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US Federal Aviation Administration

The US Federal Aviation Administration

Keeping up to date with the latest changes in aviation regulations requires the user to actively visit all the web sites relating to his or her aircraft, airspace, regulations and safety issues. In this space we provide pages with news feeds from the major aviation authorities, saving you time and you need to visit only one place.

The news feed below presents the latest information from the US FAA. Make sure to check these feeds as they might be appropriate to your flying activities.

Latest Regulatory News

News and updates to FAA regulatory information, including formal publications, regulations and guidance material.

US Federal Aviation Administration
  • News and Updates - FAA Issues Part 107 Waivers, Airspace Authorizations Tue, 25 Oct 2016 15:50:32 EST

    October 25- The Federal Aviation Administration (FAA) began issuing Part 107 waivers and airspace authorizations to drone operators starting August 29, 2016, the effective date of the new rule. As of October 24, 2016, the agency has approved 81 authorizations for flights in Class D and E airspace, and has issued 36 waivers of Part 107 provisions to drone operators who applied after the rules effective date.

    However, the agency has found that many applications have incorrect or incomplete information. Many applicants request too many waivers or request waivers for flights in types of airspace for which the FAA is not yet granting approvals. As a result, the agency has had to reject 71 waiver requests and 854 airspace applications.

    Its important for applicants to understand the information needed to make a successful safety case for granting a waiver. Refer to the performance-based standards on our website.

    For example, we clearly spell out the information required for a waiver to fly at night one of the most common requests:

    • Applicant must provide a method for the remote pilot to maintain visual line of sight during darkness.
    • Applicant must provide a method for the remote pilot to see and avoid other aircraft, people on the ground, and ground-based structures and obstacles during darkness.
    • Applicant must provide a method by which the remote pilot will be able to continuously know and determine the position, altitude, attitude, and movement of their small unmanned aircraft (sUA).
    • Applicant must assure all required persons participating in the sUA operation have knowledge to recognize and overcome visual illusions caused by darkness, and understand physiological conditions which may degrade night vision.
    • Applicant must provide a method to increase conspicuity of the sUA to be seen at a distance of 3 statute miles unless a system is in place that can avoid all non-participating aircraft.

    The other performance-based standards also list exactly what the FAA needs to consider a waiver. Operators must make waiver requests at:

    Without a detailed description of how the applicant intends to meet these standards, the FAA cant determine if a waiver is possible. Operators should select only the Part 107 regulations that need to be waived for the proposed operation. Applicants also should respond promptly to any request we make for additional information. If the agency does not receive a response after 30 days, it will withdraw the request.

    Operators must apply for airspace authorizations on the same web page. The required information is spelled out in the waiver/airspace authorization instructions document.

    As the FAA previously announced, operators who want to fly in Class G (uncontrolled) airspace dont need FAA authorization. The agency is currently processing requests to operate in Class D and Class E airport surfaces. We will begin to consider requests for Class C drone flights after October 31 and for Class B airspace after December 5. Applications to fly in those areas before the indicated dates wont be approved.

    The Part 107 regulations provide a flexible framework for unmanned aircraft operations. Waivers and airspace authorizations are an important part of making the new rule work as intended. Applicants can help speed the process by making sure they make a solid, detailed safety case for any flights not covered under the small drone rule.

  • News and Updates - FAA Air Traffic Report Tue, 25 Oct 2016 09:03:38 EST

    The FAA Air Traffic Report provides a reasonable expectation of any daily impacts to normal air traffic operations, i.e. arrival/departure delays, ground stoppages, airport closures. This information is for air traffic operations planning purposes and is reliable as weather forecasts and other factors beyond our ability to control.

    Always check with your air carrier for flight-specific delay information.

    Today's Air Traffic Report:

    Thunderstorms in high-altitude airspace over the Midwest could delay flights to and from Chicago (MDW, ORD) this morning. Morning cloud cover and fog may slow traffic in Los Angeles (LAX), Minneapolis-St. Paul (MSP), Seattle (SEA) and San Francisco (SFO). Wind will again be a factor in the New York area (EWR, JFK, LGA), and runway construction continues in Phoenix (PHX).

    For up-to-the-minute air traffic operations information, visit, and follow @FAANews on Twitter for the latest news and Air Traffic Alerts.

  • News and Updates - FAA to Hold SoCal Metroplex Public Briefings in LA, San Diego and Orange County Mon, 24 Oct 2016 17:22:28 EST

    October 24- The Federal Aviation Administration will hold public information briefings this week and next week on upcoming airspace changes in Los Angeles, San Diego and Orange County.

    The changes are part of the Southern California Metroplex project, which will replace dozens of existing conventional air routes with new satellite-based routes. The FAA undertook the project to improve airspace safety and efficiency.

