Here’s an online search worth trying: ‘Lane McFadden FAA’

Do any quick online search using these three words ‘Lane McFadden FAA’ and you will find quite a few links. Most are to articles and court activities related to petitions for review, filed by communities upset with FAA’s impacts and arrogance.

Mr. McFadden must be accomplished and well trained: he is a lawyer for the Department of Justice. But, the poor lad must have made a bad impression at DoJ, as he has been stuck for years, wheeling and dealing to get cases thrown out, and sometimes arguing before 3-judge panels, before the U.S. Court of Appeals for the District of Columbia (USCADC). Or, then again, maybe in the legal world he is a rock star for always having so much work to get paid for. At any rate, he was last seen – just last week – again trying to bail out FAA. He lost the Phoenix ‘petition for review’ last summer, and had to repeat his canister of ‘NextGen is good’ arguments all over again, this time for a similar case filed by residents being impacted by NextGen routes in and out of Washington National Airport.

Why Lane McFadden? Primarily because his name comes up in the article discussed below. But, even more, because I am sure glad I am not a DOJ environmental attorney stuck defending FAA. Too dark for my taste.

Here are archived copies for three cases: Click here for a USCADC decision that Mr. McFadden won for FAA in February 2009; click here for another he won, in June 2009; click here for the Phoenix PFR he lost in August 2017. Study them and you may just learn a LOT about how biased USCADC is, how they nearly always side with agencies and large corporations (first, they do all they can to just dump the PFR, then, if they do hear it, they strain their attention to side in favor of FAA; a real dog-and-pony show).

Now, about that article… here is a worthwhile analysis by Tony Verreos:

“This article says it took 2 years or more to get to the same Federal Appeals Court that ruled on the Phoenix case last year. No surprise the plaintiffs claim the FAA failed to give proper notice, and the FAA counters they went above and beyond the requirements.
Meanwhile – the one statistic that stands out very plainly is the growing number of complaints. It seems like wherever the FAA installs its new changes, complaints go up in multiples of double, triple, quadruple and even higher.
For all of the money wasted, and time people will never get back attending meetings they wish they never went to about jet noise and chemical pollution, the FAA still flat out refuses to change its Mission Statement to “Protecting Public Health and Safety” from Safety and Efficiency which it interprets very strictly as fuel savings while knowing full well how anti public health that is. And their claims of safety look great when you see no crashes. The safety chart does look great, but then they don’t display all the go arounds (wasting fuel and polluting our air), and the near misses which seem to be a growing number!”

Click here to view an archived copy of this Washington Post article.

BTW, Tony’s comment was posted at a new Facebook public group he recently created, STOP Jet Noise NOW! SFOAK North S.F. Bay Area.

See also:
  • 8/29/2017FAA Ordered to Vacate Their 2014 NextGen Routes in Phoenix (aiReform Post)

UPDATE, 1/24/2018: — An opinion piece was published at WaPost, and a copy is archived here. The author is Paul Verchinski, who is a member of the community roundtable for yet another airport where FAA’s NextGen mess is impacting residents: Baltimore-Washington [KBWI].

1990 vs 2005 vs 2016 Operations: Exposing FAA’s Inaccurate Forecasts

While doing some online research and archiving of older FAA documents, I ran into a copy of FAA’s 1993 Aviation System Capacity Plan. (click here for an archived copy of the 389-page document). Within this document, Table A-3 offered a detailed assessment of the 100 busiest towered airports, including operations in 1990 and forecasts for 2005.

The table below was created using the 1990 operations levels and 2005 forecast data for those 100 airports. But, it goes much further. It includes the actual operations counts as they happened in 2005. AND, it includes data showing how the operations counts evolved between 2005-2016.

Take a close look. This data explains why people are suffering so much at a few key FAA airports: KSEA, KJFK, KDCA, KBOS, KSFO and others.

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

It is extremely revealing, showing how FAA consistently forecasts far beyond what would reasonably follow … almost as if the FAA forecasts are not intended to be accurate, but instead are created to sell excessive airport development while also enhancing Congressional funding support.

A more in-depth aiReform analysis follows on page two.

Is Trump ‘Reloading the Swamp’?

