data needed to compel FAA and your local airport authority to end the excessive impacts. Airports need to serve the local community first, not the airlines and their failed regulator.

A Good Example of NextGen Propaganda Being Pushed by Mainstream Media

In Seattle, KOMO reporter Joel Moreno is using social media to promote a demonstrably disinformational news video. His latest is about NextGen and the Greener Skies program pushed by both FAA and Port of Seattle (POS). Click here to view Mr. Moreno’s online post, where you can click through to view the news video, as well as his tweets.

As happens so frequently these days, the reporting is superficial and pro-aviation; i.e., the reporter just pushes along the selling points they are fed by FAA and industry (airport authorities, airlines, lobbyists, etc.), while doing NOTHING to probe the accuracy of what they are telling the public. Airtime gets filled, and people get fed what the status quo wants them to think. It seems like that is all we get, these days: Propaganda, from lazy, non-reporting reporters.

Here’s one example. At the heart of his news story, Mr. Moreno states: “Implemented in 2013, Greener Skies uses satellite technology so jets make a continuous descent at low power instead of the stair-step approach used before. However, on a typical cloudy day, three out of four arriving planes go right over Beacon Hill.”

What Mr. Moreno fails to investigate are these critical questions (and answers):

  1. is this declared use of satellite technology something new, that offers any substantial improvements in efficiency? (ANSWER: no … commercial airlines have been using direct flights for nearly five decades; in fact, ATC always prefers to issue direct routes, and will do so unless there are too many flights. The only route shortening happening here is within 10-miles of the airports, via the wholesale disposal of decades-old noise mitigation agreements … and the environmental/health cost is extraordinary.)
  2. are the jets making these continuous descents at low power? (ANSWER: only in some cases … but in most cases, due to FAA allowing airlines to schedule too many arrivals, ATC is levelling off the flights … and this is intensifying impacts on neighborhoods below.)
  3. Have the so-called ‘stair-step’ approaches been reduced? (ANSWER: no …  there is no evidence that these have been reduced and, in fact, there is ample evidence they are increasing, due to too many arrivals. Bear in mind, ATC does not issue level-offs just for fun; a level-off is the easiest way for ATC to safely separate aircraft, keeping them the required 1,000-ft above the traffic below.)
  4. Has efficiency improved at SeaTac? (ANSWER: no … not if you look at the arrival ‘parking lots’ and other substantial delays ATC is imposing many times every day, often for hours on end, to try and manage the rampant airline overscheduling. Large turns, loops, and even multiple loops are issued to one flight after another, and at all four arrival gates (east of Mt. Rainier, near Glacier Peak, over Oregon, and over the Olympic Peninsula), so as to slow the arrival flows.)
  5. Was Greener Skies implemented in 2013? (ANSWER: actually, no … a lot of money and effort was expended to sell the concepts via an environmental review, but nothing was implemented. Instead, FAA and POS are using the Greener Skies ‘concept’ as cover, to implement lower/louder procedures, with turns closer to the airport, solely to accomodate schedule expansions – and increased profits – by Delta and Alaska.)

One more note, well worth emphasizing: the stair-step approaches are an absolute travesty of disinformation. FAA et al are pushing the idea that, somehow, applying what are implied as ‘new whiz-bang NextGen technologies’, ATC has discovered they no longer have to issue level-offs to arrivals. FAA and industry are collaborating to pitch this disinformation, and too many people in the general public are vulnerable to buying this pitch as fact. It is not. Looking at this graphic (included in Mr. Moreno’s article), notice the so-called ‘conventional’ approach, done in yellow. Look closely and notice there are four short level-offs on the yellow line, all well south of the stadiums, implying a quick and frantic series of crazy short level-offs then descents. Nothing like this happens, nor has it ever happened. It is shameful that FAA itself is not vehemently protesting Mr. Moreno’s use of this graphic (oh, wait, FAA helped to create that false graphic … no wonder they do not protest!).

Here’s an archived PDF copy of the news story:

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

“NextGen is a Catch-Phrase, Nothing More”

Social media can be a very powerful way to start to hold aviation officials accountable. For example, aviation noise activists are using Twitter and Facebook to discuss the impacts (and how to solve them), post images and data about flights, and report what they hear back from FAA, airport authorities, or elected officials.

One recent example is a very thorough report by Liz Burn. She called in a concern and eventually got a call back from Michael Carroll, at the Port of Seattle (POS). Here is an excerpt from her post:

(click on image to view source Facebook post)

As one who has been intensively studying NextGen for a few years now, I was very impressed that, at least for one brief moment, Mr. Carroll let down his guard and told the truth: NextGen is really just a catch-phrase, a brand-name, a label. It is also, frankly, a diversion.