    The FAA will implement the project in phases between November 2016 and April 2017. Please note that these public briefings will focus only on changes that are occurring in November 2016. We will conduct additional community outreach in early 2017 for the subsequent implementation phases of the project.

    All of the briefings will run from 6 p.m. to 9 p.m. The briefings will be open-house format, where people can attend anytime during the three-hour window to learn about the changes. FAA representatives will provide information on the project and be available to answer questions.

    Free parking, as well as street parking, will be available at all locations. Spanish interpreters also will be present.

    The briefing dates and locations are as follows:

    Tuesday, Oct. 25: Griffith Middle School, 4765 E. 4th Street, Los Angeles, CA 90022

    Will address routes for LAX and Santa Monica Airport.

    Wednesday, Oct. 26: Palms Middle School, 10860 Woodbine Street, Los Angeles, CA 90034

    Will address routes for LAX and Santa Monica Airport.

    Thursday, Oct. 27: Corky McMillan Conference Center, Main Foyer Room A, 2875 Dewey Road, San Diego, CA 92106

    Will address routes for Lindbergh Field, McClellan-Palomar Airport, Brown Field and Navy North Island.

    Tuesday, Nov. 1: La Presa Middle School, 1001 Leland Street, Spring Valley, CA 91977

    Will address routes for Lindbergh Field, McClellan-Palomar Airport, Brown Field and Navy North Island.

    Wednesday, Nov. 2: El Modena High School, 3920 East Spring Street, Orange, CA 92869

    Will address routes for John Wayne Airport, Long Beach Airport, Fullerton Municipal Airport, Zamperini Field and Los Alamitos Army Airfield.

    To learn more about the project, please visit:

  • News and Updates - Unmanned Aircraft Safety Team Holds First Meeting Fri, 21 Oct 2016 12:54:23 EST

    October 21- People are captivated by the limitless possibilities the drone industry offers, but with them comes a host of safety challenges, as hundreds of thousands of drones take to the sky. At the Federal Aviation Administration, we realize we cant solve these challenges alone. We need the expertise and collaboration of key industry and government stakeholders.

    Enter the Unmanned Aircraft Safety Team (UAST), which held its first meeting October 18-19 in Washington, DC.

    FAA Administrator Michael Huerta announced the creation of the UAST at the White House Drone Day on August 2. The group, which includes a wide variety of stakeholders from the drone and aviation industries, as well as the government, will gather and analyze data to enhance safety and operations of drones in the nations airspace.

    The UAST is modeled on the highly successful Commercial Aviation Safety Team (CAST) and General Aviation Joint Steering Committee (GAJSC). CAST and the GAJSC use a data-driven, consensus-based approach to analyze safety data and develop specific interventions that will mitigate the root causes of accidents. Recommendations from both groups have significantly improved traditional aviation safety, and we expect the UAST to do the same for unmanned aircraft.

    Although this first meeting was primarily organizational, team participants were enthusiastic about participating on the UAST and advancing the safe integration of UAS into the nations airspace.

  • News and Updates - MAA and FAA to Hold BWI Public Meeting Thu, 20 Oct 2016 16:05:10 EST

    The Maryland Aviation Administration (MAA) and the Federal Aviation Administration (FAA) are hosting an educational Open House on Baltimore-Washington International Thurgood Marshall Airport (BWI) aircraft procedures on October 27, 2016, at Lindale Middle School, 415 Andover Road, Linthicum Heights, MD, from 5:30 to 8:30 p.m.

    FAA officials are participating in the Open House to listen to concerns from the public about aircraft noise and to provide information about changes to approach and departure flight paths at BWI as part of the agency initiative known as the DC Metroplex project. The DC Metroplex includes BWI, Washington Dulles International Airport, Ronald Reagan Washington National Airport and Joint Base Andrews.

    The Open House is part of the FAAs ongoing work with the MAA and Howard County officials to address noise concerns in the communities surrounding the airport. The FAA is sensitive to these concerns and is focused on developing ways to mitigate aircraft noise in the congested, complicated airspace over this densely-populated area.

    The evening will be structured to allow attendees to drop in at their convenience and talk one-on-one with FAA subject matter experts at workshop stations. These stations will provide information on specific issues including departures on runways 15R and 28, arrivals on runway 33L, and the comprehensive environmental process the FAA is required to follow. Feedback forms will enable residents to express their comments and concerns in writing.

  • Speech - ATCA Conference Keynote Address Wed, 19 Oct 2016 00:00:00 EST
    Administrator Michael Huerta
    National Harbor, MD

    Remarks as Prepared for Delivery

    Thank you, Pete. Its great to be here at ATCA. These conferences are always a great place to catch a broad cross-section of the industry and to see some of the latest technologies being showcased.

    But you know, I sometimes wonder about whats NOT being showcased.

    In other words, whats still being conceptualized that we might see in the coming years?

    What advanced projects are under development that could foster the next set of innovations for aviation?