It is good to see Administrator Huerta move along, though it would have been much nicer to see the President fire him a year ago.

Now, as to who will be heading FAA(?)… …well, it looks like the AvGov Complex powers-that-be are not trying to change the current game plan. Here is a clip from a recent article, with a short bio of acting Administrator Dan Elwell:

“Elwell was FAA assistant administrator for policy, planning and environment from 2006 to 2008. He was Aerospace Industries Association (AIA) VP-civil aviation from 2008 to 2013 and Airlines for America (A4A) SVP-safety, security and operations from 2013 to 2015.”

For airlines and lobbyists, Elwell has all the right plumage; his record suggests he is a revolving door swamp monster, and an industry loyalist. Not likely to be focused on making FAA accountable to the thousands whose homes and health are being destroyed by NextGen.

Click here to view source article at, or here to view an archived copy, with some analysis footnoted by aiREFORM.

See also:
  • 5/15/2014 – (the Federal Register revision to ATSAP that stops citizens from using FOIA to learn about aviation safety failures … signed by Mr. Huerta.)
  • 8/19/2013 – (detailed letter opposing FAA’s proposal to hide ATSAP data from the General Public (7-pages plus a 4-page attachment)
  • 4/3/2008 – (full-day congressional hearing about FAA whistleblowers, and FAA management that not only works to stop safety actions, but also works to punish the whistleblowers.)
  • 2/15/2015 – (‘What’s all the Noise about Airport Noise?’, a 7-page slideshow presentation by Mr. Burleson)
  • 1/11/2018 – (FAA’s online bio, Dan Elwell)
  • 1/11/2018 – (FAA’s online bio, Carl Burleson)

FAA’s ‘Noise Portal’: A good idea, or a way to shut down Noise Complaints?

Last November, FAA filed a statement in the Federal Register, seeking comments from the general public about a proposal for FAA to create a new ‘Noise Portal’. on the surface, it seems like a good idea, though only a good idea if FAA actually intends to collect complaints and take action to address them. But, it also seems like a TERRIBLE IDEA, if FAA’s actual intent is to force the general public to use only FAA’s ‘Noise Portal’ to pigeon-hole their growing concerns.

Here is one of the public comments, submitted by a citizen impacted near Sea-Tac:

“15 minutes per complaint????
FAA is not a regulatory agency, its a shill for the airline industry. By making it so long to file a complaint, it is just further stifling the public interest. This is ridiculous, clearly a blatant attempt to silence dissent.”

Here is a letter by the interim Executive Director at Port of Seattle. He makes some fairly good points, though those of us who know how unresponsive POS has been to area noise concerns will shake our heads, knowing there is plenty of POS hypocrisy at play here. Anyway, here is a copy of the letter, followed by a copy of a short point-by-point analysis by aiREFORM…:

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

…and, here’s the point-by-point analysis of Mr. Soike’s letter to FAA:

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

Click here for an archived copy of the Federal Register filing, or click here to view the source at Federal Register, which includes a link to view comments. Try and make sense of this, if you can; it appears that FAA employee Barbara Hall has a job filing multiple items with Federal Register, to solicit public comments. Oddly, though, the public comments appear to be batched together into one folder at web location, thus combining an unmanageable diversity of public comments.

Peace On Earth

…and let’s work for more peace from FAA and their industry buddies, too! We can have good airports that serve the local community first, delivering reasonable profits to investors while preserving local quality of life. We really can; we just have to manage capacity, and check corporate greed.

Peace. On. Earth.

a special thanks to Elaine Miller and Jana Chamoff Goldenberg, who have fought so hard all year on behalf of their Long Island communities so badly impacted by excessive flights in/out of LaGuardia and JFK airports. “THANK YOU, Elaine and Jana!! And, as for FAA, PANYNJ, JetBlue, Delta and American … “Hey, get your act together and drop the ‘bah humbug’ routine; start serving local communities, instead of just your fiscal bottom line!”

NextGen Abuses at California’s Lake Arrowhead

Click here to read an archived copy of the 12/21/2017 Mountain News article by Heidi Fron (or click here to view the source article), and be sure to read the two ‘open letters’ seeking to fix these NextGen abuses! Both Jim Price and David Caine did a great job defining the impacts and articulating the need for FAA to revert to the less-impactful, pre-NextGen routes.

