Learn to Use Your Online Resources: A KCHS-KPAE flight

Here’s an example of the type and depth of information that you can extract, if you use your online resources. In this case, FlightAware is used to study a very large cargo flight hauling large aircraft components between Boeing factories at Charleston, SC and Paine Field in Everett, WA. Screencaps were made and compiled into the 2-page analysis below, including a few explanatory comments by aiREFORM.

Study these resources yourself, so you can research the flights that impact your home area. Here are the key links used:

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

One aspect of this example that is helpful is both [KCHS] and KPAE] are NOT major hub airports. Thus, this particular route is not burdened with enroute delays and stretched arrival patterns, as are found routinely at SeaTac [KSEA], related to hub arrival over-scheduling.

“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:

A Closer Look at Massport’s Latest News Release

Here’s a good example of a typical news release by an airport authority: long on emphasizing ‘positives’, while totally ignoring impacts and other ‘negatives’.

Due to a runway closure for maintenance work, some residents in Randolph, Quincy, Milton, and Dorchester have seen a few weeks of temporary relief from the NextGen-related approaches to runways 4L and 4R. Their short reprieve will end soon. Of course, at any hub airport, where one or two airlines schedule lots of extra flights to sort out passengers who never even leave the terminal (as do JetBlue and American, the two main airlines hubbing at Logan), relief for one community becomes intensified hell for another community; the too-many-flights just get shifted elsewhere. See this local news article about Medford, Somerville, and Malden.

The airport authority for Boston Logan [KBOS] is Massport. They sent out an email, updating everyone (see archived PDF copy, below). Reading this as an impacted citizen, you may have these thoughts/questions:

  1. Tom Glynn declares, “Safety is Massport’s top priority,” but is this just a platitude/mantra? Would reducing the hourly operations level enhance safety, while also potentially eliminating all flight delays?
  2. Glynn also states, “We appreciate the patience of our neighboring communities and the travelling public as flight patterns have changed….” Would a reduced flight schedule not only improve safety and reduce delays, but also bring relief to the thousands impacted by repetitive flights that are low and slow and loud?
  3. The projects are called routine and essential for safety. Again, is safety enhanced by managing capacity, such as by imposing restrictions on hourly arrivals that ensure all arrivals are as direct as possible via routes critically designed to minimize community impacts?
  4. A portion of the project is to replace a wooden pier with a concrete pier that is designed to last 75 years. But, will the airport face closure even sooner, due to global sea-rise?

This last point deserves some elaboration. All KBOS runways are close to mean sea level (MSL), with lowest points ranging from 14-feet to 19-feet above MSL. Atmospheric CO2 is increasing at rates that are astonishing, when compared with billions of years of Earth geological history. Polar ice is disappearing (feeding more water into the oceans and atmosphere), oceans are warming (thus the water is expanding), and storms are getting stronger (accelerating erosion, especially at locations that are built on old landfills and estuaries, like Logan). All of this climate change is a result of excessive fossil fuel consumption (our insane carbon addiction, as a society, intensifying after WWII), and aviation remains the fastest way to consume fossil fuels … often for arbitrary purposes, such as air vacations and air freight. So, if FAA and airport authorities continue to refuse to manage airport capacity, their failure enhances the aviation impact on climate change.

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

Newsday’s Editorial Board is All Wrong on Privatizing ATC

In an editorial opinion, Newsday‘s Editorial Board is helping to push the illusion that privatizing ATC will help. They are all wrong.

Newsday is a daily paper on Long Island. They have been at the epicenter of impacts from two major U.S. airports: Kennedy [KJFK] and LaGuardia [KLGA]. Newsday has published plenty of citizen letters to the editor, expressing concerns about how FAA and NextGen are impacting their neighborhoods. Newsday reporters have also done a lot of groundwork, talking to people and writing up articles.

But, apparently, the top people who run the daily news show at Newsday are aligned with the money that buys ad space, so they tweak the news to help steer readers toward supporting bad ideas, like ATC privatization.