    Im reminded of Lockheed Martin Co.s Skunk Works, which many of you know something about. The Skunk is the companys official advanced project unit that started during World War II.

    Or so were told thats when it started. After all, it was pretty secret.

    The Skunk Works is where they came up with the designs for famous aircraft such as the U-2, SR-71 Blackbird, and the F-22 Raptor.

    Skunk Works engineers were successful because they had the freedom to be creative and to pursue futuristic ideas. Many times, they started a project before the contract was even awarded. There was just a request from the customer, followed by a handshake.

    The idea was that with less bureaucratic red tape, they could create an environment where innovation could thrive. And thrive it did!

    In fact, in 1943, the Skunk Works designed and produced the first American jet fighter, and it was completed in only 143 days-a week before the deadline.

    Today, the term skunk works is a widely used nickname in many sectors of industry.

    Like Lockheeds real unit, the term refers to that group within an organization that, to put it simply, is working on a lot of cool stuff-stuff that has the potential to change our lives.

    So I wonder what projects are being developed in all of the skunk works-like groups that exist across America, and what well see coming out of them in the future.

    If theres one thing Ive learned in this job, its this: the future is a lot closer than most people think it is. Aviation is making technological leaps forward that are making a difference today.

    One thing is clear industry is moving at the speed of innovation. We cant afford to move at the traditional speed of government.

    And thats not just a call for us at the FAA. Its a call for all of us as an aviation community. Because so much of what the FAA does now is in collaboration with all of you.

    Our collective success is a function of how well we can work together, and how nimble and flexible we can be, in this rapidly changing time.

    I dont think there is a better example of changing times than what were seeing with drones. Theyre being used in so many industries like filmmaking, agriculture, search and rescue operations, inspections of rail tracks and pipelines, and many others.

    The FAAs Small UAS rule went into effect in late August. And within six weeks, about 19,000 people had applications either completed, or in process, for their Remote Pilot Certificate.

    And one forecast estimates that there could be as many as 7 million drones sold in the United States by 2020. Thats about 1 million more than the population here in the state of Maryland.

    We are only beginning to see some of the ingenious uses of new and miniaturized technologies developed for drones.

    Moreover, theyre thinking the product life cycle for drones might be a mere 4-6 months. Thats how fast things are changing.

    But this new industry is not without its growing pains.

    Safely integrating drones into a system that already includes everything from crop dusters to commercial rockets is a big challenge.

    At last years convention, you may remember me talking about the FAAs work to set up a drone registry.

    Secretary Foxx had asked us to set it up before Christmas, because we knew a lot of people were going to get drones in their stocking.

    We only had two months, which was a pretty ambitious timetable. I heard from a number of people who thought wed made a promise we couldnt keep.

    But we got to work. We werent going to let traditional processes or assumptions determine what we were capable of. We had to think outside the box.

    We took advice from experts in the aviation and technology industries.

    We held daily meetings between employees at every level of the agency. This helped us to improve coordination and troubleshoot issues more efficiently.

    We succeeded in getting the drone registry up and running before Christmas. And in the ten months since then, more than 576,000 UAS users have registered. This far exceeds the nearly 320,000 manned aircraft we have registered. And it took us 100 years to reach that number!

    The success of the drone registry is a testament to how much can be achieved when government and industry work together.

    Now is not the time to get comfortable, because we expect this industry to evolve rapidly. Today, were talking about small-sized UAS operating within the pilots visual line of sight.

    In the months and years ahead, well be transitioning to larger UAS, flying over populated areas, and traveling beyond the pilots visual line of sight.

    Our goal is that any sized drone can operate safely in virtually every type of airspace. We have to ensure the safety of traditional aircraft, and ensure the safety of people and property on the ground.

    Were making several efforts here. Were looking at research being conducted by Assure, the FAAs UAS Center of Excellence, which includes more than 20 universities.

    We will also be watching the progress of the FAA-NASA UAS Traffic Management initiative. How can we use emerging technologies to help solve potential airspace conflicts in such a way that the aircraft can predict and avoid a problem long before the operator sees it?

    Ill tell a little story on us here.

    A few days ago, as part of our agency wide Combined Federal Campaign to raise money from workers for worthwhile charities, the FAAs Aeronautical Center in Oklahoma City held an agency fair to highlight some of the things we do at the center.

    One of the employees had proposed conducting a recreational drone flight at the center to highlight our UAS work.

    Well, the aeronautical center is on the grounds of Will Rogers World Airport, which means its clearly inside the magic five-mile circle.

    The employee did everything right to obtain the necessary approvals including earning his Part 107 pilot certificate!

    But because of built-in geo-fencing software, the drone wouldnt even leave the ground unless the employee entered a special code from the manufacturer.

    Thanks to the industry, this software is on tens of thousands of drones, providing one more defense against an unwanted conflict.

