For those who aren’t familiar with the group (and that’s probably just about every single one of you), the goals are to inform people of the history of aviation and the Long Beach Airport, to keep people informed on the airport status, and to assist the airport (tour guides, Ambassadors, archivists, volunteers for city fairs, airport open houses, etc.) (You don’t have to be a volunteer just to come to the meetings.)

This meeting will focus on the first transcontinental flight in the US operated by Cal Rodgers on his airplane, the Vin Fiz. It’s the 100th anniversary and there have been a lot of different events to mark it here in Long Beach, the endpoint of his trip. We’ll have Councilwoman and historian Gerrie Schipske come to talk about the flight in detail. It’s actually quite remarkable since he crashed so many times that it was effectively a different airplane by the time he got to California.

This is my first meeting as “Chief Pilot” (or president) of the group, so if you come, be gentle. Even if this particular event doesn’t interest you, please send me any ideas you have for future programs. We’re working on all sorts of ideas for future programs, which are always the second Wednesday in January, April, July, and October.

Dues are only $12 if you’d like to join, but you don’t have to join just to come to check out a meeting. So come on by and say hello.

JetBlue doesn’t do much flying in the middle of the country, so it’s no surprise to see very little of that type of flying happening in Long Beach. But it is surprising to see how few long hauls are left at the airport.

From Long Beach, JetBlue originally started with flights to New York in September 2001 and followed with Washington soon after. One year after starting at Long Beach, the first short haul began up to Oakland. But long hauls still remained the focus and didn’t start to really go away until early 2008.

Since that time, the drop in long haul flying has been dramatic. Here’s another way to look at it. Look at the number of daily departures from Long Beach to New York.

At one time, JetBlue flew eight daily flights between the two cities. That’s just unreal. It’s now down to just two daily, and at times even that second daily flight doesn’t run every day. Meanwhile, in June 2009, JetBlue started flying to LAX. Today, there are three flights most days from LAX to JFK and that number will rise to five daily this summer.

So what’s the story? When JetBlue started at Long Beach, people were willing to drive for the low fares, live television, and great service. But that’s because low fare, long haul trips were few and far between at LAX. JetBlue chose Long Beach for its lower costs and lack of competition. Today, things are very different.

Low fare service has gone into primary airports across the board. In the LA-New York market, Song showed up in 2005 before being merged back in to Delta. Now, Virgin America is the prime provider of low cost service to New York along with JetBlue (and a bunch of connecting options). The point is, people who prefer LAX do not have to drive to an alternate airport to get low fares anymore. So that changes the math at Long Beach.

JetBlue realized that with people not having to drive to Long Beach to get low fares, long haul flights wouldn’t be as lucrative down there. Besides, people coming from far away didn’t even know Long Beach and had a strong preference for LAX anyway. It moved into LAX in order to keep the traffic that used to be willing to go to Long Beach. But short haul is different.

Those who are traveling on shorter flights are less willing to drive to airports that are further away. So people that live in the heavily-populated area around Long Beach will drive to LAX if they’re going to New York, but they’re less likely to do it if it’s just a jaunt to Vegas or San Francisco. So JetBlue has repositioned Long Beach as a short haul-focused operation serving that community. Low fares are good, but it’s the convenience of the airport that makes it work best.

That doesn’t necessarily mean that Long Beach couldn’t support any long haul flights, but JetBlue has to make a choice. Since Long Beach is heavily slot-restricted, JetBlue has to use its 30 daily flights in the best way possible. Considering the current dynamics in the industry, it decided that short haul is the way to go, so long haul will continue to migrate up the road to LAX.

Moving this Ft Lauderdale flight allows JetBlue to add yet another flight to Vegas. Apparently, JetBlue sees enough business traffic potential in this market that it is creating a business-type schedule instead of the afternoon-only leisure schedule that used to be in the market.

Yes, this is partially a response to Allegiant (JetBlue’s network planning chief tells me that the airline “competes hard”) but it’s also an effort to optimize its slots. And these days, short haul flying is far more optimal for secondary airports.

