FlightCentral

June 25-The FAA is reminding travelers that if they are flying this 4^th of July, they need to leave fireworks at home. Passengers who ignore this advice can face stiff civil penalties or, in the most serious cases, prison time.

Fireworks, including even the smallest sparklers, can pose a tremendous fire risk to aircraft both in the air and on the ground. They are not permitted aboard the aircraft. That means they cannot be stored in carry-on or checked bags and they cannot be brought on the plane in a passenger's pockets.

Friction can cause fireworks to ignite during flight, posing a safety risk to everyone onboard an aircraft. Because of this danger, domestic and international regulations prohibit passengers from carrying fireworks and firework novelty items in their checked or carry-on baggage, or on their persons.

Fines for passengers who break the rules are stiff. Violation of the hazardous materials regulations can generally result in civil penalties of up to $50,000 per violation, but can run as high as $100,000 per violation in cases that involve death, serious illness, or severe injury to any person or substantial destruction of property. Criminal convictions resulting from hazardous materials violations can result in criminal fines and up to ten years in prison in some cases.

Note: For more information on fireworks and other prohibited items, visit the FAA's Hazardous Materials website or DOT's Safe Travel website.

Remarks as delivered

Thank you, Mike [Wilson], and thank you all for coming.

Let me start off by saying that aviation's environmental performance in reducing its noise and emissions over the last few decades has been exceptional. Compared to three decades ago, we've made significant strides. Let me give you just one example: a fully loaded 787 flying from San Francisco to Kennedy yields fuel efficiency that's similar to a 2010 Honda Accord at almost 10 times the speed. Keep in mind that when you're looking back at 1980, we're carrying three times as many passengers on planes now that aren't just more fuel efficient, they're a whole lot quieter as well.

But that doesn't mean that we don't have environmental issues on our plate. The worst mistake we could make would be to rest on past performance. It is clear that without addressing aviation's noise, air quality, and climate change issues that challenge us, the U.S. aviation system will not achieve its full growth potential and we will hit a ceiling on the benefits it provides to our citizens and the economy.

Even though aviation isn't dealing with an environmental catastrophe, we do have environmental concerns that are all too real. You've already heard several times today that our carbon footprint is small, maybe only 2-3 percent of global emissions. But we as a country are facing a national crisis with our environment, a crisis that stretches well beyond aviation and well beyond transportation. But no matter what industry you're in, if your environmental footprint is 2 percent or 20 percent you've got to do more. Aviation needs to do more. Aviation can do more. This is a responsibility that needs to be shared by every person and every business in this entire industry.

And I'm here today to tell you that aviation will do more. The FAA is going to continue to push as hard as humanly possible to protect the environment. Our focus isn't going to be solely on percentages, though they are important. We are focusing on how we harness the new air traffic capabilities, new aircraft and engine technologies, and sustainable alternative fuels so aviation's environmental footprint can shrink.

We can't do this alone. If our focus is on what we're doing to safeguard the environment, it will require collaboration and shared efforts among all stakeholders. I'm calling on airports, manufacturers, the airlines, the general aviation community, and local governments and communities to join us in this effort.

This is our planet, and we only have one of these. Taking care of it is not only our responsibility, it's our duty as Americans and as stewards of a land that has natural resources that are the envy of much of the rest of the world.

If your company, and it doesn't matter here whether you have a fleet of one or a fleet of 20; if you're not moving forward quickly to get green wherever and whenever possible, then it's time to step up.

As an example of our commitment, I'd like to announce that the FAA is awarding $125 million in contracts today to five separate companies to develop and demonstrate technologies that will reduce commercial aviation jet fuel consumption, emissions and noise. These five year contracts are going to: Boeing, General Electric, Honeywell, Pratt and Whitney, and Rolls Royce.

We are going to leverage taxpayer dollars in targeting development of these new technologies. For every dollar the FAA puts into this program, these companies will put in at least a dollar. That makes for a total investment that's over a quarter of a billion dollars.

This is an effort we're calling CLEEN, the Continuous Lower Energy, Emissions and Noise program. CLEEN makes sure that energy will be available and that the environment will be protected as we move into NextGen. CLEEN will mature new aircraft technology and develop renewable fuels. Most importantly, it will accelerate commercialization of these enabling technologies to our fleet of commercial jets, as early as 2015, you and I could fly on quieter and cleaner aircraft, powered by renewable fuels.