    As we move forward, well be working closely with industry experts and stakeholders to mutually solve challenges like this.

    Last month, the FAAs Drone Advisory Committee, or DAC, held its first meeting.

    The DAC includes representatives from the technology and aviation industries, labor organizations, and state and local governments. It will help us prioritize our unmanned aircraft integration activities, including the development of future regulations and policies.

    Now, we didnt start from scratch when we came up with the idea for the DAC. Its closely modeled after our NextGen Advisory Committee another collaboration with industry that has been essential to the FAAs work modernizing our air traffic system.

    One thing thats abundantly clear is that you need buy-in from a wide variety of stakeholders if you want to get a big project like NextGen right.

    I know Teri Bristol gave you an excellent recap of how we are hitting all of the major milestones with NextGen. What Id like to do is highlight how weve been successful. And its been because of this buy-in.

    Let me give you an example.

    As many of you know, Data Communications, or Data Comm, is a NextGen technology that allows air traffic controllers and pilots to exchange information using digital data exchange, in addition to voice communications.

    When we started working on Data Comm several years ago, one of our first priorities was to engage with stakeholders. We wanted them to see the benefits, and we wanted their input.

    Ultimately, pilots and controllers have to want to use it. They have to buy in.

    We started off by conducting trials at Newark and Memphis International Airports to test equipment and develop flight deck and tower procedures. And we worked closely with partners like United Airlines, FedEx, and UPS to measure the fuel and time savings Data Comm could provide.

    The industry immediately started to see the benefit.

    In fact, our airline partners on the NextGen Advisory Committee asked us to make Data Comm a priority so they could take advantage of its capabilities more quickly and in more locations.

    And we listened. We initially envisioned rolling it out in three years. But we took what we learned from the trials, and accelerated the plan.

    At the start of the year, Data Comm was operational at five airports.

    Today, its up and running at 48 air traffic control towers nationwide. The program is two years ahead of schedule.

    But NextGen is not without its challenges.

    Performance Based Navigation has certainly made flights more efficient, which saves money and reduces pollution. And while the more precise navigation paths expose fewer people to noise, it can potentially concentrate noise on a smaller geographical area directly beneath those flight paths.

    As a result, weve seen an increasing level of public debate, political interest, and even litigation.

    The FAA has stepped up its public engagement across the United States in response to these trends. Its an effort we believe in. Because we need to make sure that all voices are heard when we are doing something that affects a community.

    Truly engaging the community may mean more time spent on a project upfront, but we believe the savings on the back end and our ability to use PBN to make things better for people are well worth it.

    To support this effort, we recently named an ATO Community Involvement Manager. Her name is Julie Marks, and she will help us engage with citizens. We want to understand their concerns, so we can consider ways to address them.

    For instance, we can try to place flight routes over less populated areas, where possible, or there may be an ability to have a steeper climb that reduces the noise footprint.

    Weve talked about what we called the 80% solution.

    If we can get an 80% improvement in flight operation efficiency, well take it instead of pushing for a higher percentage of efficiency with a resulting cost of greater noise impact.

    But the FAA cant solve this problem alone. All aviation stakeholders, from local airport authorities to the airlines, must take an ownership stake on noise issues.

    We have to continue to address these issues, more creatively, more flexibly and more collaboratively than ever before.

    We cannot be shackled by past processes that may no longer make sense, or are simply too inefficient to keep up with rapidly changing conditions.

    The pace of change is only going to keep accelerating. That means we need to get comfortable with always being a little uncomfortable.

    In the skunk works labs of America, great new products are being developed. Things with the potential to change our lives-things that can make aviation even safer, more efficient and more environmentally friendly.

    We at the FAA, along with the aviation community, must match their speed. We have to tackle our mission with ingenuity and urgency.

    Our ability to do that will determine our success in the 21st century.

    Thank you.

  • Speech - State of the ATO Wed, 19 Oct 2016 00:00:00 EST
    Chief Operating Officer, Air Traffic Organization Teri Bristol
    National Harbor, MD

    Thank you, Pete. Im glad to be here. I have some news to share with all of you. And this might come as a really big surprise.

    No one talks about this.

    And its never on the news.

    But, we have a national election coming up. I know that wasnt on your radar. Its a big shock. But trust me, I looked it up, and its happening on November 8th.

    And whether its a race for President, Congress, state, local, PTA, condo association, every campaign is trying to answer the exact same question, How do we get our message out?

    Were asking that question at the FAA How do WE get OUR message out, about the progress being made?

    Sure, wedo Facebook, Twitter, Instagram, but nothing beats telling you face-to-face. And one of the best places to do it is right here at ATCA.

    So today, I want to give you theState of the ATO. And my message is simple: Were making great progress on many fronts.

    Were improving NAS performance.

    Delivering benefits through NextGen.

    And integrating drones and rockets into the airspace system.

