Categories
Airports

KAPA Monthly Fuel Flows: July Update

New Data from the Airport Authority

This Post is a monthly update, based on data shared by an activist focused on mitigating airport impacts. The data has been reformatted by aiREFORM.com, to better show monthly trends in both fuel flowage and aviation toxic lead impact.

Click these links to download the PDF files:
here for PDF download showing monthly avgas and jetfuel related to overall average monthly fuel volumes (1p); and, 

here for PDF download showing 12-month running sums for avgas jetfuel, and lead (2p).

Alternatively, click here to view the PDF files online.

What does this data show?

  • Although unleaded avgas sales commenced in May 2023 and began to reduce total lead pollution, the overall avgas sales have grown dramatically. In fact, total lead pollution bottomed out in March 2024 (down 13%, from 3,111 pounds to 2,696 pounds), but the most recent three months have all seen increased lead pollution.
  • Total avgas sales have increased 16% since January 2023. Look up and down the 12-mo running sum: AvGas column and the last year+ is by far the darkest red, indicating the strongest growth rate since 2012.
  • If the airport authority and their airport-biased citizen panels truly want to serve the whole community (not just the tiny aviation community), they would go much more transparent, providing further data and analysis, to clearly establish what is driving recent avgas growth, and how it is impacting residents.
  • As a point of clarification, understand that fuel flowage fees (typically around a dime per gallon) are a primary revenue source for general aviation (GA) airports. As such, airport authorities must compile public records on fuel flowage … and that objective data needs to be shared with the public, to feed full discourse on how to manage the local airport.
Categories
Airports AvImpact-Lead

KAPA Monthly Fuel Flows: June Update & Some Analysis

The airport authority for Centennial Airport (KAPA) does the right thing when they share monthly fuel flow data; good for them, and hopefully other airports will be responsible with this level of transparency. The latest release includes June data, and past releases offer 150 months of data.

The KAPA data reflects a reality at most U.S. general aviation (GA) airports: a major revenue source is the fuel flowage fee. Airports are

Categories
Airports UnspinningTheSpin

Aurora Airport is an Example of How GA Airports are Changing for the Worse

Aurora Airport (KUAO) sits on the north edge of Marion County, 22-miles south of Oregon’s busiest commercial airport, Portland International (KPDX). In late 2021, a new airport master plan process was initiated: FAA put up more than $1 million, airport-sponsor Oregon Department of Aviation (ODA) inked a contract, the main contractor, an outfit known as ‘Century West’ began crafting all the technical reports, and another outfit known as ‘JLA’ took on managing a 2-year public engagement process. Now, it has stretched out to a 4+year process, burning out earlier concerned citizens who just could not endure this slow-motion special-interest landslide.

The objective of all of this waste: to finalize documents supporting the intended outcome…. a lengthening and strengthening of the KUAO runway, to serve mostly uber-elite charter flights often with one paying passenger, using larger and thirstier jets. Underlying this is simple money and greed; a few entities on and adjacent to the airport will make more money on hangar rentals and fuel sales, and ODA stands to double or triple annual revenues from those fuel sales (they typically collect 8cts per gallon of fuel, and could net $600+ from one fueling of the larger private jets they want to attract to KUAO).

The current KUAO Airport Master Plan is an excellent example of the gross inequities between the few who benefit from airport expansion and the many who are impacted in surrouding communities. It mirrors similar failures at KBED, KAPA, KBJC, KTKI, and so many other GA airports nearly 50 years past their peak.