The rain was nice enough to hold off yesterday and we ended up having a beautiful day for a groundbreaking. It may be hard to get excited about a parking structure, but this is incredibly important in Long Beach. The current parking setup isn’t sustainable, primarily because the long term lot is leased from Boeing. They’re trying to sell it, and when that happens, the airport will eventually lose the use of that lot. So, more parking was required. The easiest way to do that? Build a garage on the existing surface lots. When it’s done, all Long Beach airport parking will be within walking distance of the terminals. Here’s how it’s going to look from above.

That odd-looking structure in the middle is the new one, and it will be done by the end of summer 2011. (The terminal is on the left end.) Why is it shaped like that? They wanted to keep the lines of sight open toward the terminal as people come into the airport. Ok, fine. I’m just glad to see it happening.

Airport Director Mario Rodriguez said just a few months ago that he hoped to break ground by the end of this year. Sure enough, he did. Yesterday’s event was like most groundbreakings, lots of smiles and pats on the back for getting to this point. I was actually quite surprised by the turnout (at left). There were a lot of people there, as you can see, including some unlikely surprises. Perennial anti-airport activist Joe Sopo was there, and he even held a shovel for a photo opp. I don’t get it.

There were speeches given by several people including Mayor Bob Foster, Councilwoman Gerrie Schipske, Mario Rodriguez, JetBlue’s SVP of Government Affairs Rob Land, and other local business leaders. Most people were praising Mario for his efforts in finally making this happen after years of waiting. Only Gerrie Schipske had a different message – she wanted everyone to know that the city council has been doing things right all along. Lots of confused looks in the audience at that message.

I spoke with JetBlue’s Rob Land after the ceremony and he simply reiterated the airline’s commitment to Long Beach. They’re very pleased to see things moving along, and they had a pretty large turnout of crewmembers to show their support.

Now the next hurdle is the terminal. The plan is to break ground by the end of next year. Will it happen? They’re making progress. I’ve gotten my hands on a few sketches of the current design. Here’s what it should look like, assuming the design doesn’t get tweaked too much.

I’ve gone ahead and marked the double wide trailers that are currently on the property. They will both mercifully be ditched, hopefully burned down and forgotten completely. In the new terminal, customers will continue to check-in where they do now in the historic terminal building. Baggage claim will also continue to be outside on both sides where it is now. It’s everything in between that changes.

To go through security, you will walk in the way you used to – through the existing structure which currently has JetBlue security and a gate area along with bathrooms. That whole thing will be converted into a large, single security checkpoint for the entire airport. Hooray.

After, you’ll walk outside into a garden area (in green). From there, you’ll be able to turn left or right to get to the two holdrooms where customers will continue to board via airstairs at ground level. The garden area in the middle will actually have palm trees sticking up, framing the old terminal from the airside. There will be a variety of concessions and restrooms throughout. Pretty nice plan huh?

Sure, I’d like to see it built a little bigger, but this plan maxes out the amount of space that can be used for holdrooms in the environmental impact report. So while they could build the terminal bigger, it wouldn’t really impact the customer.

Overall, I like what’s happening. The ground-breaking yesterday was nice, but I think everyone sees it as an appetizer to next year’s main course groundbreaking on the terminal improvements. That’s when the real party begins.

Long Beach has a strict and convoluted noise ordinance (read the mind-numbing text yourself) that effectively restricts daily scheduled operations to no more than 41 flights on aircraft greater than 75,000 pounds at maximum takeoff weight (MTOW) and no more than 25 flights on aircraft less than 75,000 pounds.

Right now, Long Beach has its full complement of 41 big jet slots filled, 29 of those by JetBlue. Meanwhile, 18 of the 25 commuter slots remain empty. It’s no secret that JetBlue would be happy to fly more from Long Beach if it had the opportunity, but it doesn’t have any airplanes that weigh less than 75,000 pounds. So it’s hamstrung.

This has led the airport to actually go out and actively try to find airlines that are interested in filling those slots. Airport Director Mario Rodriguez said that his team was putting together an analysis on which airlines had the right aircraft and could potentially fill the void and he would report back at the next commission meeting. This isn’t a tough one to narrow down. There’s the outside chance you could get United to fly some regional jets to Denver, but other than that, Horizon is the best bet with their Q400s. Still, they’ve been deferring Q400 deliveries, so clearly they don’t see a big opportunity just yet. You could always try for Frontier subsidiary Lynx as well, but those Q400s aren’t going to make it all the way to Denver.