    Ill talk about each of these three areas. Lets start with improving NAS performance, which includes our efforts to reduce safety risk.

    A common analogy in aviation safety is to compare the occurrence of accidents to the holes liningup in a block of Swiss cheese.If we change one factor, the holes dont line up,andthe accident doesnt happen.Were committed to preventing even two holes from lining up.

    Our approach can be summed up in three words: Collect, Find, Fix. We collect data from many sources including voluntary safety reports bypilots and controllers, automated data gathering tools, and other sources.

    We analyze this data to find potential hazards, by identifying unsafe trends, causal factors and precursors to accidents.

    Then we fix the problems by implementing corrective actions that are measured and monitored to ensure effectiveness.

    One of the best ways we employ Collect, Find, Fix is our Top 5 Hazard list. This past fiscal year, we developed 26 corrective actions to address potential risks associated with helicopter operations, visual scanning by controllers, and access to weather information for controllers, along with two potential hazards associated with wake turbulence.

    For Fiscal Year 2017, were tackling potential hazards involving: close encounters between IFR and VFR aircraft, NOTAM issuance and cancellation, NOTAM prioritization and filtering, runway flyovers, and aircraft landing on the wrong runway or taxiway, or at the wrong airport.

    This is the sixth year that were using the Top 5 Hazard approach. Each year, we refine our data collection and analysis. And each year, we gain new insights.

    With regard to runway safety, were implementing the corrective action plans developed from last years Call to Action with the aviation community. Many of you may have participated in that event. These corrective actions including things like:

    • Enhancing the information provided to pilots and vehicle operators about surface construction projects.
    • Providing better guidance, training and alert technology for vehicle drivers.
    • And were exploring voice recognition technology that would give an immediate warning to a controller if they instructed a pilot to proceed onto a closed runway.

    These proactive investments safety data collection, analysis, collaboration with stakeholders are all yielding bigdividends. Were making our outstandingly safe aviation system, even safer!

    Were also using data to make the NAS more efficient. Two months ago, we started a nationwide initiative called PERTI. It stands for: Plan, Execute, Review, Train and Improve.

    Through PERTI, were looking at how NAS resources, processes and systems are managed and how they can be improved.

    You could think of it like football. Teams put together a game plan several days before the game.

    Then they execute the plan on game day.

    Then on Monday morning, they look at the tape to see how well it worked and what couldve been done differently.

    PERTI is like that for the NAS. We want to move our daily air traffic planning up a few days. This gives our customers more lead time so they can better manager their resources.

    Then after we execute the plan on a given day, we will assess how it worked, and determine its impact and what, if anything, could have been done differently. Once reviewed, the plan is documented and used to train our workforce, so that we can make improvements in the future.

    Earlier this year, we tested elements of PERTI at the three major airports in the New York area (Newark, Kennedy, LaGuardia). We found fewer operational disruptions, and we received positive feedback from stakeholders. Now that PERTIs implemented NAS-wide, we look forward to seeing greater improvements.

    But we want to go beyond the NAS. After all, benefits shouldnt stop when you get to an airspace boundary.

    Weve been working with our Caribbean partners to improve air traffic performance in that region. We expect traffic to grow between 5-8% in this region in the coming years.

    More specifically, we want to develop ways for the regional air traffic service providers to more efficiently exchange air traffic data and establish more common situational awareness. We think it can be especially beneficial for an area like the Caribbean with multiple States in close proximity and multiple Flight Information Regions.

    In support of this effort, the FAA and CANSO have established a joint Air Traffic Flow Management Data Exchange Network for the Americas. Its called CADENA, which fittingly, means chain in Spanish. The Caribbean is a chain of islands, and were also trying to link up more effectively, so the acronym works on two levels.

    As part of this work, were planning to stand up a recurring operations conference call for the Caribbean region by the end of the year.

    This will allow regional air traffic providers to engage in collaborative decision making so we can better balance air traffic demand with capacity. As things move forward, we will incorporate the airlines and other airspace users to the call.

    So as we take steps to improve daily NAS performance, were also on track to meet the major NextGen air traffic management objectives by 2025.

    I talked earlier about the importance of getting our message out because if you listen to some of our critics, you might not think were making progress.

    But lets look at the facts.

    We recently celebrated the completion of automation upgrades at our 11 largest TRACONs. This was done on time, within budget, and in collaboration with labor and industry. This effort builds on the successful completion of the En Route Automation Modernization last year. And these upgrades will serve as NextGens core foundation for decades to come.

    Today, we can tell with a greatdegree of accuracy the current location of an aircraft. But when NextGen is fully implemented, well be able to tell with pinpointaccuracy where that aircraft will be at any point in time along its flight. This time-based system will have a tremendous impact on our ability to manage traffic efficiently.