The Overall Trend

In the last few decades, while General Aviation (GA) has been declining to a fraction of the peak operational levels of around 1979-1980, there has been one dominant area of expansion: private and charter jets based at GA airports. It has become a very common phenomenon to see declining GA airports retool, with the following game-plan:

  1. tear down older T-hangars and other aircraft parking structures and, build larger, climate-controlled box hangars;
  2. infill undeveloped airport lands with even more corporate box hangars,  for housing jets that burn 100 to 500+ fuel gallons per hour;
  3. spend millions in nearly free FAA AIP grant monies to lengthen runways and add taxiways, to serve heavier jets;
  4. aggressively market to the wealthiest set,  to bring their private/personal jet to be based at the airport;
  5. use even more federal grant monies to ‘secure’ the oversized airport acreage with perimeter fencing (ostensibly to stop airport terrorist activities, but more importantly, to insulate the airport users from the 99.9% who are OUTSIDE the airport, by concealing on-airport activities from public view);
  6. accommodate a tiny few (usually one or two) airport operators, who want to make money catering to the elite jet owners who base at the airport, selling fuel, maintenance, pilot services, ‘customer satisfaction’ services, and management services (such as leasing out the personal jet for expensive air charter work); and,
  7. ‘upgrade’ the airport name to include the word ‘Executive’. Ah, such brilliant marketing (…but, to hell with impacted citizens).

The net result is what used to be a LOCAL airport serving pilots living in the local community, becomes an invading occupying force, serving outside interests and ‘regulated’ (is that really a fair word?) by the captured regulatory agency FAA… from far-away FAA regional offices and from Washington, DC. Gee, what could go wrong?

And, one more serious problem with this trend toward personal and charter jets: the long-term impact accelerates Climate Change. When it comes to outsized personal carbon footprints, private jet flying is the fastest way for a person to burn fossil fuels… an hour of such flying can exceed a year of fuel for a personal car. Private jet trips, mostly for vacations or to jaunt out to a distant game or do some shopping because ‘…why not?…I can afford it…’, this kind of mindless flying hyperconsumption  is the worst of the worst within aviation.

What Can You Do About It?

Show up. Ask questions. Speak up about what you do not want to happen at your local airport. Advocate for future generations, and for a viable climate future.

Airport Master Plan processes happen. They are strongly dominated by aviation interests, and designed to be controlled by the aviation players (FAA, the airport sponsor and the contractors). But, the impacted side needs to attend, too. The next KUAO event is an Open House by ODAV, at North Marion High School, 4-7pm on June 13th. For more info, see the webpage by City of Wilsonville.

Just show up. That’s how we make the democratic process work.

And, to help you learn more, click here to open/download the oldest Aurora Airport Master Plan, from 1976 (36Mb PDF). It is very well written. From a long, long time ago in Oregon: Tom McCall, implementation of land-use regs and the bottle bill, Ken Kesey, and an early (and almost admirable) version of Nike and Bill Knight. A time when we Oregonians were hugely proud of our unspoiled state, and of our best reputation for environmental commitment. Yup, long ago….

In an aviation context, this Master Plan came before all the spin and games began, when officials actually tried to serve more and deceive less; plus, this one was published right when GA was peaking (in no small part due to student-pilot training subsidies via the GI Bill). It is a fascinating read. The file is large and the download slow, but check it out!

This is the core portion of the Airport Layout Plan in 1976. Fifty years ago, ODA was supposed to buy 118+ acres and grow this airport, but only a small fraction of the land was acquired. More than 80% of the aircraft are based OFF-airport property, thus access the runway ‘through-the-fence (TTF)’. As a consequence, ODA is unable to actually manage the airport.
Categories
Airports UnspinningTheSpin

[KBED]: ‘Just Say NO’ to North Airfield Expansion

People are impacted by aviation across the nation, mostly due to bad growth decisions by airport authorities like Massport. One of the three airports run by Massport is KBED, the Hanscom Airport in Bedford. The current KBED case study is a clear opportunity for people everywhere to learn about greenwashing, about the diminishment of citizen engagement, and about two key needs in the near future:

  1. the need to restore meaningful local control of airports (local residents and their leaders should have far more authority than the state or FAA, on deciding whether they want to allow skydiving, excessive flight training, large-scaled hangar additions, etc.; and,
  2. the need to rein in federal airport grant monies, especially the diversion of excessive airline passenger tax revenues and air cargo tax revenues wasted each year at thousands of GA airports.

