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US Federal Aviation Administration

US Federal Aviation Administration News

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 Air Traffic Report Thu, 25 May 2017 08:52:32 EST

    Today's Air Traffic Report:

    Wind and low clouds may lead to delays throughout the day in Boston (BOS) and the New York area (EWR, JFK, LGA, TEB). Pop-up thunderstorms in the Northeast this afternoon could slow flight routes into that region. Afternoon thunderstorms are forecast for Denver (DEN), and morning clouds could slow flights in San Francisco (SFO). Runway construction delays are possible in Los Angeles (LAX).

    Pilots: Check out the new Graphical Forecasts for Aviation (GFA) Tool from the Aviation Weather Center.

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

    The FAA Air Traffic Report provides a reasonable expectation of any daily impactsto 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.

  • Speech - AUVSI Xponential Wed, 10 May 2017 00:00:00 EST
    Administrator Michael Huerta
    Dallas, TX

    Remarks As Delivered

    Good morning. Its a pleasure to be joining you this morning here in the great city of Dallas. You know, I was looking back and thinking about the many years Ive been attending this gathering. This is actually my fourth visit to AUVSI. Now its called Xponential, and its amazing how much has changed just in that short period of time.

    I am starting to feel a little bit like that uncle, the one who shows up every Thanksgiving, talks about some of the same things over and over, talks about some stuff that is new.

    But, the good news is this, the good news is that the story on unmanned aircraft is a story that bears a lot of repeating. Its a story about collaboration, its a story about innovation, and I think most importantly, its a story of a shared commitment to safety.

    I sincerely hope that when my term as FAA Administrator ends in January, that the word-cloud of my most-used terms will include those words: collaboration, innovation and safety.

    Ive begun to look at these gatherings here at Xponential as a microcosm, a microcosm of the world of all things unmanned aircraft. I was able to walk around the convention hall yesterday and I visited with a number of you, and the types of aircraft that were all seeing, and the capabilities that they possess, its nothing short of amazing.

    Each and every year, there are new players, and these new players emerge with innovative new uses for unmanned aircraft. While theI wont say the old players, Ill say the more established players add additional sophistication to what are incredibly popular products.

    A few weeks ago, the FAA held what has become its annual Small Unmanned Aircraft Systems Symposium.

    We had 84 speakers and 22 different discussions. We held the first ever FAA Twitter Chat in conjunction with that event, and people engaged with our content online thousands and thousands of times.

    More than 700 attendees from government, from academia, law enforcement, and the aviation and technology industries participated there in person.

    Afterwards, I did an interview with someone, and I was asked what it felt like to be present at the birth of a whole new sector of aviation, a whole new industry.

    I guess its human nature I certainly didnt think of that way, until the question came up I guess its human nature to become so focused on the incremental stuff that we are doing day-to-day, that we forget to take stock of how far weve actually come in a very short period of time.

    But its true: In just a few short years, the unmanned aircraft community has evolved into a vibrant industry. Its an incubator for ideas that are changing the way the world thinks about flying.

    It wasnt that long ago that we were talking about how drones might be used for aerial photography or package delivery.

    Now, were having very intense and very real conversations about a day in the not-that-distant future when a drone taxi might lift you above the rush-hour traffic in a dense metropolitan area and make sure you get to that meeting across town on time.

    Now, clearly theres a lot to be done between here and there. But its a there that has only come on to the horizon recently.

    This pace of this development is something that we talk about a lot. Its something that inspires a great deal of awe. In the traditional aircraft industry, new jetliners are introduced maybe once every 10 or 15 years. In the world of unmanned aircraft, 10 or 15 new products might be introduced every year.

    It has been, certainly, a great honor to be the FAA Administrator during this whirlwind of imagination and progress.

    I am thrilled that my colleagues at the FAA have embraced a new way of thinking about how the government should respond to an industry that doesnt know how to slow down.

    Weve learned to move quicker than ever to identify and develop regulations that ensure safety without unduly stifling the economic potential.