But all this discussion could be moot if that silly weight limit wasn’t in place. This is a noise ordinance, after all, so why should weights be involved? I got up to ask that question at the commission and nobody had a good answer. It was generally agreed that the weight limit was put in place by the judge during the whole drawn out fight over the ordinance’s adoption, but that it was arbitrary and really not relevant in today’s world.

Yes, at the time this started to be negotiated, regional jets didn’t even exist. Regional airlines were still called commuters and they only flew small props. Even the smallest jet in wide service at that time, the DC-9-10, weighed 90,000 pounds. So somebody probably decided that 75,000 pounds was a good cut off for some reason.

In 1990, the US adopted the Air Noise and Capacity Act which phased out the louder, older Stage II aircraft by the end of the decade. This, however, only applied to aircraft over this magical 75,000 pound limit. So maybe the judge took that 75,000 pound limit and brought it over to the Long Beach noise ordinance.

The problem with that? It’s a noise ordinance, so why would you base it on weight, especially when that Air Noise and Capacity Act actually allows for louder aircraft under 75,000 pounds? Nobody seems to really know why it was set up that way, because all the players who were around at that time are gone from the scene.

Now, of course, the commuter airlines have become regionals, and they fly larger and larger airplanes. The lines has definitely been blurred, especially with Republic’s latest moves, and there’s not really good reason to use weight to separate them out.

For example, the CRJ-700 (70 seater) tops out at 75,000 pounds so it can use the commuter slots. The slightly lengthened CRJ-900, however, cannot. And then there’s the issue of JetBlue’s Embraer 190s. Those planes have an MTOW of well over the limit, but they’re quieter than the CRJ-700s. So why can’t this ordinance by changed to be noise-based? [After getting more information, I have found that the CRJ-700s are actually quieter than the Embraer 190s on departure but not on arrival, so it's a mixed bag. The CRJ-900, however, is quieter than the CRJ-700 across the board and it can't use commuter slots, so my point is still the same.]

Well, the general excuse is the long-loved “slippery slope” argument. If we touch the noise ordinance for this small change, then that opens it up to allow for a million other changes and it could potentially crumble completely. Uh huh, right. Sounds like an excuse to me. But this isn’t the airport’s excuse, because they don’t control this at all. It would be up to the city council to make the change.

I think we’ve all seen how the Long Beach City Council operates, so the chances of this happening are slim these days, but there doesn’t seem to be a good reason not to change it. If the ordinance could be changed to allow the same number of flights but based upon noise instead of weight, it would make the most sense. This would keep noise down in the community as well as help quickly fill those empty slots. Seems like the smart thing to do.

[Updated 7/24 @ 3p to reflect additional noise info about small jets]

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First, let me refresh your memory. In my interview, Dave said that Long Beach needed to make good on its promises to build the terminal improvements and parking garage that have been in the works for years. I asked if JetBlue would leave the airport if that didn’t happen and he responded that he “wouldn’t take any option off the table.”

This didn’t spark much response from the community until the local newspaper, the Press-Telegram picked up on the interview. Soon, JetBlue had confirmed that the comments were reported accurately. The LA Times, local television news outlets, and USA Today picked up the story as well. That was enough to get things moving.

The frenzy reached a point where the city council took notice. Three councilmembers, including the Vice Mayor, added a recommendation to this week’s council agenda (PDF) to “request City Manager to report to the City Council with timelines on the Long Beach Airport terminal enhancement status including parking structure construction update.”

That set the stage for what ended up being an odd set of statements. You can watch it for yourself on the city’s video archive site (click on item 15 at the bottom left to skip ahead).

All of them at least paid lip service to the idea that they understood the frustration with such a lengthy delay, but some were more convincing than others. On one side, we had a group, including the Vice Mayor, that tried to extend the olive branch to JetBlue. They wanted to see the project move forward, and you could tell that they were feeling the frustration as well. I think councilman Gary DeLong said it best:

Hopefully everyone can agree that reality is this has taken far too long . . . . We have been in this nine years and we have yet to break ground on anything. We’ve had lots of process but very little results . . . . We won’t agonize over why it’s taken nine years but let’s see if we can’t make up for some of that long delay by getting this project off the ground.