    I look forward to that. But in the near-term, were working hard to deliver NextGen benefits. Were doing it by working closely with industry, through the FAAs NextGen Advisory Committee. Together, we crafted the NextGen Priorities Joint Implementation Plan to make near-term progress in four key areas.

    Ill discuss each area in a moment, but let me say that this process has served us well. To date, weve completed 103 planned commitments and weve just extended the plan through 2019.

    These are not in rank order. But the first NextGen priority I want to discuss has to do with increasing the use of Performance-Based Navigation, which is a key part of the FAAs Metroplex initiative to reduce congestion in busy metro areas.

    We have 11 active or completed Metroplex initiatives across the country.

    Were in the process of publishing PBN procedures in Charlotte and Atlanta.

    And we recently published our PBN NAS Navigation strategy, a 15-year plan to transition to PBN as the primary means of navigation in the United States.

    A second NextGen priority is to improve operations on the airport surface. Weve established agreements with air carriers to receive 11 surface data elements from them. One of these elements is Earliest Off Block Time, or EOBT, which helps us to update our departure times so we can better model system demand and make surface operations more efficient.

    These efforts will be leveraged into our Terminal Flight Data Manager, or TFDM, program. TFDM will allow airspace users to share up-to-date automated information such as a flights readiness to depart and taxi information for each aircraft. With this tool, controllers can better manage the efficiency of departure queues and decrease the time the aircraft spends waiting to taxi. In 2019, we plan to start deploying TFDM at airports around the country.

    A third near-term NextGen priority is to make multiple runway operations more efficient. As part of this effort, weve now safely reduced wake separation standards at 27 airports around the nation.

    For instance, at Memphis Airport, FedEx is getting a 17 percent capacity gain, a three-minute reduction in taxi-out time, and a 2.5-minute reduction in approach time. Theyre saving more than 10 million gallons of jet fuel and theyve reduced carbon dioxide emissions by more than 100,000 metric tons. To put it differently, FedEx has stated theyre getting 14 days of flying for free.

    Finally, a fourth priority is Data Communications. Weve now deployed Data Communications departure clearance service at 48control towers, and were 24months ahead of schedule. More than 13,000 air traffic operations per week benefit from this capability.

    Were on track to have Data Comm operational at more than 50 airports in 2016, and in 2019, well start to deploy Data Comm in our en route centers.

    Were very encouraged by the way industry has equipped for Data Comm. In fact, JetBlue told us their equipping their fleet with Data Comm. And they told us why theyre doing it. They said they saw the progress the FAA was making. And they could see the benefits they would accrue over time.

    We estimate that Data Comm will save operators more than $10 billion over the next 30 years along with saving the FAA about $1 billion.

    Operators are also equipping with ADS-B, as required by the FAAs 2020 mandate. The airlines have shared plans to equip 90% of the air carrier fleet.

    And last month, we launched a financial incentive for general aviation aircraft owners to equip early, and weve have had a strong initial response.

    As you can see with NextGen

    The ground systems are being putting in place.

    The cockpit systems are being put in place.

    And when all planned NextGen improvements are made, we estimate more than $160 billion in benefits including savings in time, fuel,and crew and maintenance costs,as well as fewer emissions and increased safety.

    As we look forward to realizing these benefits, we know that risks can come from introducing these new innovations into the NAS. Along with safety risk management, were taking proactive steps to ensure cyber security.

    We just stood up a new NAS Cybersecurity organization. In addition, were working with the FAAs NextGen office to develop an enterprise level threat model to identify and assess the risk of potential cyber threats.

    Day by day, NextGen is revolutionizing the airspace system.

    But we have another big effort going on now drones and rockets.

    On August 29, the FAAs small UAS rule went into effect. It allows drones weighing less than 55 pounds to fly up to 400 feet above ground level in uncontrolled airspace, and in controlled airspace with the FAAs permission.

    Throughout the fall, we will be phasing in authorizations of drone use for each airspace class.

    And were developing a series of metrics to collect data on authorization requests, enabling us to measure and fine tune the process as we move forward.

    And just like with NextGen, we value the input and collaboration of our stakeholders. Were working with the FAAs Drone Advisory Committee or DAC. Its a 35-member group representing the interests of industry, labor, and academia. The DAC will help us prioritize and address the key issues affecting the integration of UAS into the airspace system.

    Were also working with industry and other federal agencies on what we call Counter UAS, an effort to detect unauthorized drone operations near airports and in unauthorized airspace. We have to determine the roles and responsibilities regarding use of these technologies in airport and air traffic operations. Weve already tested some of these technologies at JFK and Atlantic City airports, and were planning to conduct a pilot program at two major airports by next summer.

    Its important that the ATO be fully engaged in these efforts. Ultimately, air traffic controllers will be addressing the impact of UAS on manned aircraft operations in the NAS. We must make sure our controllers get the training and tools they need.

    Were also working to safely integrate commercial space operations into our airspace. Today, were talking about two or three dozen launches a year. But within several years, we could see multiple launches per day.