The embedded PDF below provides an image of a 2018 KBED draft Airport Layout Plan (ALP). Yellow has been added, to mark a few hundred acres of airport land that could be divested for other community purposes, if the North Airfield Expansion is stopped. Dwell on the bottom of the embed window to use controls to zoom the PDF scale. KBED.20240526.. Proposal for Divestment of North-side Excess Airport Land (aiREFORM, 1p)

A Bit More Background

According to FAA’s data within their NPIAS 2023-2027 report, on average, each U.S. state has 262 airports, of which 65 per state are eligible for federal AIP grants. The vast majority of these AIP-eligible airports do not serve the larger public. Instead, these ‘general aviation’ (GA) airports serve two highly privileged and over-subsidized elite subsets: fewer than 200,000 GA ‘private pilot’ hobbyists, and a few thousand private and/or corporate jets, often used for vacations, golf and ski trips, and to fly ‘on a whim’ to do lunch or shopping or to go catch a sporting event or concert. Think about that: the main GA beneficiaries are vastly outnumbered by everyone else: there are roughly 2,000 non-aviation citizens for each hobbyist private pilot; they are not the 1% but a twentieth of the 1%.

When aviation activity peaked around 1980, it was largely because of massive federal grants, especially the GI Bill… Uncle Sam giving lots of money to veterans to learn to fly. The majority of that pilot growth went to either check off a personal bucket-list item or take on a new hobby. So, when the pool of GI Bill candidates declined, and when funding also declined, we started to see a steady drop in the pilot population and in annual aviation metrics.

Four+ decades of GA decline, and yet GA airports are expanding, and even faster in recent years. These airports are becoming less about a national system of air transport and more about low-cost leased public lands for posh beer gardens, man-caves, and virtual aviation country clubs.

One current hot case study is the largest GA airport in Massachusetts: Hanscom Field, KBED, 15-miles northwest of Boston. Like nearly every U.S. airport (not just GA, but also those dominated by airlines), both operations and based aircraft have declined significantly from peak levels around 1980. FAA’s Data (TAF, ATADS, ADIP, etc.) shows clearly, just as with all other economic sectors, we are enduring decades of  industry consolidation wherein only a very few airports are seeing growth.

Given this fact, most airports should be figuring out how to downsize, and how to provide their diminishing services on less acres. Nonetheless, and in no small part because federal grant monies are available, Massport is in free-for-all mode, trying to develop any and all corners of KBED. Just a couple years ago, there was zero active aviation development on the north half of the airport, and a strong case could be made to divest hundreds of excess airport acres, the better to be used for other community purposes, including open space and environmental protection of the Shawsheen River headwaters area. But, instead, Massport spent money moving hangars for a few small planes, seeking federal AIP grants to build and repair unused taxiways, etc., and, Massport is now embracing a huge addition of 17 large hangars in the so-called ‘North Airfield Expansion’.

Massport wants to increase revenues to match grants. Largest revenue sources at GA airports are lease and fuel flowage (per gallon fees added to fuel served at KBED). These funds are then used to get AIP grants, which typically are a very generous 90:10 or even 95:5 ratio (i.e., a million Massport dollars can pull in $9M or even $9.5M FAA AIP dollars). They want to add hangar capacity to store ~50% more aircraft; they want to add an entirely new storage ‘fuel farm’ for aviation fuel, on the north side, which also will add a ~50% increase in airport fueling capacity. They want this so badly they are stuck greenwashing, pretending all of this growth will reduce the airports environmental impact… all while hiding the key data that undermines their agenda. They are not doing this to serve the community; this is for an elite base of airport operators and Massport yes-men.

What else can you do?

      • See the excellent content and organization at the Stop Private Jet Expansion (SPJE) website.
      • Submit your own comments to Massport’s DEIR process, in opposition to the expansion proposal. Aviation is the fastest way to make an outsized carbon impact, undermining all other efforts to address expanding Climate Change, and small jets serving one or two pampered passengers are the worst of the aviation offenders, on an impact per passenger metric.
      • learn more by researching online, and watch for more aiREFORM Posts and data soon to follow.
Categories
Airports

KAPA & KBJC: Updated Monthly Operations Data

A new month is approaching, and residents along the Front Range are continuing to be heavily impacted by excessive flight training.