    Before joining the FAA in 2010, I was the president of a major division of a Fortune 500 company with experience inA fielding large technology and infrastructure platforms. So I understand the desire to move as quickly as we possibly can.

    As you might imagine, Ive had more than a few conversations with people who are frustrated that we arent moving faster. But, Ive also talked to many who would like us to tap the brakes just a bit.

    But, the good news is that we continue to make a lot of progress. But, the unprecedented rate at which unmanned aircraft are evolving means we have to grapple with new and complex questions that affect a broad spectrum of the many stakeholders that we have in this industry.

    This is particularly apparent as we consider the roles of government, the roles of federal government, state and local governments, and how they should play in this space. How do we ensure that unmanned aircraft operations can occur with a minimum amount of disruption and interference, particularly when we are moving into densely populated areas?

    In 2015, we issued some preliminary guidance, but its an issue that is getting a lot of attention from state legislatures and in city councils all across the country.

    This subject was a major focus last week during a meeting of our Drone Advisory Committee.

    Now, as FAA Administrator, I have a very clear sense of what the existing FAA authorities are, and our processes to ensure their compliance and to enforce the rules.

    But I think you would all agree we need greater clarity as to what state and local governments would like to see, and the role that they would like to play.

    Its an important question, and I think its extremely important that we as a community get that right.

    Now, we have a few ideas on a way to approach the subject. The Drone Advisory Committee is doing great work in this area, and I hope in the near future to be able to talk about a concept that were working with, about how we might learn more, that will enable us to answer this question.

    But, this work on roles and responsibilities is only one of several key areas were looking at. For example, we are continuing our work on a rule for operations over people. I know thats something of great interest to everyone in the room here.

    The FAAs Center of Excellence recently completed the first in a series of research projects looking at the potential safety ramifications of what might happen when a drone hits a person on the ground.

    Although we cant yet definitively answer every question, we are starting to understand the risks a little better.

    The findings of this study are incredibly helpful. They help us as we continue to develop standards that ensure the level of safety that the public expects and deserves as drones become more ubiquitous in our daily lives.

    The next phase of research is set to begin next month. It will verify the results of the most recent study, as well as develop tests that manufacturers can use to certify their aircraft for flights over people.

    Later this summer, we expect to release the results of another study that looks at that question that weve seen in the news a lot, what happens if an unmanned aircraft collides with an aircraft.

    The FAA is also collaborating with law enforcement and the military to examine security concerns, particularly security concerns that they have raised in the world of unmanned aircraft.

    In late April, the FAA and our partners completed the fifth and final field evaluation of possible drone detection systems just down the road at Dallas/Fort Worth International Airport.

    This most recent evaluation used a combination of technologies, including radar, radio frequency and electro-optical systems.

    We plan to use the information weve received from this test, the test in Denver, and elsewhere, and other information, to develop minimum performance standards for any unmanned aircraft detection technology that might be deployed around airports here in the United States.

    We also announced that we are setting up a new Aviation Rulemaking Committee that will help us create standards for remotely identifying and tracking unmanned aircraft during operations.

    I know theres a lot of interest in this group, and it will be made up of a diverse group of stakeholders, and we hope the recommendations they produce will help pave the way in answering these questions about flights over people, beyond visual line of sight, and all of those things that are so important.

    Later this month, well also be hosting an Unmanned Aircraft Security roundtable with senior transportation and national security leaders and representatives from the drone industry.

    This forum will give us an opportunity to create a mutual understanding about the governments security concerns, and to discuss how we can collaborate with industry to address them.

    There is no question in my mind that the significant milestones we have achieved so far are because stakeholders from across government and industry have come together. They have come together to focus their energy on solving some of our most important challenges.

    A few minutes ago, I mentioned the Drone Advisory Committee. Id particularly like to thank Brian Krzanich, the CEO of Intel Corporation. As you know, Brian has accepted our invitation to serve as the chair for the Drone Advisory Committee, and with his expertise in Silicon Valley, Brians guidance and expertise have been absolutely indispensable to us.