Here’s an embedded video of a TV news story that discusses the Lake Arrowhead impacts:

Seven months later and there has been no improvement. Just like we’ve seen around the nation: Delay – Delay – Delay.

As one more resource, click here for a brief analysis of the role of Ontario’s airport, and how NextGen changes are expanding the impacts at what is generally a fairly sleepy airport with a pair of huge runways.

To Understand NextGen, Just Follow the Money

There is nothing complicated about FAA and NextGen. Just follow the money, and recognize that FAA does not serve the people, they serve the industry, providing cover for wholesale environmental abuses that are destroying community quality of life as well as the health of many people. Very many people at FAA benefit immediately, and in retirement (with higher pensions, plus consulting or FAA-contractor gigs), with NextGen implementation. The benefits for the environment are effectively nil, and in many cases the net result is an INCREASE in impacts, solely to help the airlines shorten the flight by a minute or two.

As for the NextGen technology, well, the alleged technology changes are just a fraudulent sales pitch, oversold by FAA employees all too eager to knowingly dupe Congress and the rest of us, too. The 12/18/2017 flight mentioned by David Caine is a prime example of this fraudulent sales pitch. This cargo Boeing 767 took off from the UPS headquarters at Louisville, KY, then flew essentially a straight line (great circle route) to pick up the EAGLZ Arrival into Ontario. Here’s a screencap showing the whole route, as well as the altitude and speed profile: (source: FlightAware)

People need to understand this fact: essentially all U.S. commercial flights (cargo, as well as passenger) have been able to do these long great circle routes since the 1970s. Even before the 1970s, inertial navigation systems enabled these routes, and since then, there has been a long series of technological advances that included a heavy emphasis on aviation use of GPS navigation in the 1990s.

Think about it this way: what exactly is the efficiency gain for this particular flight, KSDF-KONT, that FAA can offer UPS? The route is already as direct as can be. The only efficiency gains are minor shortcuts for UPS, but at great cost to residents, both those near the airport in Louisville, and those under the Ontario [KONT] arrival track. People in Lousville [KSDF] suffer because ATC allows (actually, directs!) UPS to short-cut their turns right after takeoff; people at Lake Arrowhead are awakened unnecessarily because ATC allows (again, actually directs!) UPS to fly a more direct and lower ‘finish’ into KONT.

By the way, this is the case for most all commercial flights within the U.S.: so long as traffic congestion is not a factor (and congestion is not a problem for cargo flights that take off around 4AM, a key reason why the industry focuses on night flying), the system is already very efficient. The delays NextGen is supposed to help reduce happen when the airlines over-expand at a handful of hubs, and schedule far too many flights, solely to build profits. And, if we have learned anything from studying the multiple NextGen debacles, it is that these alleged ‘transformational changes’ do NOTHING to resolve airline congestion. Indeed, congestion will only be reduced if/when FAA reclaims its role as a regulator, not just an industry cheerleader/enabler.

We are told NextGen is ‘transformational’, with implications of great efficiency gains. That’s BULLSHIT! The ONLY benefits are to the aviation operators and FAA personnel, while real people are bearing ever increasing costs.

And a Closing Question

Why are FAA’s controllers and managers complicit in this fraud? Well, more planes in their airspace eventually help air traffic controllers (ATC) to nudge total workloads (and the number of sectors and controllers at that ATC facility) to the next pay level. When controllers see nice pay raises, management gets raises, too. Ultimately, for all of them, retirement pensions rise, too. Paradoxically, per controller productivity (number of flights handled per hour, per controller, for example) continues to decline, and work complexity continues to be reduced by more and more automation. Despite all this, FAA pay and  benefits continue to grow. Go figure.

FAA/Industry’s Own Data Exposes ‘Greener Skies’ as an Environmental Fraud

This Post looks at data in two online documents, presenting further evidence of the ‘Greener Skies’ fraud that FAA, Port of Seattle, and industry players are foisting on the Public. For all intents and purposes, this is the same fraud being pushed throughout the U.S., and by industry and Congress as well, under the NextGen label.