In the last decade, there has been a big push for consolidation of flight schools. Private Equity is investing in these businesses, and making extra profits by concentrating activities to just a few airports. So, if you happen to live near an airport that draws its students from across the nation and even from Asia and Europe, FAA and industry players feel this is just your poor luck. The schools (and elite investors) are happy, and FAA does a great job enabling this concentrated abuse, while staying mum and not advocating for any balance or mitigation or justice.

This year, is proving to be horribly impactful for people near two towered airports south and west of Denver: Rocky Mountain Metropolitan Airport (KBJC), and Centennial Airport (KAPA). This Post provides the latest compilations of monthly operations data for each airport, from January 2017 through September 2023. October’s data is not available until late November, due to FAA delays in sharing data they are fed by all towers every night; also delayed if your local airport authority refuses to get the data from the local tower, and share it ahead of important meetings. So, when monthly airport meetings come up, those concerned citizens who attend are handicapped for lack of current and timely data.

Wouldn’t it be nice if FAA advocated on behalf of the resident population, by urging (or even requiring, as an obligation to receive federal grant monies?) airport authorities to post timely data online ASAP, ahead of events where citizens can engage? Wouldn’t it be nice….

For KAPA, the September 2023 operations changes (versus September 2022) are:

  • Itinerant: down 2%
  • Local: up 41%
  • TOTAL OPS: up 17%

For KBJC, the September 2023 operations changes (versus September 2022) are:

  • Itinerant: up 15%
  • Local: up 9%
  • TOTAL OPS: up 11%

Click on this link to download the KAPA ops data, or this link for the KBJC ops data.

20231030.. ATADS monthly 2017-2023 cn42KAPA
20231030.. ATADS monthly 2017-2023 cn42KBJC
Scroll over the PDF above to activate the PDF viewer controls at the bottom; page-scroll with the arrows in the bottom left corner, or use +/- to zoom in/out.

Categories
Airports

FAA’s Forecast in 2000 Missed by Miles, and Now We Need More ATCs?

Ten days from now, FAA’s current authorization will end. Reauthorization has been ongoing at Congress all of this year. One party rules the House, and they came up with a Reauthorization bill that reads like a Christmas List for general aviation; the other party rules the Senate, and is still not finished with their version. It looks like we are heading for a showdown, and likely an extension or two. If past repeats, we may also see controllers staying at home, but getting paid for that added time-off when all the dust eventually settles.

Watching how poorly the parties function in Congress, and also how poorly our mainstream media fails us by not diving into the details (instead, just repeating past stories and reprinting press releases from FAA, NATCA, A4A, AOPA, etc.), it is easy to start to hunt for more info on the internet. The internet is filled with articles, FAA reports, GAO Testimonies, Congressional hearing transcripts, and much, much more. It is educational, but it is also depressing, seeing how themes and strategies repeat, and then they repeat again.

FAA loves to go to Congress and ask for more money, and commonly they do so by pulling big numbers out of (somewhere) and proclaiming the skies will fall if we do not spend a lot more: hire more controllers, build more runways, fork out billions for ‘capacity enhancement’ technologies like NextGen. But it has become much more sophisticated. All of the key players are constantly ‘co-lobbying’ (although FAA fondly calls it ‘collaborating’) with one another, fusing their advocacies to guide us toward even more waste. Their nests get feathered, despite the fact that FAA is doing a lot less while also using a LOT more automation. It is a racket, and this Post provides some insight into the racketeering co-lobbyists.

Click on this link to download the 4-pg PDF, for viewing offline, and feel free to share it onward.

Use the embedded PDF below to read the PDF online; dwell on the bottom left corner of the PDF to use up-down arrows (for page scrolling) or to zoom in/out.

20230920.. An FAA Forecast, Actual Ops Trends, and do We Need More ATCs (4p)

Categories
Airports

KAPA: FAA and Mike Fronapfel Need to Be More Transparent

Click on this link to download the 5-pg PDF.

20230511.. FAA and Mike Fronapfel Need to Be More Transparent (zz32KAPA, 5p)