    Im also grateful to a number of other people from across the aviation industry, drone industry, people who have agreed to help us as part of our DAC Subcommittee and our Task Groups. Many of those members are here today, and Id like to thank them for their commitment and for their leadership in working collaboratively to address these issues.

    It seems like only yesterday that we were scrambling to develop the UAS registry in anticipation of what indeed was a boom in the sales of consumer drones.

    Today, more than 820,000 operators have registered their aircraft. More than 745,000 of those are hobbyists, leaving 60,000 or so that are commercial operators of unmanned aircraft.

    We have issued more than 43,000 Remote Pilot Certificates under Part 107, in the short time that its been in effect.

    At the same time, we are taking steps to make it easier and faster when it comes to processing requests for Part 107 authorizations and waivers for those of you who are seeking to capitalize on new business opportunities.

    Last month, we published more than 200 facility maps to help streamline authorizations in the airspace around some of our busiest airports.

    These maps are an important next step in order for the industry and the FAA to work together to automate what has so-far been a rather labor intensive and sometimes frustrating process.

    These maps help drone operators improve the quality of the information in their Part 107 airspace authorization requests and they help the FAA to process them more quickly.

    Now, to be clear, the maps are informational and do not give people permission to fly drones. You still need to submit an online airspace authorization application.

    But for the first time, your request benefits from detailed grid maps that depict the distances above ground level that drones can safely fly.

    In the critical areas around airports and hospital heliports, these maps help us with the needed data to conduct the safety analysis that must occur before flights can be approved. So, were shrinking the time to approve, and we will shrink it further.

    I have mentioned the word safety several times in the last few minutes. And I think as FAA Administrator, its something that I talk about a lot, probably a couple of hundred times a day.

    But, Im happy to see that both the industry and individual operators have joined us in embracing a culture of safety around unmanned aircraft.

    The vast majority of you recognize that, even though you might be standing on the ground, you are, in fact, aviators.

    You have embraced the responsibility of operating in an environment that can be unforgiving of mistakes or reckless behavior.

    Nevertheless, we do continue to receive reports on a daily basis from pilots who encountered drones in places where they should not be, sometimes at altitudes well above 400 feet.

    In fact, not long ago, the pilot of a jetliner preparing to land right here at Dallas/Fort Worth reported encountering a drone at 10,000 feet just west of downtown Dallas.

    The FAA is spreading the safety message. We continue to make updates to our B4UFLY smartphone app, which was created to let people know where its safe and where its legal to fly. That app has been downloaded some 220,000 times.

    But all you have to do is go to YouTube and search for night drone flight or drone footage, put in any city, youll find dozens of videos that still reflect a sobering lack of understanding of guidelines and of basic safety regulations.

    So far, weve been fortunate that none of these incidents has resulted in an injury or a collision with a manned aircraft.

    But safety shouldnt rely on luck. Safety needs to be intentional.

    I am grateful that the members of the Unmanned Aircraft Safety Team have accepted the challenge of finding effective ways of promoting safety throughout this industry.

    Now, I doubt that many people will disagree that education is an important part of the safety equation.

    But, I firmly believe that the answers to many of this industrys remaining challenges lie in the one trait that has defined it since the beginning: Your ingenuity.

    Throughout our system particularly in the last 30 years or so the real advancements in safety have come through technology.

    Wind shear detection is now available in the flight deck of every modern jetliner, as are collision-avoidance systems.

    We have incredibly sophisticated radar systems that harness GPS databases to predict a planes flight path and to warn the pilot if the flight is descending toward terrain.

    As a result, aviation is safer than it has ever been. And, new technologies continue to drive the risk out of the system on a daily basis.

    Id argue the same will eventually be true of commercially available unmanned aircraft.

    Someday, one of you will invent an unmanned aircraft that will be incapable of colliding with anything, whether its a tree, a building, a person, or an aircraft moving at several hundred miles an hour.

    This aircraft will know exactly how fast and how high it can go, no matter where the operator might want to fly it.

    At the same time, it will broadcast its position to air traffic controllers and perhaps other operators, lending situational awareness that could clear the way for even more diverse operations.