The data are at:

  1. Projected average day fuel burn on approaches, with no change: 2.64M lbs
  2. Projected average day fuel burn WITH RNAV/RNP changes: 2.61M lbs.

These figures were presented in units (pounds) that make the numbers impressively ‘bigger’, but also make it harder to intuitively comprehend. To correct this, the figures are converted in this table (to gallons, then to annual consumption):

Fuel burn (lbs) Converted to gallons Gallons per year
No Change 2,640,000 388,200 141.7M
‘Greener Skies’ 2,610,000 383,800 140.1M
Difference: 30,000 4,400 gal/day 1.6M gal/year

So, the proposal is expected to achieve a savings of 1.6 million gallons annually … at an airport that sold 487.1 million gallons that year. In other words, this proposed savings is less than one third of one percent of total fuel sold at Sea-Tac. Now, to the airlines, this (~0.3%) translates to more profits; indeed, the two dominant players at KSEA, Delta and Alaska, might each save around $1,000,000 per year in fuel. But, the costs shifted onto neighborhoods and health far exceed these added corporate profits.

A little deeper research reveals another interesting fact: the alleged fuel savings of Greener Skies are massively dwarfed by annual increases at an airport scheduling more arrivals than the gates can handle. Here’s the data, from page 18 of the 2016 Annual Report for ‘Sea-Tac Fuel Facilities LLC’, showing year-to-year changes far greater than the comparatively measly 1.6 million gallons saved:

  Gallons Consumed Year-to-year Change 1.6M as a percentage…
2014 487.1M
2015 544.8M 57.7 (a 12% increase) 2.8% of increased consumption
2016 586.3M 41.5 (an 8% increase) 3.9% of increased consumption

The improvements are nothing when compared to the consumption growth trend. Here’s a chart showing the trends, in both annual fuel consumption and annual operations: And, here’s an analogy: imagine the public view if we were funding a drug-treatment program that was successfully helping 3% of addicts while the number of addicts was growing at such a huge rate. Would we smile if, for every three treatment successes, there were 97 new addicts? Of course, we would not. Only an idiot (or a con-artist) crows ‘success!’ about a failure.

Three realities stand out from this:

  1. The enormous sums spent pitching Greener Skies and eventually signing off on the proposal were all framed around being pro-environment. It was a massive marketing/propaganda campaign to get out into the communities, present alleged benefits, pretend to engage people to ‘help’ identify and resolve problems, all while parading the idea that FAA, POS and industry care deeply about the environment, air quality, climate change, etc. And yet, these numbers show clearly: there were to be no meaningful environmental improvements. FAA, POS and industry players all knew this fact, even before the Greener Skies briefings and publications that wrapped up in 2012. They also knew (and still know!) that this was all just a big dog-and-pony show, funded by the people and served onto the people.
  2. A full five years after the FONSI signoff, FAA’s controllers at Seattle TRACON are not even using the RNP procedure down the center of Elliott Bay that was the key component of Greener Skies, the one element supposed to enable the bulk of the environmental benefits. It is as if the entire Greener Skies public engagement process was just an exercise in propaganda.
  3. The figures presented in the 2012 Greener Skies EA may not even reflect reality. Look closely. The data source documents used in this Post, when combined, show FAA/POS claimed that 487.1 million gallons of jetfuel were pumped in 2014, while also claiming 141.7 million gallons were consumed by west side arrivals on the short descending flight portions between the arrival gates (HAWKZ to the southwest, and MARNR to the northwest). Carefully note, these estimates were ONLY for west side arrivals, and did not look at fuel consumption for east side arrivals. Now, here’s the problem: these portions of these flights are the most fuel-efficient phases for each flight, and are allegedly flown at or close to engine-idle; these portions also represent a small fraction of total flight distance. And yet, the numbers used to calculate potential fuel savings declare the fuel consumption on these relatively short descending flight segments represent nearly a third of the fuel pumped at Sea-Tac? And, bear in mind, Sea-Tac is a major international hub, serving flights across the Pacific Ocean and to Europe. It defies logic; there is no plausible explanatio. FAA and POS need to confirm the numbers, and they need to explain: how is it that the airlines operating in and out of Sea-Tac can allegedly burn so much fuel on these arrivals yet so little fuel on climbouts and enroute to and from all other airports around the world?