Some areas of the research and demonstration under CLEEN include: sustainable alternative aviation fuels; engines that are lighter and more efficient; noise-reducing engine nozzles; and advanced wing surfaces. The companies to whom we have awarded contracts will also look at optimized flight trajectories and open rotor and geared turbofan engines.

The CLEEN consortium of companies will meet semi-annually to check and re-check progress. This is a lot of money with a gigantic consequence - the health of our planet - at stake. We need to move quickly. CLEEN is poised to get advances into service as quickly as possible.

The bottom line here is that we want engine and aircraft technologies that can be incorporated into the U.S. fleets by 2015 and will produce a 33 percent reduction in fuel burn regardless of the aircraft class. We want to cut nitrogen oxide emissions by 60 percent. And we want to make a cumulative reduction in aircraft noise levels by 32 decibels. These are ambitious goals, but they are achievable goals.

NextGen presents us with a fantastic opportunity - an unprecedented opportunity for change. We know, for example, that things like navigation and surveillance will change. We'll be leaving the post-World War II infrastructure behind. Situational awareness in the cockpit will reach a level that we've only been able to dream of.

While this change is under way we're also afforded the chance to change aviation's stamp on the environment. It only makes sense for us to seize this moment. If we're flying more efficiently with better equipment, why not take every opportunity to reduce aviation's environmental and energy footprints at the same time? NextGen can do that. And CLEEN is a key initiative in helping us meet our NextGen goals.

This is doable. And what's more, knowing what we know, we know it's something we must do. We have to get ahead of the curve. It will help us ensure we are going to provide the environmental protection required so aviation can continue to grow in a sustainable fashion and provide benefits to the traveling public. I mentioned aviation's footprint before: 2 percent. We've got to keep that in context. Our 2 percent carries 5.6 percent of our GDP. It carries 700 million passengers annually on 55,000 flights daily. There's not another mode of transportation that does so much with such little impact.

But there's also no question that we know what we must do. And we can do it proactively. We can either do the right things now or we can wait until we're directed to take action. That second approach is in my view unconscionable. When there's a challenge and you know the solution, you must take action. And let there be no mistake, that's exactly what we're doing in our NextGen effort to address the environmental and energy challenges of aviation.

Thank you.

Controllers in Alaska are now using NextGen technology to improve safety and efficiency in rugged terrain.

ANCHORAGE, AK - Air traffic controllers in the Alaska region are now officially using Next Generation Air Transportation System (NextGen) technology to improve safety and efficiency in Alaska's rugged terrain. The system - Automatic Dependent Surveillance-Broadcast (ADS-B) - is a core technology under NextGen.

"NextGen technology is already helping make aviation safer and more efficient," said U.S. Transportation Secretary Ray LaHood. "This innovation is transforming air transportation and every traveler is going to see the benefits."

ADS-B provides benefits to both pilots and air traffic controllers. Pilots flying aircraft equipped with ADS-B know precisely where they are and are able to see other aircraft. ADS-B gives pilots a greater situational awareness when they are near bad weather and also allows them to receive updated flight information including Notices to Airmen and Temporary Flight Restrictions. Air traffic controllers use ADS-B to keep aircraft safely separated in the sky and on the runways.

"Air travel is the primary means of transportation in Alaska so it's critical to make sure flying is as safe as possible," said FAA Administrator Randy Babbitt. "While the landscape in Alaska is absolutely beautiful, its terrain can be challenging and ADS-B is making a real difference."

Alaska was the initial test site for ADS-B under a pilot project called Capstone from 1999-2006. Through the Capstone project, the FAA equipped hundreds of general aviation aircraft in Southeast Alaska with ADS-B avionics and installed ground-based infrastructure. Pilots were able to see on their displays where they were in relation to bad weather and terrain and the fatal accident rate was cut nearly in half for equipped aircraft. The success of the Capstone project led to the FAA's decision in 2005 to deploy ADS-B nationwide.

Controllers at both the Anchorage Air Route Traffic Control Center and at the Juneau Air Traffic Control Tower are using ADS-B, which is critical in Juneau because, like in the Gulf of Mexico, there is no radar coverage. Radar transmissions cannot pass through the mountains in Juneau, making it one of the nation's most difficult airport approaches.

Another surveillance system in Juneau that began operating in January is the Wide Area Multilateration (WAM) system. WAM is a ground-based system of small sensors that receive aircraft transponder signals and triangulate them to determine precise locations. WAM provides surveillance for the Juneau area for aircraft not yet equipped with ADS-B. The only other area with WAM is Colorado where the system provides surveillance for mountainous destinations.