How far do they go to manipulate us? Well, here’s a screencap of two comments to a Facebook Post about this latest Newsday article:

(click on image to view source at Facebook)

Here’s an airchived copy of the Editorial Board opinion, with aiREFORM rebuttal footnotes:

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

Rose Bridger’s Latest Paper Looks at Aviation Abuses in Indonesia


The imbalance of power between aviation and local residents is troubling. In the United States, we commonly see where the federal regulator, FAA, ‘collaborates’ with airport authorities, airlines, operators and other industry players to run roughshod over local communities. Aviation profits are always profusely accommodated, nearly always with substantial costs to people and the environment: natural habitat is destroyed, quality of life is diminished, and people are exposed to more air pollutants, including carcinogens.

Across the planet, some of the most egregious aviation injustices are happening where state authorities are enabling industry expansions against the will of local residents, sometimes even large population areas. When people in the U.S. rise up to fix aviation impacts, they rarely have to deal with lines of cops. They deal instead with a wall of unaccountable bureaucrats; people who make their money by supporting aviation expansion; people who routinely lie, distort, and even antagonize the much better people who are responsibly seeking to fix the aviation impacts; people who play ‘hot potato’, claiming they lack authority so “…gee, check with the other guy.”

Is it fair to say that, in either form, this amounts to state terrorism? If burdens are imposed and rights taken, be they by gun or billy club or categorical exclusion, does it really matter how graphically extortive the process is? Nobody may be killed or even injured (a good thing!), yet many bodies (and minds) incur great costs for the narrow benefits created. Farmland is taking and people are dislocated (see this example in rural Minnesota). All of this is enabled by federal agencies that pretend to enforce safety and manage aviation, but more truthfully just offers cover for industry players to abuse people. In the United States, in Indonesia, and across the planet.

How Do People Regain Power?

When dealing with unaccountable bureaucrats (especially those at FAA and various airport authorities), it’s always a good idea to learn as much as you can. Study what is happening elsewhere. See how others are making progress. Identify the framing that YOU need to impose on the issues; if we allow FAA/industry to frame the issues and implement faux-solutions like time-wasting workgroups, we only guarantee that the problems will persist, never to be resolved.

Rose Bridger, UK author of Plane Truth: Aviation’s Real Impact on People and the Environment, is one person whose works are well worth studying. Rose continues to be a prolific advocate for people and the environment. She has just published a new insightful study: Aviation expansion in Indonesia: Tourism, land struggles, economic zones and aerotropolis projects. Here is an archived copy:

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


UPDATE, 6/14/2017: — per a GAAM email update: The report contains a map showing all the airport locations and maps of two airport sites, and accompanies GAAM’s interactive digital map: Aviation Expansion in Indonesia which features all the airports that are mentioned, integrating spatial information with text and images. For paper copies of the report, please contact: Third World Network, 131 Jalan Macalister, 10400 Penang, Malaysia, Tel: 60-4-2266728/2266159, Fax: 60-4-2264505, Email: twn@twnetwork.org.

FAA Forms Workgroups to solve their ‘People Problems’

FAA has a problem, and like any over-matured and sclerotic agency, they have their solutions. Not clean solutions that actually FIX THE PROBLEM, but dirty solutions to serve the agency/industry interests while disempowering people.

FAA’s failing NextGen implementations are destroying long-established residential communities across the nation. People are standing up, speaking louder and louder, and connecting and organizing. So, how does FAA propose to deal with this problem?

Form workgroups.

Just to be clear, the ‘problem’ FAA wants to ‘deal with’ is not the NextGen failures but the PEOPLE who are organizing. If their message gains traction, the People might actually get a few in Congress off their butts, demanding (and I mean REALLY DEMANDING!) that FAA fix this mess. The right steps are obvious:

  • demand Huerta step down (he has disserved the larger Public under two administrations, and is clearly just an industry hack);
  • revert the problematic NextGen implementations to pre-NextGen routes;
  • legislate a robust local democratic voice so that local citizens are able to decide what curfews and operational restrictions are needed to best serve their local community (i.e., the airport should be THEIR LOCAL AIRPORT, not a fortress for a major airline);
  • legislate reforms that disincentivize hubbing, so the airlines will instead offer more direct routes and a better/fairer distribution of airport impacts, equitably using hundreds and thousands of under-utilized airports instead of just a dozen evolving superHubs.