    How far away is that? Some might speculate we might be several years away. Some speculate, and I think we can just as easily say, it might be a lot less than that.

    But if theres one thing aviation has taught us, its that innovation has a way of compressing time.

    In the meantime, our job is to capitalize on each incremental step, making sure that we build a framework of performance-based regulations that can easily accommodate change.

    From its earliest beginnings, aviation has attracted a potent combination of dreamers and doers. And monumental achievements can occur in the space of one persons lifetime.

    Orville Wright, whose first flight at Kitty Hawk reached a breathtaking speed of 10 mph across the ground, lived to see Chuck Yeager break the sound barrier and usher in a new age in aviation.

    In 1927, Charles Lindbergh proved it was possible to fly all the way from New York to Paris without stopping.

    Forty-two years later, Charles Lindbergh was a guest at Cape Canaveral when Neil Armstrong, Buzz Aldrin and Michael Collins climbed atop a Saturn V rocket and set out for the moon.

    Innovation does, indeed, have a way of compressing time.

    As I was walking through the convention hall yesterday, I recalled my childhood in Southern California.

    Back then, I had a toy aircraft, and it was tethered to a control yoke, I stood in the center, and watched it fly around me, tethered there, while I moved it up and down.

    I thought it was pretty amazing.

    Today, the technology exists to allow us to make our own giant leaps. The descendants of these model aircraft are now poised to make the world a better place.

    The only limitation seems to one thing: How quickly we all of us, across the industry can make it happen, safely.

    I know that this industry will continue to rise to that challenge.

    I thank you for what youre doing each and every day to harness innovation and to make this a great and safe place to fly.

    Have a great conference.

  • News and Updates - FAA Evaluates Drone Detection Systems at DFW Fri, 28 Apr 2017 16:53:08 EST

    This week, the Federal Aviation Administration (FAA) and its partners are conducting detection research on unmanned aircraft (UAS) popularly called drones at Dallas/Fort Worth International (DFW) Airport.

    The DFW evaluation is the latest in a series of detection system evaluations that began in February 2016. Previous evaluations took place at Atlantic City International Airport; John F. Kennedy International Airport; Eglin Air Force Base; Helsinki, Finland Airport; and Denver International Airport.

    Drones that enter the airspace around airports can pose serious safety threats. The FAA is coordinating with government and industry partners to evaluate technologies that could be used to detect drones in and around airports. This effort complies with congressional language directing the FAA to evaluate UAS detection systems at airports and other critical infrastructure sites.

    At DFW, the Texas A&M University-Corpus Christi UAS test site is performing the flight operations using multiple drones. Gryphon Sensors is the participating industry partner. The companys drone detection technologies include radar, radio frequency and electro-optical systems.

    The FAAs federal partners in the overall drone detection evaluation effort include the Department of Homeland Security; the Department of Defense; the Federal Bureau of Investigation; the Federal Communications Commission; Customs and Border Protection; the Department of the Interior; the Department of Energy; NASA; the Department of Justice; the Bureau of Prisons; the U.S. Secret Service; the U.S. Capitol Police; and the Department of Transportation. The work is part of the FAAs Pathfinder Program for UAS detection at airports.

    The FAA intends to use the information gathered during this assessment and other previous evaluations to develop minimum performance standards for any UAS detection technology that may be deployed in or around U.S. airports. These standards are expected to facilitate a consistent and safe approach to UAS detection at U.S. airports.

    Amplify the news on Twitter and Facebook using #FAA

  • News and Updates - FAA Issues Study on UAS Human Collision Hazards Fri, 28 Apr 2017 16:51:50 EST

    April 28- What might happen if a drone hits a person on the ground? Whats the risk of serious injury?

    Although the Federal Aviation Administration (FAA) cant yet definitively answer those questions, studies by a consortium of leading universities have made a start toward better understanding the risks of allowing small unmanned aircraft or drones to fly over people.

    The consortium that conducted the research includes the University of Alabama-Huntsville; Embry-Riddle Aeronautical University; Mississippi State University; and the University of Kansas, through the Alliance for System Safety of UAS through Research Excellence (ASSURE). ASSURE represents 23 of the world's leading research institutions and 100 leading industry and government partners. It began the research in September 2015.