Alaska is one of four key sites that the FAA selected to test and demonstrate ADS-B services. The other sites include Houston and the Gulf of Mexico, Louisville, KY and Philadelphia. Each key site offers a different airspace environment.

The NextGen plan calls for nationwide deployment of ADS-B by 2013.

June 24 - FAA awards contracts to develop and demonstrate technologies
to reduce commercial jet fuel consumption, emissions and noise.

• Press Release
• Fact Sheet

WASHINGTON - The Federal Aviation Administration (FAA) today announced $125 million in contracts to develop and demonstrate technologies that will reduce commercial jet fuel consumption, emissions and noise. The contracts are part of the FAA's Continuous Lower Energy, Emissions and Noise (CLEEN) program - to speed the introduction of "green" technology into aviation.

"The FAA is working with the aviation community to aggressively meet critical environmental and energy goals," said FAA Administrator Randy Babbitt. "The CLEEN program is a central piece of the Next Generation air traffic modernization environmental strategy."

The FAA is contracting with Boeing, General Electric, Honeywell, Pratt & Whitney, and Rolls-Royce-North America.

The five companies will research and demonstrate a variety of technologies, including: sustainable alternative aviation fuels; lighter and more efficient gas turbine engine components; noise-reducing engine nozzles; advanced wing trailing edges; optimized flight trajectories using onboard flight management systems; and open rotor and geared turbofan engines.

The five contracts are expected to total $125 million over the five-year span of the program. Under this "cost sharing" arrangement the companies will match or exceed the FAA's contribution, bringing the overall value of the program to more than $250 million.

The CLEEN program helps develop environmentally friendly and energy efficient aircraft and engine technology that could be introduced into the commercial aircraft fleet beginning in 2015.

The goals of these research and demonstration efforts include: a reduction in fuel burn by 33 percent; a reduction of nitrogen oxide emissions by 60 percent; and a reduction in cumulative aircraft noise levels by 32 decibels.

For a fact sheet on the CLEEN program go to http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=11538.

The Federal Aviation Administration (FAA) is committed to enhancing aviation's capacity and efficiency through the implementation of the NextGen Air Transportation System (NextGen). NextGen will also help the FAA reach its goal of reducing aviation's environmental footprint and secure and diversify air transportation's energy supply.

The Continuous Lower Energy, Emissions and Noise (CLEEN) program is our principal NextGen environmental effort that will develop and demonstrate new technologies, procedures and sustainable alternative jet fuels.

Under the program, the FAA awarded five-year agreements to Boeing, General Electric, Honeywell, Pratt & Whitney, and Rolls-Royce. These companies will match or exceed the awards in this cost-sharing program. The total federal investment is expected to be $125 million, making the total expected value of efforts at least $250 million.

The CLEEN companies will participate in a government-industry consortium. The consortium will work to develop technologies that will reduce noise, emissions, and fuel burn to enable the aviation industry to expedite integration of these technologies into current and future aircraft.

Specifically, CLEEN's goals include developing and demonstrating by 2015:

• Aircraft technology that reduces aircraft fuel burn by 33 percent relative to current subsonic aircraft technology, and which reduces energy consumption and greenhouse gas emissions;
• Engine technology that reduces landing and takeoff cycle (LTO) nitrogen oxide emissions by 60 percent, without increasing other gaseous or particle emissions, over the International Civil Aviation Organization (ICAO) standard adopted in 2004;
• Certifiable aircraft technology that reduces noise levels by 32 dB cumulative, relative to the current Stage 4 noise standard; and
• The extent to which new engine and aircraft technologies may be used to retrofit or re-engine aircraft to decrease aviation's environmental impact. Wide ranging sustainable aviation jet fuels, including quantification of benefits; and
• Safety and transition strategies that enable "drop in" replacement for petroleum-derived aviation fuels. Drop-in alternative fuels will require no significant modifications to aircraft and engines and with a goal of performing more efficiently, and cleaner than current fossil-based fuels.

The FAA will conduct independent assessments of CLEEN technologies using a modeling tool developed at Georgia Institute of Technology for the FAA.

Background

The computer system used at the FAA's high altitude en route centers is considered the backbone of the nation's airspace system. It processes flight radar data, provides communications and generates display data to air traffic controllers.

The current system, called the Host, is being replaced by ERAM.