Why does FAA like to form workgroups? Simply because they are ‘manageable’. Each workgroup first creates an illusion of citizen involvement. But, the membership consistently includes industry ‘stakeholders’, who dutifully steer the work process – and infuse delays when the work product is going in the wrong direction. Plus, even the most ardent and effective aviation impact activists are human, thus susceptible to feeling a lot more accepting of the impacts because they are now an elite citizen representative.

Here’s an example of a new workgroup related to Baltimore [KBWI]. They appear to be very well focused on fixing the problems, but are running into an intransigent FAA. The Facebook group, Save Milton Skies, shared a link to this article, which is archived below. Rebuttal comments have been added by aiREFORM. It is a good article, overall, though it again demonstrates how FAA’s salespitch elements are readily incorporated into the final news article.

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

See also:

MHFC: The 8PM Arrivals to Boston were ‘Quite an Airshow’ on May 24th

An incredible airshow: Michael Huerta’s Flying Circus.

20160408.. Michael Huerta's Flying CircusIn service to the airlines, FAA has carefully worked to bypass environmental review procedures while also embarking on a scheme to abandon wholesale decades worth of noise mitigation procedures. In their effort to increase ‘throughput’, turns are being made lower and closer to the airports, for both departures and arrivals. This would reduce fuel consumption by a small amount, but the savings are routinely more than lost when excessive airline scheduling necessitates that ATC must issue delay turns (even entire delay loops) during the enroute/cruise portion of the flight.

It is really a circus. Controllers work harder, and pilots also work harder. Airline profits tweak slightly higher while many airports downsize and more flights become concentrated into a handful of superHubs. More delays are incurred, and repetitive-noise-pattern impacts increasingly damage neighborhoods that previously had no aviation noise issues. And what do FAA regulators do about it? Nothing. They just retire, take their pension, and sign up to work for the industry and as lobbyists.

A FlightAware screencap, showing a gaggle of arrivals to KBOS; flight tags added by aiREFORM (click on image to view original Facebook post)

This Analysis looks at a series of arrivals to Logan [KBOS], the commercial hub airport in Boston. A Milton resident had posted the above image at Save Milton Skies on Facebook, so aiREFORM went to FlightAware and compiled a collection of screen captures for this unusually messed up arrival flow. The images are presented in a scrollable PDF.

There are 16 arrivals in 27 minutes; that equates to 9 arrivals per 15-minutes, or an average spacing of 1.7-minutes between flights. This is a rate that should be easily achieved, even if all flights were being routed to a single runway. All arrivals (except one) landed on Runway 4L; the one exception was a Boeing 787-900 arriving from London, that apparently needed a longer runway. Runway 4R was unavailable – NOTAM’d closed for a month of maintenance work.

Between this and other MHFC examples, and the many lawsuits against FAA precipitated by NextGen implementation, sometimes it feels as though FAA is intentionally doing a poor job. If FAA fails enough, do they increase the likelihood of Shuster pushing through legislation that takes ATC out of FAA and makes it a private corporate entity? Would ATC privatization actually reward FAA personnel, who would still collect the federal pensions they earned, but would also be able to operate with even more opacity and without Congressional oversight?

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

How can FAA prevent such inefficiencies?

  1. Spend more effort managing arrival flows, and implement lower arrival rates.
  2. Encourage airport authorities to impose airport fees that disincentivize hubbing.
  3. Pressure the airlines to schedule fewer flights and user larger seat capacities; the nostalgia value of 10-seaters to/from Nantucket, Martha’s Vineyard and Hagerstown are not worth the environmental costs they help create.

Each of these proposals would improve both safety and efficiency.

Santa Monica is Failing Their Promise to Shorten the Runway

A big event happens tomorrow night (May 24th), when the Santa Monica City Council holds a Special Session with major airport-related items. Here are some key links:

It has been four full months now, since the ‘surprise’ press announcement of a Consent Decree between FAA and the City. No progress has been made. FAA had approved, and the city promised, an immediate runway shortening, but now we are seeing the City dilly dally with lots of money to consultants to create reports that defy common sense while making unsupported claims that prolong the status quo impacts.