    The research team reviewed techniques used to assess blunt force trauma, penetration injuries and lacerations the most significant threats to people on the ground. The team classified collision severity by identifying hazardous drone features, such as unprotected rotors.

    The group also reviewed more than 300 publications from the automotive industry and consumer battery market, as well as toy standards and the Association for Unmanned Vehicle Systems International (AUVSI) database. Finally, the team conducted crash tests, dynamic modeling, and analyses related to kinetic energy, energy transfer, and crash dynamics.

    When the studies were complete, personnel from NASA, the Department of Defense, FAA chief scientists, and other subject matter experts conducted a strenuous peer review of the findings.

    The studies identified three dominant injury types applicable to small drones:

    • Blunt force trauma the most significant contributor to fatalities
    • Lacerations blade guards required for flight over people
    • Penetration injuries difficult to apply consistently as a standard

    The research showed multi-rotor drones fall more slowly than the same mass of metal due to higher drag on the drone. Unlike most drones, wood and metal debris do not deform and transfer most of their energy to whatever they hit. Also, the lithium batteries that power many small drones need a unique standard to ensure safety.

    The team recommended continued research to refine the metrics developed. The team members suggested developing a simplified test method to characterize potential injury, and validating a proposed standard and models using potential injury severity test data.

    The second phase of ASSUREs research is set to begin in June 2017, and will examine the risks of collisions with aircraft.

    The report on the ASSURE research and two video files are available here:

    Amplify the news on Twitter and Facebook using #UASIMPACT

  • News and Updates - Fly Safe: Prevent Loss of Control Accidents Thu, 27 Apr 2017 18:29:12 EST

    Mountain Flying: Experience and Training is Essential

    Mountain flying is exhilarating, exciting, and challenging. It can open up new flying opportunities, but you need training, experience, and careful preparation to safely navigate those lofty peaks and spectacular scenery.

    Your training should begin with a quality mountain flying course that includes adequate mountain ground and flight training. You have a narrow window of safety when flying around mountains so youll need the experience and knowledge gained from a recognized training program. After your training is complete, and before your first flight, make sure you perform a mountain checkout with a qualified mountain flight instructor.

    Mountain flying, even more so than flight in the flatlands, is very unforgiving of poor training and poor planning. Its essential that you learn how to carefully prepare for the rigors and potential pitfalls of a mountain flight. Knowing the conditions is essential. The combination of weather and the surrounding terrain can cause dangerous wind, severe turbulence, and other conditions that may create serious challenges for a small GA aircraft. So, its important to use every available clue about the weather and terrain.

    Even experienced mountain pilots may not be familiar with the way local conditions and terrain may affect an aircrafts performance. While enjoying the views at a high-density altitude, you can quickly become surprised by your aircrafts changing performance. The pressure altitude, corrected for temperature, will make your airplane perform as if it is at a higher altitude. This change can have an adverse impact on your aircrafts performance.

    Here are the skills youll need:

    • Knowledge of your airplanes performance, including how your aircraft will perform in all weather conditions and at high altitudes. Youll need to review takeoff, climb, landing, cold starts, hot starts, and stalls, among other performance characteristics. Make sure you take conditions into consideration, and are leaning the engine correctly for optimum power. Your planes condition and performance is essential to your survival.
    • Flying skills. Do you have the skills needed to operate in extreme conditions, make decisions quickly and calmly, and fly in all types of weather?
    • Do you have a Plan B? This is critical when flying a GA aircraft in the mountains. You should have an alternative route to get you out of trouble, or the option of delaying your return to home base.
    • Survival. Are you experienced in personal survival techniques? Bitterly cold temperatures, high winds and other factors can land you in a position that you werent originally counting on. Be sure to pack specialized emergency and survival equipment on board. Youll want to include personal locator beacons, in addition to a 406 emergency local transmitter.

    Mountain flying is demanding so you should carefully consider your experience and background before beginning a flight into mountainous terrain.