This is a major project since ERAM, unlike stand-alone systems, provides core functionality for air traffic controllers.

Delivery

ERAM has been installed by Lockheed Martin at 20 en route centers.

Software testing is currently underway at key sites, including Salt Lake City, Seattle and Minneapolis. Salt Lake City and Seattle were chosen as the first two sites to test ERAM communication and data transmissions between facilities.

Benefits

ERAM will increase capacity and improve efficiency in the nation's skies. En route controllers will be able to track 1,900 aircraft at a time, instead of the current 1,100. Coverage will also extend beyond facility boundaries, enabling controllers to handle additional traffic more efficiently. The extended coverage is possible because ERAM is designed to process data from 64 radars instead of the current 24.

Controllers will be able to share and coordinate information seamlessly between centers, making the use of three-mile (rather than five-mile) separation. Flight plan processing will also improve, and hand-offs performed when planes divert from their planned course will be done automatically rather than manually. This will improve operational efficiency during weather and congestion.

Other FAA air traffic facilities, including Terminal Radar Approach Control (TRACON) facilities and towers, will be connected to en route centers via ERAM, along with the Command Center in Herndon, Va., automated flight service stations, and other agencies, including the Department of Homeland Security, the Department of Defense and the U.S. Customs and Border Protection.

ERAM was designed with NextGen in mind. It will support satellite-based systems, such as Automatic Dependent Surveillance - Broadcast, and data communication technologies. This, in turn, will clear the way for future gains in efficiency and safety.

Features

The En Route Information Display System provides real-time aeronautical information, enabling more efficient data management.

A fully functional backup system precludes the need to restrict operations in the event of a primary failure. The backup system also provides safety alerts and weather information not available on today's backup system.

ERAM has increased flexibility in routing around congestion, weather and other airspace restrictions. Automatic flight coordination increases efficiency and capacity.

June 18-The FAA and the European Commission concluded negotiations today on an agreement that will allow the U.S. and Europe to work together on research aimed at providing seamless air traffic services for aircraft flying between the two continents.

"Harmonization is the key to the future of air travel over the North Atlantic," said FAA Chief Operating Officer Hank Krakowski, who signed a Memorandum of Consultations with Daniel Calleja, European Commission Director for Air Transport in Madrid. "This agreement allows us to work together to give the airlines a seamless transition between our airspaces."

The goal of the agreement is to provide aircraft flying over the North Atlantic with consistent service in terms of avionics, communication protocols and procedures, and operational methods under NextGen and its European counterpart, the Single European Sky ATM Research (SESAR).

The agreement calls for 22 specific areas of cooperation. These areas include research on Data Comm, which will improve safety and efficiency by replacing voice communications with data communications, and System Wide Information Management (SWIM), an information platform that will allow FAA systems to speak to one another. Research will also be conducted on systems used by other parts of the aviation community, including the European Commission, the airlines, the military and the Department of Homeland Security. Collaborative research will also be done on emerging technologies such as 4-D Trajectory-Based Operations, which introduce the fourth dimension of time to the existing dimensions of latitude, longitude and altitude in an aircraft's flight profile, meaning pilots and air traffic controllers will know when an aircraft will be at specific points along its flight path.

Today's agreement, which was finalized in Madrid because Spain holds the current presidency of the European Union, replaces a Memorandum of Understanding reached between the FAA and the European Commission in 2007. That agreement allowed both sides to collaborate on basic strategies in the move toward NextGen and SESAR. This agreement calls for specific, joint research and development on NextGen/SESAR projects.

WASHINGTON, D.C. - Today's story by the Associated Press contains a number of inaccuracies with regard to the government's oversight of flyovers in and around the oil spill in the Gulf of Mexico. Since May 28th, the FAA has approved every request to fly over the area-more than 176 requests. While the temporary flight restriction requires pilots to stay above 3,000 feet, the FAA is working with news organizations and granting exceptions so that pilots can fly at lower altitudes throughout the day.

The reason for these requirements is safety, pure and simple. So far, there have been a number of reported near misses over the Gulf due to heavy traffic and pilots flying above the oil spill to give their passengers a closer look.

On Sunday, a helicopter carrying a member of the Associated Press violated the temporary flight restriction around the oil clean-up efforts in the Gulf of Mexico. The helicopter operator was not authorized to fly into the restricted area and was flying at various altitudes well below 3,000 feet. For over 30 minutes, the pilot was not in communication with the Customs and Border Patrol aircraft that is providing traffic advisories for all participating aircraft. Customs and Border Patrol was forced to divert other traffic in the area, creating a dangerous situation for everyone involved. When the pilot was finally reached he was told to leave the area.