The collaborating partners (FAA, A4A, airport authorities, airlines, and a few in Congress like Bill Shuster) are grossly over-selling NextGen, pitching the idea that it is loaded with new, whiz-bang features (though the bulk of the features are not new and actually existed before the 2003 start of the NextGen program!). These salespersons make lots of positive noise, all the while ignoring the many negatives and also taking our eyes away from what is really happening:

  1. NextGen is the abandonment of decades-old noise abatement agreements/procedures;
  2. NextGen is the enabling of airlines to further expand hub schedules at a handful of key cities … boosting airline profits, but at great cost to people below (and, by the way, the vast majority of routes in the U.S. offer little or no competition; i.e., a study of airline service for city-pairs shows most routes are monopoly or duopoly served);
  3. NextGen is the highly impactful concentration of routes into razor-thin lines, flown more precisely by using aircraft automation, to the point that those of us living under these new routes, lose sleep and even go crazy with the repetitive noise … one flight, then another, then another, on and on …; and,
  4. NextGen is the transition from manual to automation, for both air navigation and air traffic control: i.e., NextGen is REALLY all about doing away with human control, replacing it with computer control – both on the flight deck and in the control facilities. Both FAA and airlines hope that, with further NextGen implementation, the number of ‘monitoring’ controllers can be substantially reduced, and flight decks can seat just one ‘monitoring’ pilot (instead of two pilots).

Anyway, THANK YOU Michael Carroll for letting go of the ‘collaboration script’ for that one moment and confirming: NextGen is just an oversold brand-name.


See also:

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

An Email Exchange with David Suomi, Again Shows FAA’s Bureaucratic Indifference

David Suomi, Deputy Regional Administrator for FAA’s Northwest Mountain Region

On 4/25/2017, FAA regional officials David Suomi (pronounced ‘Sue Me!’) and Steve Karnes spent an hour giving a rosy NextGen presentation to the Port of Seattle Commissioners. A citizen audience was present and listened attentively, waiting for the chance to have their precious three minutes, to ask questions at the end.

As the presentation closed, and the Commission invited citizens to come to the mic, Mr. Suomi and Mr. Karnes suddenly stood up and said they had to leave, to attend to prior commitments. Pleadings from the crowd asked them to stay, but they packed their things and quickly, quietly departed. A half hour later, one of the citizens had to leave while the last few citizens were making their comments into the record. She saw Mr. Suomi and Mr. Karnes as she left; they were standing just outside the door, around the corner.

So, in total, although Mr. Suomi collects a very substantial federal paycheck in a job intended to serve the nation (not just the industry they pretend to regulate), he spent an hour selling a program that is causing substantial damages, even health problems, for many citizens. And, when done with that dog-and-pony show, it is not surprising that he would see no problem with his refusal to listen to and answer those citizen questions.

It is in this context that the following is shared. Two days after FAA’s NextGen presentation to the Port of Seattle, a citizen sent this email to Mr. Suomi:

The email exchange is revealing. Here is Mr. Suomi’s reply, still locked in to selling NextGen and refusing to even acknowledge the growing impacts. Many of Mr. Suomi’s statements are rebutted, with a series of footnotes by aiREFORM.

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

An Example of FAA’s Illegible Orders … Is There a Reason they are Mostly Incomprehensible Garbage?

The day after the Fight the Flight forum, one of the local impacted citizens shared her concerns about research she was doing, to learn about the problems. She provided a link to FAA’s 19-page Desk Reference for Noise and Noise-Compatible Land Use. Here is her comment:

People all across the nation run into this problem when trying to take care of their family and community. FAA creates a problem by enabling excessive airport expansion, and by forcing the abandonment of noise abatement procedures. When our best citizens then take their valuable time to learn and be heard, to fix the new problem,  they run into FAA’s next wall: the concealment of valuable information. Sometimes the concealment is simply by refusing to talk, as happened when David Suomi and Steve Karnes left ‘early’ after their 4/25/2017 NextGen presentation to the Port of Seattle Commissioners; other times it is by FAA’s wasting taxpayer money, creating voluminous and byzantine standards and illegible procedural documentation.

One of the roles aiREFORM tries to serve is to archive the documents that are relevant to aviation impacts. A new Reference webpage has been created, with archived copies of the Desk Reference as well as the full Current Order and full Previous Order. Click here to view it, and download any copies that may be helpful in your local fight for quality of life.

Also, a request: if anyone finds they are doing some deeper analysis of these documents, creating a thorough outline or notes just to REALLY know this material (or to precisely define FAA’s failures), please consider sharing your work back; we can make a PDF of that and share it online, too, to help others.