Amen. Let’s not look back, but let’s just get things moving now. I couldn’t agree more. New Airport Director Mario Rodriguez was there, and he tried to stay above the fray completely by focusing on the importance of cost control. That is certainly something airlines like to hear, but these are conversations that should have been had long ago (not his fault, he’s brand new). He did say that meetings are being held again with JetBlue in New York in a couple of weeks. Just one little helpful piece of advice before you go, Mario . . . it’s Dave Barger, not “Berger.”

On the other side of the fence we found a more concerning viewpoint. Some councilmembers went on the attack, and more than than one thought it would be a good idea to attack the media, including blogs. Oh yeah, that’s constructive.

Councilwoman Gerrie Schipske said, “I do think that the reporting of the comment that was, by the way, leaked directly from somebody at JetBlue to the blogger and then sent directly to the Press-Telegram and the District Weekly . . . I think the reporting was irresponsible.”

Wrong. The comment was not leaked by anyone at JetBlue. I was invited to have a one-on-one sit down interview with CEO Dave Barger himself at the Phoenix Aviation Symposium (as were other media attendees at the conference). Everything you read came directly from him. In fact, once I turned my chicken-scratch into a transcript, I sent it to JetBlue to make sure I hadn’t mistakenly misquoted him. I didn’t, however, send it to the Press-Telegram or the District Weekly at any point.

Councilwoman Tonia Reyes Uranga seemed to think that the issue was somehow less valid because it originated in a blog. “This is a blog, give me a break. If we start spending this much time on a blog, we’re really in trouble. So I would like to ask the Press-Telegram to go beyond blogness and get into real news stories. . . let’s stay positive.”

Mayor Bob Foster jumped on the bandwagon as well. “I agree. We should not take blogs as professional journalism. The professional journalists should take that as well.”

Is this a joke? It doesn’t matter if this was written on a bathroom wall. It came directly from the CEO of the largest airline at this airport. Does it really do any good to try to discredit blogs or traditional media in the process? No. It also shows that they’re quite out of touch with the current state of reporting. There are many reputable blogs and discrediting them with a blanket statement like that will most certainly not serve them well.

In the end, the most mind-boggling part of all of this was the hostility toward JetBlue for taking this out in to the media in the first place. It was none other than Mayor Bob Foster himself who closed the discussion by giving JetBlue a stern talking-to.

The one thing I would ask from everybody involved in this is professional conduct. . . . I would ask JetBlue, everyone from the CEO on down, let’s conduct ourselves as real partners, as real professionals. If you have a problem, if you have an issue, bring it to my office or bring it to a councilmembers office, don’t do it in the press. That serves no purpose and believe it or not . . . you probably have made this harder to finance . . . . It can be dealt with but it’s not the way to conduct business.

Does anyone believe that JetBlue would have taken this to the press if they were having success through other channels? I highly doubt it. The facts are this: It’s been nine years since this process began and no ground has been broken. The bulk of the discussion of substance last night centered around how to make this a fiscally responsible project. I understand the state of the economy puts this at the top of everyone’s mind, but these things should have been decided long ago. If that’s the type of discussion that’s happening right now, it doesn’t sound like something that is going to be ready any time soon.

I’d like to think that this little dust-up will at least spark something to happen, but watching the mayor and some of the councilmembers throw barbs last night hardly instills confidence. Hopefully it’s just grandstanding for the cameras, and the mayor and council have a different tune in face-to-face discussions with the airline.

In the end, the group did unanimously approve (except for the one absent councilmember) the motion to have the city manager report on the project. If I heard correctly, this should happen in early May, so there is some hope that this will receive renewed focus.

If you’re interesting in reading more, the Press-Telegram has a good recap of the meeting.

In Part 2, Dave and I talk about inflight wi-fi, big changes coming to the TrueBlue program, and some future international partnerships, including Lufthansa. Let’s get on with it.

Cranky: What about wi-fi? I know you have one plane, BetaBlue, with email and instant messaging, but what about a full broadband solution now that many other airlines are doing it?

Dave: We believe that narrow band [the BetaBlue product] is the model. We’re going to start a fleetwide campaign for narrow band by year end. But, if it makes sense for full wi-fi capability, we want to be able to respond. That being said, we believe narrow band included in the price of the ticket for the whole airplane is best.

Cranky: Do you like the narrow band product itself or is it just technically better for you?