A pilot deviation (an action that results in the violation of a Federal Aviation Regulation) is being filed against the helicopter pilot.

The nation's impressive safety record is due in part to the fact that the aviation industry and federal government are voluntarily investing in the right safety enhancements to reduce the fatality risk in commercial air travel in the United States. The work of the Commercial Aviation Safety Team (CAST), along with new aircraft, regulations and other activities, reduced the fatality risk for commercial aviation in the United States by 83 percent from 1998 to 2008.

Looking Ahead

CAST has evolved to the point that the group is now moving beyond the "historic" approach of examining past accident data to a more proactive approach that will focus on risk prediction and mitigation strategies. The goal over the next decade is to transition to prognostic safety analysis.

The increasing number of flights requires greater emphasis on acquiring, sharing and analyzing aviation safety data. Using incident data, CAST is examining emerging and changing risks to identify prevention strategies.

There are few commercial aviation accidents and no common causes. Therefore, more data points are needed. Voluntary reporting programs such as the Aviation Safety Action Program (ASAP) and the Flight Quality Assurance (FOQA) program give airlines and government insight into millions of operations so that potential safety issues and trends can be identified. The Aviation Safety Information Analysis and Sharing (ASIAS) program ties together the safety databases across the industry and is integrated into the CAST process. The program is evolving but has matured to the point that the FAA can now look at data from air carriers representing 80 percent of U.S. commercial operations and identify emerging vulnerabilities and trends. Safety improvements are made not only through FAA regulations, but also throughCAST.

Between now and fiscal year 2013, the FAA intends to increase the number of databases ASIAS can access; expand ASIAS to include maintenance/air traffic information; increase membership by adding regional air carriers; increase community stakeholders to include general aviation, helicopter operators and the military; and increase the automated search capabilities.

CAST is Focused

CAST has developed an integrated, data driven strategy to reduce the commercial aviation fatality risk in the United States. A reduction in the worldwide accident rate is also a long-term goal of CAST.

CAST identifiesprecursors and contributing factors to ensure that resources address the most prevalent categories of accidents. CAST has reduced the risk in commercial aviation by focusing on the following areas:

• Controlled flight into terrain
• Approach and landing accidents
• Loss of control
• Runway incursions
• Weather
• Turbulence
• Icing
• Cargo-related accidents
• Maintenance
• Mid-air collisions
• Uncontained engine failures

How CAST Works

CAST uses a disciplined, data driven, focused approach of:

• Analysis of past accidents/incidents
• Identification of accident precursors
• Development of specific safety enhancements to address precursors and contributing factors
• Implementation of cost effective safety enhancements
• Tracking implementation for effectiveness
• Using knowledge gained to continually improve the aviation system

CAST charters working groups for in-depth analysis of the top accident categories in commercial aviation. Safety enhancements are then identified to reduce such accidents and prioritize and coordinate plans for implementing and, finally, monitoring actual effectiveness.

Senior-level safety officials from CAST organizations meet regularly. This group sets overall policy, and oversees the activities of the following working groups:

• Joint Safety Analysis Teams (JSATs) perform data analyses. JSATs perform in-depth analysis of a particular accident category. A JSAT examines the sequence of events leading up to each accident studied and then identifies ways to eliminate potential precursors and contributing factors. The intervention strategies are then evaluated for their potential effectiveness.
• Joint Safety Implementation Teams (JSITs) develop safety enhancements. JSITs determine the feasibility of the intervention strategies identified by the JSATs. Each JSIT then develops and recommends a detailed plan of action for industry and government to implement the recommended safety enhancements.
• Joint Implementation Monitoring Data Analysis Team (JIMDAT) develops a master safety plan, measures effectiveness and identifies future areas of study. The JIMDAT monitors the implementation of the safety enhancements, and suggests modifications and changes to CAST.

Global Strategy

Although most participants are from the United States, CAST promotes new government/industry safety initiatives throughout the world.

Aviation is an international business. Accident rates and causes vary by region and do not lend themselves to "cookie-cutter" solutions. With that in mind, CAST coordinates with the International Civil Aviation Organization (ICAO), Flight Safety Foundation (FSF), International Air Transport Association (IATA), European Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA) and other organizations. CAST has established links to other safety initiatives, such as the European Commercial Aviation Safety Team (E-CAST), Pan American Aviation Safety Team (PAAST), ICAO Coordinated Development of Operational Safety and Continuing Airworthiness Program (COSCAP) initiatives, and other regional safety programs. Many organizations have adopted CAST safety enhancements that are appropriate for their regions.

