By Ron Berinstein
On behalf of the thousands of Southern California residents who benefit daily from the vital services Whiteman Airport facilitates, I say, “Well done!”
We must stand up for the truth on behalf of those who benefited from the rapid airborne responses to the Palisades Fire, the Hurst Fire, and most recently, the Sandy Fire. We must speak for those who rely on the Civil Air Patrol Search & Rescue teams, the traffic and news helicopters based there, and the youth who receive free Explorer and Cadet training – or learn to build aircraft through the Experimental Aircraft Association (EAA) – before launching their careers in the aviation industry.
Furthermore, we cannot forget the residents of Burbank, Van Nuys, Santa Monica, and Long Beach, who remain fortunate that their own local skies and runways do not become gridlocked by not only the non-scheduled traffic, unable to land at LAX, and displaced Whiteman traffic as well.
Critics of the airport recently cited the “lack of investment” as not responsible for in-flight accidents, while recognizing the County’s hand in blocking upgrades. That might not be entirely true. Years ago, a proposal was made to move underground the similar utility wires that two aircraft subsequently struck. Anti-airport foes fought that proposal, creating the very hazard, an airspace spiderweb, the results of which they complain about today.
Furthermore, Los Angeles County’s refusal to accept federal FAA grants for fear of twenty-year obligations was meritless. First, the airport already operates under federal perpetuity. Second, there is no legitimate fear of expanding obligations. Third, rejecting these funds directly contradicts the current anti-FAA narrative. Critics throw the FAA under the bus for staffing constraints while simultaneously refusing the federal funds that could upgrade the airport and soundproof neighboring homes, whose residents have been left behind.
Regarding FAA staffing, the agency is tightly bound by Congress, which limits funding to one-year appropriations. This prevents long-term contracting that could save taxpayer money. If stakeholders have an issue with federal staffing limits, they should direct that criticism to their congressional representatives. The answer is not to divert valuable FAA Inspector assets to Whiteman for random pilot document checks that are already regularly inspected, risks real safety threats going undetected.
Despite these funding limits, the FAA produces exceptional safety results through the FAA Safety Team (FAASTeam) – a voluntary group of professionals devoted to risk reduction, community outreach, and pilot education. I have personally co-produced and spoken at over 40 free safety seminars per year at Whiteman. The program works: data shows that only 0.33% of pilots involved in Part 91 general aviation accidents had a current phase in the FAA WINGS proficiency program at the time of an incident. Other FAASTeam representatives are regularly at Whiteman and act as eyes and ears that profess aviation safety.
While true almost all aviation accidents are caused by operator error or mechanical breakdown, the same is true of accidents on Santa Monica Boulevard and other County maintained thoroughfares which occur many more times per capita than at airports. Luckily for Los Angeles drivers the County isn’t yet allowed to build houses in the middle of Santa Monica Boulevard!
Misinformation on technical aviation terms has also distorted public debate. For example, contrary to one recent comment, the FAA strictly enforces mandatory Industry Drug and Alcohol Testing Programs under 14 CFR Part 120 and 49 CFR Part 40 to protect public safety.
One critic negatively labeled Whiteman a “non-standard” airport. There is no such thing. There are, however, “non-standard instrument approach requirements,” which mandate higher safety requirements for pilots during poor weather. Similarly, “Declared Distances” have been mentioned within a negative context. Simply stated, they are standard regulatory values published for aircraft performance planning. No pilot wants to operate without knowing the usable length of a runway!
Some argue that Barton Heliport is entirely separate from Whiteman. This reveals a fundamental misunderstanding of aviation dynamics. The Whiteman Airport Air Traffic Control Tower manages the local airspace. Without it, rapid and safe helicopter departures for regional firefighting would be compromised. Whiteman’s runway and open land provide service and essential equipment staging area that keeps the entire LA Basin safe.
If Whiteman is deemed unsustainable even though no local resident has ever died as a result of an airport accident, then by that same logic, the city should close Van Nuys Airport and LAX, where large jet traffic poses an arguably greater risk. Yet, airport opponents have no problem flying out of LAX.
Finally, I am stunned that some propose closing Whiteman under the guise of protecting Latino and minority residents. Let me be clear: if Whiteman closes, massive real estate development will trigger immediate gentrification. Rents will skyrocket, buildings will be demolished, and current residents will be priced out of their own neighborhood.
Keeping Whiteman Airport open is the only way to preserve the vital emergency infrastructure of the LA Basin while actively protecting the local Pacoima community from displacement.
Ron Berinstein is the director of the Southern California Aviation United Working Group (SCAUWG.org).