    • Are you fully knowledgeable about your capabilities and those of your aircraft?
    • Have you taken a specialized training course and worked with your flight instructor?
    • Are you aware that while youre focused on a type of flying that has great rewards, it also has heightened risk?

    Those mountain views are beautiful, but theyre even more stunning when you can enjoy them safely.

    The Federal Aviation Administration (FAA) and the general aviation (GA) communitys national #FlySafe campaign is designed to educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.

    Message from FAA Administrator Michael P. Huerta:
    The FAA and industry are working together to prevent Loss of Control (LOC) accidents and save lives. You can help make a difference by joining our #Fly Safe campaign. Every month on, we provide pilots with Loss of Control solutions developed by a team of experts some of which are already reducing risk. I 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.

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

    More about Loss of Control

    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 or over-the-counter drugs, illegal drugs, or alcohol

    Did you know?

    • In 2015, 384 people died in 238 general aviation accidents.
    • Loss of Control was 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 Loss of Control every four days.

    Learn more:

    Read Tips on Mountain Flying, by the FAA FAASTeam.

    This FAA Mountain Flying tip sheet has specific information designed to keep you safely in control of your aircraft.

    Have you read the Extreme Weather edition of the FAA Safety Briefing? Rocky Mountain High: The Zen of Mountain Flying is just one of the good articles in this May/June 2012 issue.

    Are you a practical type? If so, youll appreciate the Top Ten Practical Considerations for Mountain Flying on AvWeb.

    This NTSB Safety Alert has lessons learned information that can be critical to your safety.

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

    Check out GA Safety Enhancements fact sheets on the mainFAA Safety Briefingwebsite, including Flight Risk Assessment Tools.

    TheWINGS Pilot Proficiency Programhelps 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.

    TheGeneral 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 GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups. 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 National Transportation Safety Board and the European Aviation Safety Agency participate as observers.

    Amplify the new on Twitter and Facebook using #FlySafe

  • News and Updates - FAA Publishes First Set of UAS Facility Maps Thu, 27 Apr 2017 16:11:33 EST

    The Federal Aviation Administration (FAA) today published more than 200 facility maps to streamline the commercial drone authorization process. The maps depict areas and altitudes near airports where UAS may operate safely. But drone operators still need FAA authorization to fly in those areas.

    This marks a key first step as the FAA and industry work together to automate the airspace authorization process. The maps will help drone operators improve the quality of their Part 107 airspace authorization requests and help the FAA process the requests more quickly. The maps are informational and do not give people permission to fly drones. Remote pilots must still submit an online airspace authorization application.

    Operators may download the map data in several formats, view the site on mobile devices and customize their views. The map viewer displays numbers in grid cells which represent the distances Above Ground Level (AGL) in one square mile up to 400 feet where drones may fly. Zeros indicate critical locations around airports and other aircraft operating areas, like hospital helipads, where no drone flights can be preauthorized. Requests to operate in these areas will require further coordination and FAA safety analysis, which can result in additional safety mitigations to be complied with by the drone operator. Remote pilots can refer to the maps to tailor their requests to align with locations and altitudes when they complete airspace authorization applications. This will help simplify the process and increase the likelihood that the FAA will approve their requests.

    FAA air traffic personnel will use the maps to process Part 107 airspace authorization requests. Altitudes that exceed those depicted on the maps require additional safety analysis and coordination to determine if an application can be approved.

    Additional maps will be published every 56 days through the end of the year. The updates will coincide with the agencys existing 56-day aeronautical chart production schedule. If a map is not yet available, it can be expected in future releases.

    The facility maps are an important accomplishment as the FAA collaborates with industry to safely integrate drones into the National Airspace System. They will help improve the safety of drone and traditional aircraft operations. Questions may be directed to the FAA's UAS Integration Office via [email protected] or by calling 844-FLY-MY-UA.