International Helicopter Safety Team

Using CAST as a model of success, government and industry leaders chartered the International Helicopter Safety Team (IHST) in January 2006 to reduce the worldwide military and civil helicopter accident rate by 80 percent by 2016. Members include helicopter operator associations, airframe manufacturers, engine manufacturers, and regulators such as the FAA, Transport Canada, ICAO, and EASA.

CAST Membership

CAST is co-chaired by Don Gunther, Continental Airlines and Peggy Gilligan, Associate Administrator for the FAA's Aviation Safety Organization.

Government CAST Members

• European Aviation Safety Authority (EASA)
• FAA
• National Aeronautics and Space Administration (NASA)
• Transport Canada Civil Aviation (TCCA)
• U.S.Department of Defense

Employee Group CAST Members

• Air Line Pilots Association (ALPA)
• Allied Pilots Association (APA)
• National Air Traffic Controllers Association (NATCA)

Industry CAST Members

• Aerospace Industries Association (AIA)
• Airbus
• Airports Council International (ACI-NA)
• Air Transport Association (ATA)
• The Boeing Company
• Flight Safety Foundation (FSF)
• General Electric (representing all engine manufacturers)
• National Air Carrier Association (NACA)
• Regional Airline Association (RAA)

Various industry and government agencies also attend CAST as observers.

Awards

CAST received the prestigious 2008 Robert J. Collier Trophy as well as a 2006 Laurel Award from Aviation Week & Space Technology magazine for improving aviation safety.

The Aviation Safety Information Analysis and Sharing (ASIAS) system connects 46 safety databases across the industry and is integrated into the Commercial Aviation Safety Team (CAST) process. ASIAS has evolved to the point that ASIAS now has access to Flight Operations Quality Assurance(FOQA) programs from 12 operators and Aviation Safety Action Partnership (ASAP) data from flightcrews, maintenance and other employees from 30 operators. Recently, ASIAS began accessing reports in the Air Traffic Safety Action Program (ATSAP), which provides air traffic controllers with a way to report potential safety hazards. Other Air Traffic Organization (ATO) employees will be added to the program in the future.

The FAA plans to eventually expand ASIAS to 64 databases. Current examples include:

• ACAS (Aircraft Analytical System)
• ASAP (Aviation Safety Action Program)
• ASDE-X (Airport Surface Detection Equipment, Model X)
• ASPM (Airspace Performance Metrics)
• ASRS (Aviation Safety Reporting System)
• ATSAP (Air Traffic Safety Action Program)
• FOQA (Flight Operations Quality Assurance)
• METAR (Meteorological Aviation Report)
• NFDC (National Flight Data Center)
• NOP (National Offload Program office track data)
• SDR (Service Difficulty Reports)
• TFMS (Traffic Flow Management System)
• TOPA (TCAS Operational Performance Assessment)

ASIAS uses FOQA and ASAP data from 30 air carriers that represent 80 percent of commercial operations in the National Airspace System.

Available data includes:

• Current number of ASAP reports: 71,000
• Current number of FOQA reports: 7.2 million operations
• Current number of ATSAP reports: 12,000
• CAST Metrics Under Development for Computation by ASIAS: 36

The FAA plans to increase the numbers and types of participants following a phased expansion plan to include other parts of the aviation community. ASIAS will include more regional aircraft, domestic corporate general aviation, military, helicopter, manufacturers, and other government agencies.

The public can access some data at www.asias.faa.gov

Other helpful information is at:

• http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=10199
• http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs200/branches/afs230/descriptions/
• http://www.faa.gov/about/initiatives/asap/

Introduction

Unmanned Aircraft Systems - previously referred to as "unmanned aerial vehicles," "UAVs,""remotely operated aircraft/vehicles," or just "unmanned aircraft - come in a variety of shapes and sizes, and serve diverse purposes. They may have a wingspan as large as a Boeing 737 or smaller than a radio-controlled model airplane. UAS operations always have a pilot in command who is flying the aircraft.

Until recently, UASs mainly supported military and security operations, but that is rapidly changing. Unmanned aircraft promise new ways for government agencies to increase efficiency, save money, enhance safety and even save lives. Interest is growing in a broad range of uses such as aerial photography, surveying land and crops, monitoring forest fires and environmental conditions, and protecting borders and ports against intruders.