Dave: We’re pleased with the product. For us, the product is TV, radio, and connectivity, not just wi-fi. It can also be a great tool for our crewmembers as well as the customer. It could be used for irregular ops. If we need a flight attendant to go to Rochester and overnight there, we will be able to email them on the plane. Then when they land, they can make a call to tell who they need to tell.

Cranky: Or they could just email them on the plane.

Dave: Yeah, exactly. As a quality of life application, it’s good.

Cranky: Let’s talk about TrueBlue. My wife and I were doing a fair number of flights to the Bay Area last year to prepare for our wedding. We flew JetBlue, but there was no way that I was going to ever reach an award with short haul travel, so I didn’t even want to sign up. The only reason I eventually did was because I wanted to use a credit from a changed flight online and I had to sign up for that purpose. Are you going to make changes to the program?

Dave: I totally agree that it’s not relevant right now. It’s interesting to hear your opinion, and I agree. It worked for its early life cycle, but it needs to change. We are going to roll out a new program in Q2/Q3. You can think of it as TrueBlue 2.0.

Cranky: Glad to hear it. Though I suppose it’s bad news for you that we flew you anyway and didn’t need the frequent flier credits.

Dave: No, these programs are important. They’re very powerful and we need to do better. Partners are an important piece of that. Can you accrue on Lufthansa? What about Hertz? These are important.

Cranky: What can we expect to see with the new program?

Dave: One of the biggest complaints we hear is that people say they can’t get seats. We do have a lot of availability, but people say they want last seat availability.

Cranky: Will you have last seat availability as a standard or will you be looking at tiered rewards like other airlines?

Dave: We believe we will have a best-in-class frequent flier program. It’s going to be very customer relevant.

Cranky: I know we’re running short on time, but really quickly I’d like to talk about partnerships. You mentioned on the panel today that you were seeing 100 passengers a day connecting into your network from Aer Lingus. That’s really surprising to me. What else might we see?

Dave: Partnerships with Lufthansa and Swiss are next. They’re strategic investors in JetBlue, and we will have partnerships with them. After that, well, I was serious with Ali [Al Rais of Qatar Airways] about doing something with Qatar [as mentioned on the panel today].

Cranky: Could we see some partnerships on the west coast, maybe with Asian carriers? I imagine that would have to go to LAX though.

Dave: Sure. The potential could be there for partnerships at LAX. We can’t do that in Long Beach, but there’s no reason two operations in the LA Basin can’t work for us.

Cranky: Thanks, Dave. Let me know next time you guys are out in Long Beach.

Dave: Will do. And congratulations on your wedding.

So there you have it. A Lufthansa partnership is on its way, and Dave really doesn’t see a need for full broadband right now. I’m not sure that I agree that the narrow band solution will be enough, but as long as they’re watching this closely and willing to change quickly, then they should be ok. I’m also glad to hear that TrueBlue is going to be fixed, because it really isn’t a compelling program as it stands today.

Again, if you missed Part 1, click here.

• If Burbank enacts this curfew, don’t book a flight arriving there near the curfew for fear you may not get there in time
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• Regionalization isn’t as easy as you (or the Mayor) might think

Anyway, I was out walking the dog a little after 530p when I saw an Airborne Express 767 fly overhead lined up for runway 7L. He throttled up and ended up going around before landing on 12. This seemed really odd to me, because I’ve never seen a large jet operate on those smaller runways. I’ve only seen them on 12/30. So, I went back and listened to the tower archives on liveatc.net to see what was going on.

Here’s the conversation that occurred:

ABX1753: Tower, Abex1753 Heavy, we’re trying to get on runway 12 here
LGB Tower: Abex1753, Long Beach Tower, runway 12 cleared to land
ABX1753: Cleared to land runway 12, Abex1753

Then a couple minutes later . . .

ABX1753: Are we cleared to land runway 12?
LGB Tower: Abex1753 Heavy, you’re lined up for runway 7L right now
ABX1753: Ok, we’d like to go around for 1753

Needless to say, the tower cleared him to execute a missed approach, and that’s what I saw. Now I’ll get to the point . . . how the heck does that happen?!? Shouldn’t an aircraft know with which runway it’s lined up? I mean, even a simple compass could tell you that you’re lined up at heading 070. Can someone explain this?