  • News and Updates - BasicMed Begins Mon, 24 Apr 2017 12:59:04 EST

    General aviation pilots can now prepare to fly under BasicMed without holding a Federal Aviation Administration (FAA) medical certificate as long as they meet certain requirements. They can fly under BasicMed beginning on May 1, the effective date of the January 10 final rule. It offers pilots an alternative to the FAA's medical qualification process for third class medical certificates, while keeping general aviation pilots safe and flying affordable.

    General aviation pilots may take advantage of the regulatory relief in the BasicMed rule or opt to continue to use their FAA medical certificate. Under BasicMed, a pilot will be required to complete a medical education course every two years, undergo a medical examination every four years, and comply with aircraft and operating restrictions. For example, pilots using BasicMed cannot operate an aircraft with more than six people onboard and the aircraft must not weigh more than 6,000 pounds.

    A pilot flying under the BasicMed rule must:

    • possess a valid driver's license;
    • consent to a National Driver Register check;
    • have held a medical certificate that was valid at any time after July 15, 2006;
    • have not had the most recently held medical certificate revoked, suspended, or withdrawn;
    • have not had the most recent application for airman medical certification completed and denied;
    • have taken a BasicMed online medical education course within the past 24 calendar months;
    • have completed a comprehensive medical examination with any state-licensed physician within the past 48 months;
    • have been found eligible for special issuance of a medical certificate for certain specified mental health, neurological, or cardiovascular conditions, when applicable; and
    • not fly for compensation or hire.

    Pilots can read and print the Comprehensive Medical Examination Checklist and learn about online BasicMed online medical courses at

    Amplify the news on Twitter and Facebook using #BasicMed.

  • News and Updates - FAA to Hold Airspace Workshops in Las Vegas Thu, 20 Apr 2017 15:30:27 EST

    April 20 -The Federal Aviation Administration (FAA) will hold three public information workshops in late April on proposed airspace improvements over the Las Vegas metropolitan area.

    The improvements are part of the FAA's Las Vegas Metroplex project, which proposes to use streamlined satellite navigation to move air traffic more safely and efficiently through the area. The project includes McCarran International Airport, North Las Vegas Airport, Henderson Executive Airport and Nellis Air Force Base. It is one of 12 Metroplex projects nationwide.

    Under the project, existing air routes may be modified with new satellite-based routes. Satellite technology enables the creation of more direct air routes as well as routes that are automatically separated from one another. It also allows highly efficient climbs and descents on departure and arrival routes, which can result in significant environmental benefits.

    The FAA has not begun designing the modified routes. The purpose of the workshops is to explain the issues the FAA identified with the current airspace and some of the potential solutions to those issues.

    The workshops will feature informational videos and poster boards that explain satellite-based procedures and show some of the issues the FAA identified with the current Las Vegas airspace. FAA representatives will be available to answer questions, and people can submit written comments at the workshops and online for 30 days afterward. The workshops will run from 4 p.m. to 8 p.m. They will be an open-house format, where people can attend any time during the posted times to learn about the project. Free parking will be available at all locations.

    The briefing dates and locations are as follows:

    • April 25: Henderson Convention Center, 200 S. Water Street, Henderson, NV 89015
    • April 26: North Las Vegas Airport, Grand Canyon Room, 2730 Airport Drive, North Las Vegas, NV 89032
    • April 27: Clark County Government Center, 500 S. Grand Central Parkway, Las Vegas, NV 89155

    During the design process for the modified routes, the FAA will hold additional public workshops where they will share the proposed routes and seek comment on them. The community feedback received from those future workshops will help determine whether changes should be made to the proposed designs.

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  • News and Updates - FAA Begins EIS for New Runway at Fifth Busiest Airport Tue, 11 Apr 2017 18:42:43 EST

    April 12- The Federal Aviation Administration (FAA) has begun an Environmental Impact Statement (EIS) for a new parallel runway and associated projects at Charlotte Douglas International Airport (CLT). Based on the FAAs most recent Terminal Area Forecast, the number of flights at CLT is expected to grow at an average rate of 1.9 percent annually, increasing from more than 545,000 operations in 2016 to a projected 740,000 operations in 2033.