The City hired consultants to study options for shortening the runway to 3,500-ft, as allowed now by FAA. Documents indicate the consultant delivered a report with four options, but for whatever reason, the City stripped two of those options out and is proceeding to pretend only two options are viable. These two options alone were shared with the Public a few weeks ago (the existence of the other two options were only revealed in the last few days, after City posted documents related to the 5/24 agenda; see links above).

Frankly, it looks like City is playing a drawn-out delay game. It also looks like City is ignoring the health of the citizens of Santa Monica and nearby West LA neighborhoods. Even the City of Los Angeles should be pressing hard on this matter: to protect their citizens, they should be demanding that Santa Monica quit the dilly dallying and shorten the runway … NOW!!

The City owns the airport, and the City owns the runway itself. With that ownership, the City carries risks and liabilities. At this or any airport, if a runway is dangerous – too close to homes, or even too close to hangars as at Santa Monica, where people died in the last fiery airport crash – the airport authority needs to restrict operations for safety. If only to manage their risk exposure, all airport authorities should have the right to deny access of larger aircraft to substandard runways – especially commercial operations such as charter jets.

The biggest progressive step this year, as declared by the Consent Decree, is that FAA has finally backed down just a bit, and is letting the City manage the KSMO runway. City airport officials should use this restored authority to do as they say: immediately close the northeast portion of Runway 21, making it illegal for any aircraft to touch the asphalt.

Likewise, at the southwest end of the runway, City needs to take full advantage of the existing taxiways and simply close to operational use the roughly 450-feet of runway between the existing runway end and the first set of crossing taxiways (A1 & B1).

City could have done this in late January. That they have done nothing strongly suggests that City has a different and unspoken motive. The City, managed by Rick Cole, along with the airport office and under the guidance of the City Council, is not really trying to mitigate the severe impacts on hundreds of homes within the Runway Protection Zones (RPZs). The City is not honoring the clear request of the citizens who passed Measure LC with a wide margin, back in 2014 – a measure which demanded closure as soon as possible, and which also prohibited commercial use of any land reclaimed from aviation use in the future.

Also, notably, the most severe impacts at this airport are by small- to medium-sized charter jet and bizjet operations, often carrying just one wealthy person. These elites are inflicting an extraordinary negative impact on Santa Monica residents’ quality of life, simply because they will not be inconvenienced. They could instead fly out of much safer and less impactful airports such as LAX, Burbank, or Van Nuys, which like most U.S. airports, have no homes within their runway RPZs. They could do this, but they choose not to … and FAA and the City allow this injustice to continue.

Many have picked up on this story. No Jets Santa Monica Airport posted this great analysis on FaceBook:

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

Similar concerns have been posted by Ben Wang, at SMO Future. There are a lot of good people around Santa Monica, like Martin Rubin, who have devoted multiple decades to restore local quality of life and protect health. These are good people, who have fought for a just resolution of the noise and air pollutant impacts. It looks as though FAA and a few of the current City leaders are just trying to wear them out. FAA’s intransigence, and the corruptibility of selected Santa Monica officials, has ensured no meaningful progress in all these decades.

These are but a few of the people at the forefront of the movement by the majority of Santa Monica residents, who simply want to control and close the airport .. and they need to control it for their health. They are vocal activists, but they are not the only residents who find this is a major issue. These vocal activists represents the opinions – and the votes – of probably 5,000 Santa Monicans each. This is why there have been surprisingly long public comment sessions at City Council meetings when an airport issue has come up. The citizens have a network that lets them know when to come out in force to voice their opinions. Every day, more and more citizens are learning exactly which City Council members are secretly pro-airport. A clear story has emerged. The people will vote-out the now exposed pro-airport insiders.

This all has to change. If this does not change, we really do not have any functioning Democracy.