    Currently, we accommodate these operations by blocking off airspace. As they increase, well have to move from accommodation to integration, meaning that we take into account the needs of all airspace users just as we are doing with unmanned aircraft.

    In November, the FAA expects to complete our Commercial Space Integration Roadmap that will define changes in airspace usage policy, regulation, procedures and automation capabilities, and determine the schedule by which these changes will be made.

    The FAA is prototyping a technology called the Space Data Integrator, or SDI. We believe this tool will help us determine how much airspace we have to block off in advance to ensure a safe operation, and how we can more efficiently release the blocked airspace so its available for other users.

    Before I close, let me touch on funding. The FAAs funding has been extended until this December 9th. And Congress extended our authorization until September of 2017. Were still concerned that it doesnt provide us with the long term stability we need to effectively manage and implement our modernization efforts and other key initiatives.

    But while we wait to see what comes next, let me say that Im very proud of the work we do.

    Today, were moving about 50,000 flights.

    Were providing services for more than 2 million passengers.

    We seamlessly manage civilian and military aircraft.

    Were controlling air traffic over 31 million square miles of airspace over big cities, over vast oceans, and through all kinds of weather.

    Were doing it safely. Were doing it efficiently. And tomorrow, well do it all over again.

    Im looking forward to being here all afternoon, seeing the exhibits and talking with many of you.

  • News and Updates - Fly Safe: Prevention of Loss of Control Accidents Tue, 18 Oct 2016 15:59:16 EST

    The FAA and General Aviation (GA) groups #FlySafe national safety campaign aims to educate the GA community about best practices in calculating and predicting aircraft performance, and operating within established aircraft limitations.

    Establishing a Just Safety Culture

    In 2015, the FAA introduced a Compliance Philosophy that embraces self-disclosure of errors. A just culture allows for due consideration of honest mistakes. But, even unintentional errors can have a serious impact on safety, so we ensure that the underlying safety concern is always addressed.

    Our goal is to identify safety issues and correct them as effectively, quickly and efficiently as possible. Our view of compliance stresses a problem-solving approach, which includes root-cause analysis, transparency and information exchange. The goal is to improve the safety performance of all involved.

    Compliance Action

    The FAAs compliance philosophy emphasizes Compliance Action where appropriate. Compliance Action is the FAAs method for correcting unintentional deviations that come from flawed systems and procedures, simple mistakes, lack of understanding or diminished skills. The FAA believes that these types of deviations are best corrected through root cause analysis and training, education or other appropriate improvements to procedures or training programs. Examples of Compliance Actions include on-the-spot corrections, counseling, and additional training (including remedial training).

    A Compliance Action is not a finding of violation. Rather, it is an open and transparent exchange of safety information between you and the FAA. Its only purpose is to restore compliance and correct the underlying causes that led to the deviation.

    Generally, if you are qualified, as well as willing and able to cooperate, the FAA will resolve the issue with compliance tools, techniques, concepts and programs. However, an airman who indicates that he or she is unwilling or unable to comply, or shows evidence of intentional deviation, reckless or criminal behavior, or other significant safety risk would be ineligible for Compliance Action.

    Compliance and Enforcement

    The FAA expects compliance. Our approach to oversight does not mean that were going to go easy on compliance. The FAA will continue to use enforcement action when needed. The FAA will maintain strict accountability for inappropriate risk-taking behaviors, and will have zero tolerance for intentional or reckless behavior.

    However, the FAA will not use enforcement as the first tool in the toolbox. In all cases, the goal of the FAA Compliance Philosophy is to achieve rapid compliance, to eliminate a safety risk or deviation, and to ensure positive and permanent change.

    Information Sharing

    The goal of the compliance philosophy is to create an open, problem-solving approach to allow safety problems to be understood through proactive exchange of information and effective compliance. Through increased sharing of safety data, we can better identify emerging hazards and predict aviation risks, including many of those that may contribute or directly lead to a loss of control situation.

    The FAA may use the information collected to support collaborative government and industry initiatives, build courses on, and support training that other safety organizations provide. The agency may also promote information via safety forums and online or printed articles. This exchange is crucial to adequately identify and address the hazards and risk in our activities.

    Voluntary safety efforts such as the Commercial Aviation Safety Team (CAST),General Aviation Joint Steering Committee (GAJSC), Aviation Safety Information and Sharing (ASIAS), Aviation Safety Action Program (ASAP), and Air Traffic Safety Action Program (ATSAP) have demonstrated the benefits of this non-punitive, problem solving, collaborative approach to solving safety problems. In fact, the FAA and industry are now beginning the work of the Unmanned Aircraft Safety Team.

    Anyone can report a safety-related concern to Aviation Safety Reporting System (ASRS) through the Electronic Report Submission page or by downloading, printing and submitting a report via U.S. Mail.