UAS numbers and mission uses are growing dramatically. In the United States alone, approximately 50 companies, universities, and government organizations are developing and producing some 155 unmanned aircraft designs.

The FAA's Role: Safety First

The FAA's main concern about UAS operations in the National Airspace System (NAS) is safety. It is critical that these aircraft do not endanger other users of the NAS or compromise the safety of persons or property on the ground.

Recreational use of the NAS is generally limited to operations to below 400 feet above ground level and away from airports and air traffic.

There are two acceptable means of operating UAS in the NAS outside of "restricted" airspace: a Special Airworthiness Certificate - Experimental Category or a Certificate of Waiver or Authorization (COA).

A Special Airworthiness Certificate in the Experimental Category is the only certification available to civil operators of UAS. Due to regulatory requirements, this approval precludes carrying persons or property for compensation or hire, but does allow operations for research and development, market survey, and crew training.

Since July 2005, the FAA has issued 71 experimental certificates for 17 different aircraft types, 14 of which are currently active. Through these efforts, the FAA works with manufacturers to collect technical and operational data to help improve the UAS airworthiness certification process.

The COA process is available to public entities, such as government agencies (including local law enforcement and state universities), who want to fly a UAS in civil airspace. An online application is made and the FAA evaluates the request. If the risks can be appropriately mitigated, the FAA issues a Certificate of Waiver or Authorization (COA), generally based on the following principles:

• The COA authorizes an operator to use defined airspace and includes special provisions unique to each operation. For instance, a COA may include a requirement to operate only under Visual Flight Rules (VFR) and/or during daylight hours. Most COAs are issued for a specified time period (up to one year, in most cases).
• Most, if not all, COAs require coordination with an appropriate air traffic control facility and may require the UAS to have a transponder to operate in certain types of airspace.
• Due to the UASs inability to comply with "sense and avoid" rules, a ground observer or an accompanying "chase" aircraft must maintain visual contact with the UAS and serve as its "eyes" when operating outside of airspace that is restricted from other users.
• Currently, the FAA has 247 active COAs, including 89 completed so far this year. An additional 153 applications are pending.

Overall, the COA process works well, enabling public operators to conduct training and operational missions.

Operation and Certification Standards

To address the increasing civil market and the desire by civilian operators to fly UASs just like any other aircraft, the FAA is developing new policies, procedures, and approval processes. Developing and implementing new UAS standards and guidance is a long-term effort.

• The FAA created the Unmanned Aircraft Program Office (UAPO) and the Air Traffic Organization (ATO) UAS office to integrate UASs safely and efficiently into the NAS.
• The FAA is working closely with stakeholders in the UAS community to define operational and certification requirements. It is critical to develop and validate appropriate operational procedures, regulatory standards and policies for routine UAS access to the NAS.
• The FAA has asked RTCA - a group that frequently advises the agency on technical issues - to work with the industry and develop UAS standards. RTCA will answer two key questions:

1. How will UASs handle communication, command, and control?
2. How will UASs "sense and avoid" other aircraft?

These activities are targeted for completion before 2015.

• The FAA continues to work closely with its international counterparts to harmonize standards, policies, procedures, and regulatory requirements.

Small Eyes in the Sky

The FAA expects small UASs to experience the greatest near-term growth in civil and commercial operations because of their versatility and relatively low initial cost and operating expenses. The agency has received extensive public comment on small UASs, both from proponents who feel their size dictates minimal regulation and from groups concerned about hazards to piloted general aviation aircraft.

In April 2008, the FAA chartered an Aviation Rulemaking Committee (ARC) to examine these operational and safety issues and make recommendations on how to proceed with regulating Small UASs. The agency has received the ARC's recommendations, and is drafting a proposed rule. Ensuring the safety of all airspace users, while not putting undue burdens on small UAS operators, is a challenging task. The FAA aims to publish a proposed rule in 2011.

One of the most promising potential uses for small UASs is in law enforcement. Although the Small UAS ARC was not specific to law enforcement organizations, they participated in the Committee.

Currently, any law enforcement organization must follow the COA process if they wish to conduct demonstration flights. The FAA has already worked with urban police departments in Houston and Miami on test programs involving unmanned aircraft. The goal is to help identify the challenges that UAS will bring into this environment and what type of operations can safely be conducted by law enforcement.