UPDATE, 6/1/2017:Written Public Comments, submitted to the City (copy posted by CRAAP, 89p)

What Is FAA Hiding from the Public? And Why??

FAA, like many federal agencies, has a nasty habit of expending lots of time and money working to keep the people in the dark. They are supposed to comply with FOIA laws, but instead they redact the hell out of what should be disclosed. Making matters worse, in recent decades it seems as though most in Congress are ‘too busy’ and/or ‘too inert’ to force FAA to follow the FOIA laws.

Every once in a while, we get a great chance to look past these barriers. Sometimes, FAA’s redactions become unmasked. When that happens, it is like sitting down with the devil, and sharing tea and a candid conversation. So much can be learned….

In this Post, a 27-page FAA memo is offered in two forms, redacted and unredacted. This memo documents how a safety investigation produced copious details and a strong recommendation for corrective action … which was then nixed by a higher FAA official. The heavily redacted copy was provided to an investigative report team. Seeing that so much data was hidden, they filed an appeal. An appeal response letter was eventually sent, rejecting the appeal, but somehow a copy of the unredacted 27-page was included in the appeal response letter.

Here are the two versions, presented as scrollable/downloadable/searchable PDFs. View them side-by-side. See for yourself what FAA chose to redact, when a reporter team tried to help the public understand how FAA was handling a dangerous safety failure involving commercial aircraft maintenance.

Click on the image below for a scrollable view. This is the heavily unredacted version, as initially sent by FAA (and after extensive review by numerous FAA managers). Click here to download the PDF file.

Click on the image below for a scrollable view. This is the full, unredacted version. Click here to download the PDF file.

The Background:

A few days ago, an aiREFORM Post encouraged readers to read the excellent investigative series done by the Tampa Bay Times. In the third article of the series, Nathaniel Lash showed how higher level FAA managers were over-riding the conclusions and recommendations of their field inspectors. The inspectors were investigating how a nut had detached causing an elevator jam, forcing an Allegiant MD80 to do a high-speed aborted takeoff at Las Vegas. This was an extremely serious situation that would have assuredly killed everyone on board, if the nut had failed while actually airborne. A similar failure caused the 1/31/2000 crash of Alaska 261, an MD83 that lost flight control near Santa Barbara and plunged into the Pacific, killing all 88 on board.

The similarities are in two troubling areas:

  1. the casual failure by maintenance crews to properly execute their tasks and to follow needed steps that would identify and fix failures (so as to ensure nuts do not fall off leading to catastrophic crashes); and,
  2. FAA’s gross failure at safety oversight, where key FAA officials knowingly allow maintenance crews to sidestep required procedures.

The latest Times article showed that FAA was found to be covering up dangerous maintenance failures performed by AAR on the Allegiant passenger jet. Note that AAR is a Maintenance, Repair and Overhaul (MRO) operation; over the past decade, airlines have been reducing labor costs related to employing their own mechanics by increasingly outsourcing aircraft maintenance to MRO contractors. Costs may go down, but so do safety margins.

Scary on So Many Levels

(click on image to view USAToday article about the magazine cover)

New Yorker magazine is famous for its cover images, such as this one: Trump watching, in full-pout mode, while Sessions drags Comey off the plane. And, the citizens sit, obediently quiet, in their plastic seats, distracted by their devices and programmed toward suppressing and internally denying their outrage.

The same dynamics are at play in communities impacted by FAA’s fraudulent NextGen program, and by FAA’s enabling of impactful activities at places like Santa Monica and Longmont. More and more local residents are speaking up and organizing to protect their families, homes and neighborhoods. Yet, similarly, they run into so many neighbors who are afraid to share the outrage, who instead incline toward silence and distraction.

The architecture of our aviation system and our airplanes – the very geometry that defines how we sit on a commercial passenger flight – hints at how deeply corrupted our political system has become. A nation that for centuries has proudly pointed toward individual liberties and responsibilities, now sits mostly silent while money sets the houses on fire. We sit. Silently obedient, pretending a respect for authority that disrespects humanity.

Oh, and Happy Mothers’ Day to everyone! Let’s make our Moms proud and clean up this mess!!