    Risk-Based Decision Making

    The Compliance Philosophy is part of the FAAs Risk-Based Decision Making initiative, and uses consistent data-informed approaches to enable the FAA to make smarter, risk-based decisions. This engaged, solution-oriented, outcome-based approach reduces risk in the National Airspace System. It has helped industry and the FAA produce technological advances, training initiatives, and messaging designed to reduce accidents resulting from losing control of an aircraft.

    Working Together

    The FAA wants to work with you to identify and fix the root causes of a deviation. In all cases, we investigate the matter with public safety in mind. Working together, we have achieved a safety record that is unmatched. We must continue to set the gold standard when it comes to safety.

    What is Loss of Control?

    A Loss of Control (LOC) accident involves an unintended departure of an aircraft from controlled flight. LOC can happen because the aircraft enters a flight regime that is outside its normal flight envelope and may quickly develop into a stall or spin. It can introduce an element of surprise for the pilot.

    Contributing factors may include:

    • Poor judgment or aeronautical decision making
    • Failure to recognize an aerodynamic stall or spin and execute corrective action
    • Intentional failure to comply with regulations
    • Failure to maintain airspeed
    • Failure to follow procedure
    • Pilot inexperience and proficiency
    • Use of prohibited prescription or over-the-counter drugs, illegal drugs, or alcohol

    Message from FAA Administrator Michael P. Huerta:

    The FAA and industry are working together to prevent Loss of Control accidents and save lives. You can help make a difference by joining our Fly Safe campaign. Each month on, were providing pilots with a Loss of Control solution developed by a team of experts. They have studied the data and developed solutions some of which are already reducing risk. We hope you will join us in this effort and spread the word. Follow #FlySafe on Twitter, Facebook and Instagram. I know that we can reduce these accidents by working together as a community.

    Did you know?

    Last year, 384 people died in 238 general aviation accidents.

    • Loss of Control is the number one cause of these accidents.
    • Loss of Control happens in all phases of flight.It can happen anywhere, and at any time.
    • There is one fatal accident involving LOC every four days.

    Learn more:

    Compliance Philosophy News and Update, October 6, 2015.

    Another First in Our Safety Evolution, speech by FAA Administrator Michael Huerta, October 6, 2015.

    FAA Order 8000.373 provides the background and requirements for this philosophy.

    This overview summarizes the Order and its philosophy.

    A handy brochure is available for quick reference.

    Learn more about Compliance Philosophy in the January/February, 2016 issue of FAA Safety Briefing.

    The website has Notices, FAAST Blasts, online courses, webinars and more on key general aviation safety topics.

    Check out the 2016 GA Safety Enhancements (SEs) fact sheets on the main FAA Safety Briefing website, including Flight Risk Assessment Tools.

    The WINGS Pilot Proficiency Program helps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.

    The General Aviation Joint Steering Committee (GAJSC) is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of accidents in GA.

    An FAA fact sheet outlines GA safety improvements and initiatives.

    The GAJSC combines the expertise of many key decision makers across different parts of the FAA, several government agencies, and stakeholder groups. The other federal agencies are the National Aeronautics and Space Administration and the National Transportation Safety Board (NTSB), which participates as an observer. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The European Aviation Safety Agency (EASA) also participates as an observer.

  • News and Updates - DOT Bans All Samsung Galaxy Note7 Phones From Airplanes Fri, 14 Oct 2016 14:38:45 EST

    October 14- WASHINGTON The U.S. Department of Transportation (DOT), with the Federal Aviation Administration (FAA) and the Pipeline and Hazardous Materials Safety Administration (PHMSA), today announced it is issuing an emergency order to ban all Samsung Galaxy Note7 smartphone devices from air transportation in the United States. Individuals who own or possess a Samsung Galaxy Note7 device may not transport the device on their person, in carry-on baggage, or in checked baggage on flights to, from, or within the United States. This prohibition includes all Samsung Galaxy Note7 devices. The phones also cannot be shipped as air cargo. The ban will be effective on Saturday, October 15, 2016, at noon ET.

  • News and Updates - FAA Issues Updated Guidance on Samsung Galaxy Note 7 Devices Mon, 10 Oct 2016 21:42:42 EST

    In response to an October 10, 2016 statement from the Consumer Product Safety Commission, and following a recent decision by Samsung to suspend global sales and exchanges of all Galaxy Note7 devices, the Federal Aviation Administration urges passengers onboard aircraft to power down, and not use, charge, or stow in checked baggage, any Samsung Galaxy Note7 devices, including recalled and replacement devices.

    For more information, please read theSafety Alert for Operators, Air Transport Restrictions for Recalled Lithium Batteries and Lithium Battery Powered Devices issued Sept. 16, 2016.

NOTE: The information above is presented as is. We can take no reponsibility for errors occured in the transmission of this feed.

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