    Charlottes Airport Capacity Enhancement Plan recommends a 12,000-foot-long runway be completed by 2023. The preferred location for the new runway would be 1,480 feet west of the existing Runway 18/36 centerline. When the new runway is complete, CLT will have four parallel north/south runways. Runway 5/23 will be closed after the new runway is operational.

    The initial phase of the EIS will identify reasonable alternatives in addition to the airports preferred alternative. The EIS also will study the effects on airport operations if a new runway is not built. The public will have several opportunities during the EIS process to provide input and make comments on the project. The FAA expects to complete the EIS in 2020.

    The FAA previously gave the airport a $3.75 million Airport Improvement Program grant for the project. The total cost of the EIS will be determined after the scoping phase of the study is complete. The City of Charlotte, which operates the airport, will request the additional funding to support the EIS. The FAA selected VHB Engineering of Raleigh, NC to conduct the study.

    The National Environmental Policy Act requires federal agencies to conduct an environmental review for airport development projects that result in changes to an Airport Layout Plan. The EIS enables federal agencies to analyze and document potentially significant environmental impacts from the proposed project and develop measures that will mitigate those effects.

    The EIS for CLT will look at 14 categories of potential environmental impacts. These include aircraft noise and compatible land use, air quality, water resources, historic resources, and socioeconomic and environmental justice. The EIS will consider temporary, direct, secondary, and cumulative impacts for each category, as well.

    For more information about Environmental Impact Statements, go to:

  • News and Updates - Data Comm Now at Minneapolis-St. Paul Tue, 11 Apr 2017 12:41:27 EST

    April 11- DataComm, theNextGentechnology thatenhances safety and reduces delays by improving the way air traffic controllers and pilots talk to each other, is now live at Minneapolis-St. Paul International Airport.

    The new technology supplements radio voice communication, enabling controllers and pilots to transmit important information such as clearances, revised flight plans and advisories with the touch of a button.

    Today, members of the media toured the Minneapolis-St. Paul air traffic control towerand a Delta Airlines jet to see Data Comm in action. Representatives from the FAA, Delta Airlines, the Metropolitan Airports Commission, National Air Traffic Controllers Association, and the Professional Aviation Safety Specialists were on hand.

    Inside the tower, controllers enter flight departure clearance instructions into a computer and push a button to electronically send the information to an aircrafts flight deck. Flight crews read the information, press a button to confirm receipt, and press another button to enter the instructions into the aircrafts flight management system.

    This process saves valuable time.For instance, when planes are awaiting take-off, controllers must use a two-way radio to issue instructions. Pilots must read those instructions back, and if there is an error, they must repeat the instructions until they are correct. This process can eat up valuable time, and even a short departure clearance can take two to three times longer than one communicated via Data Comm.

    This benefit becomes even more pronounced during Minnesotas long winters and summer thunderstorms, when Data Comm enables equipped aircraft to take off before approaching weather closes the departure window, while aircraft relying solely on voice communications remain stuck on the ground waiting for the storm to pass.

    Data Comm is expected to save operators more than $10 billion over the 30-year life cycle of the program and save the FAAabout $1 billion in future operating costs.

    The first Data Comm-equipped airports Salt Lake City and Houstons George Bush Intercontinental and William P. Hobby received tower departure clearance services eight months ahead of schedule in August 2015.

    DataCommis nowoperationalat the 55 air traffic control towerslisted below. Its rollout is under budget and more than two-and-a-half years ahead of schedule.That budget savings will enable the FAA to deploy DataCommat even more airports.

    Chicago OHare
    Chicago Midway
    Dallas-Ft. Worth
    Dallas Love
    Fort Lauderdale
    Houston Bush
    Houston Hobby
    Kansas City
    Las Vegas
    Los Angeles
    Minneapolis-St. Paul
    New Orleans
    New York John F. Kennedy
    New York LaGuardia
    San Juan
    St. Louis
    Salt Lake City
    San Antonio
    San Diego
    San Francisco
    San Jose
    Santa Ana
    Washington Dulles
    Washington Reagan
    Westchester County
    Windsor Locks (Bradley)

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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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