Greener Skies was (and still is) both a fraud and a side-show ‘act’, using erroneous estimates while pretending to create benefits that STILL do not exist! And the impacts, using the questionable numbers provided by PoS/FAA, are astounding: they are saying, in 2014, arrivals to Sea-Tac consumed 2.6 million pounds of jetfuel PER DAY while on approach, creating noise and air pollution that we are all supposed to ignore.

See also:
  • 2/25/2011 – ‘Greener Skies Project’ presentation by Doug Marek (FAA, 11-pages)
  • 11/01/2012 – GreenerSkies, Final Environmental Assessment Documents, archived at aiREFORM

ATC Is Not the Real Cause of Airline Delays…

…and the airlines have long had all the tools they need to solve the problems caused by their own corporate greed and mismanagement. If NextGen impacts are out of control where you live, you need to read the article below.

As a follow-up to yesterday’s Post, here is an outstanding article written by Michael Baiada, a retired United 747 pilot, who sees past the NextGen promotional frauds. Even better, Mr. Baiada gets into the details of how easily the U.S. air travel system could be made more efficient and less impactful, while also improving the flying experience for us consumers. Turns out, the root of the problem today is too many people abdicating their duties: airlines refusing to run their business, regulators who enable this management failure while also serving as cover, lobbyists too focused on perpetuating the lobbying revenue stream, and so forth.

The article is a bit technical but very well written, and Mr. Baiada does an outstanding job explaining system details that FAA/industry work so hard to make muddy and complex. I heartily recommend sitting down and carefully studying this article; you will learn a lot, to help fight for rational airports, serving the local communities ahead of the airlines.

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

A copy of the article by Michael Boyd, as referenced in Baiada’s article, is archived here.

Here’s how to fix our air-traffic control problems – (NOT!!)

Here’s an analysis/rebuttal of a Steve Forbes USAToday Op/Ed, about NextGen and ATC Privatization. Mr. Forbes repeats the common NextGen lies, using few words to present the current ATC system as archaic, inefficient and overdue for reform. He misses on all points, but does a great job passing along the frauds FAA and industry have been spinning to us, in recent years. Frankly, this Op/Ed has the feel of one of those sleazy ‘advertorials’ that have become the mainstay of post-“1984” journalism, in our national “Animal Farm.”

Although Mr. Forbes twice ran for President and is a successful businessman, he appears to fall into the same trap as President Trump: both men totally fail to go beyond the fraudulent sales pitch by FAA/industry; both show a wholesale acceptance of the FAA/industry propaganda, with no critical analysis.

In endorsing either NextGen or ATC privatization, both men are wrong.

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

[ai-RCHIVE] 2017-11-02: Vashon Noise Meeting Presentation (15p)

The NextGen impacts at Vashon Island, under the HAWKZ RNAV arrival route, are terrible. This early-November presentation shows much has been learned by pushing past the roadblocks, getting the data, and framing the problems. Just 15 slides, and far more informative than the dog-and-pony shows FAA, POS and other ‘aviation stakeholders’ produce. Excellent work by David!

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

Especially, look at the slide on page 10. Flights are now substantially lower over Puget Sound than they were, prior to the start of HAWKZ. The plan was to turn them down the center of Elliott Bay (the core idea in the Greener Skies program), thus there was a need to jam them lower and sooner. But, Elliott Bay is almost never used, because congestion at SeaTac is simply too high; instead, the lower and slower (and thus louder!) flights just cruise on north, burying Queen Anne, Ballard, Shoreline, Edmonds, and sometimes even Everett with more repetitive noise.

Ponder this, too: why are FAA and POS failing to locate HAWKZ arrivals mid-channel, between Three Tree Point and Vashon Island? Might it have something to do with the number of FAA/POS families living along the shorelines west and north of Burien? This could easily be done, using GPS waypoints that can minimize impacts on neighborhoods. NextGen technologies can be used to improve the environment, not just destroy communities in the name of air commerce.