The Bottom Line

The introduction of UASs to the NAS is challenging for the FAA and the aviation community. While UAS proponents have a growing interest in expediting access to the NAS, the FAA is focused on keeping safety the top priority.

The Federal Aviation Administration's William J. Hughes Technical Center has established a cooperative research and development agreement with Insitu Inc., of Bingen, Washington, and the New Jersey Air National Guard to study unmanned aircraft systems (UAS) and to address their integration into the national airspace system (NAS).

Insitu Inc., a wholly-owned, independent subsidiary of The Boeing Company, will provide two ScanEagle aircraft and their related support hardware and data to the FAA. The FAA will conduct research to guide development of recommendations for integrating unmanned aircraft systems into the national airspace system. The research will be managed by the FAA's Research and Technology Development office and conducted at the Technical Center.

The two-year agreement will enable FAA scientists to study and better understand UAS design, construction and functionality. Also, researchers will look at the differences in how an air traffic controller would manage an unmanned aircraft vs. a manned aircraft, by integrating the ScanEagle system into Technical Center air traffic control simulations and studies.

Insitu will train FAA pilots and support staff to fly and maintain the system, and will supply documentation related to the ScanEagle system. The flight testing will take place over the New Jersey Air National Guard's Warren Grove Range, 20 miles north of the Technical Center.

UAS now fly within the national airspace system under certificates of authorization, or FAA waivers. The waiver process is issued for public entities and determined on a case-by-case basis, with most UAS operations segregated from other air traffic. More than 1,500 types of UAS are in production worldwide, so it is important to establish the parameters to enable them to operate within the NAS, safely and efficiently.

UAS are cleared to fly in restricted airspace, including the military airspace at Warren Grove Range, owned and operated by the New Jersey Air National Guard.

The ScanEagle has flown more than 315,000 hours in military operations, providing intelligence, surveillance and reconnaissance. It can fly more than 24 hours at a time, and has been used in many civil applications, including search and rescue operations, fire and flood monitoring and evacuation efforts conducted in hazardous weather.

A cooperative research and development agreement, or CRDA, is an agreement between a federal laboratory and a collaborating partner. The partners leverage their resources by providing personnel, services, facilities, equipment, intellectual property and/or other resources to conduct specific research or development efforts to further the FAA's mission. That continuing mission is to provide the safest, most efficient airspace system in the world. The government provides no funds in these agreements, but the collaborating party may reimburse the government for related expenses.

The FAA's Cooperative Research and Development Agreement program is based at the William J. Hughes Technical Center.

Greater efficiency and improved situational awareness - that's what ADS-B promises to provide for aircraft operating in the national airspace system (NAS). With several airport areas already operating with ADS-B capability, as well as a recently published rule on performance requirements, those objectives are becoming a reality. What do these changes mean to general aviation, a segment of the aviation community that accounts for a hefty majority of flights in the U.S.?

In her article "Get Ready for ADS-B," in the May/June 2010 issue of FAA Safety Briefing, author Meredith Saini explains in detail the wide-ranging benefits this new technology offers, including an emphasis on the impact for GA pilots. "By 2020, all aircraft operating in certain designated airspace (generally the same airspace that requires a transponder) will be required to meet the prescribed performance standards for positional integrity and other criteria associated with ADS-B avionics," says Saini.

Realizing that cost and the limited lifespan of many technologies may keep some pilots wary of making any major avionics upgrades, Saini points out that the FAA is working hard with industry and the aviation community to ensure that manufacturers bring suitable equipment to the marketplace when it's needed, and that any required upgrades are available at a reasonable cost.

An example that shows the progress of these planning and coordination efforts can be found with a final rule the FAA published May 28, 2010, on ADS-B Out equipage. This is the technology that allows air traffic controllers to track aircraft via ADS-B information instead of radar information. When combined with ADS-B In it allows pilots and controllers to see the same aircraft position information. With the new rule in place, it is expected more companies will bring ADS-B avionics to market, spurring better prices and more competition.

"This rule gives the green light for manufacturers to begin building the onboard equipment that will allow our air traffic controllers to know where aircraft are with greater precision and reliability," said FAA Administrator Randy Babbitt. "That is one of the key elements of NextGen that will improve the safety and efficiency of flight."

The nationwide rollout of ADS-B ground stations will be complete in 2013.

To learn more about ADS-B and what it means to general aviation check out the article at http://www.faa.gov/news/safety_briefing/.