|

Press Release – FAA Issues First-Ever Spaceport Grants to Strengthen Commercial Space Activities

For Immediate Release
September 30, 2010

WASHINGTON – The Federal Aviation Administration (FAA) announced a new grant program designed to fund projects that develop and expand commercial space transportation infrastructure. The Space Transportation Infrastructure Matching Grants will be awarded to four separate projects located in Alaska, California, Florida, and New Mexico.

“The Obama administration is committed to making sure the United States remains the world leader in space development and exploration,” said FAA Administrator Randy Babbitt. “This new grant program underscores that commitment, and will help ensure that the commercial space industry can meet our current and future space transportation needs.”

In June of this year the Obama administration unveiled a new National Space Policy that recognizes opportunities and advancements in commercial space capabilities. The 2010 policy lays out more specific ways for the government to make use of commercial capabilities.

The FAA’s Office of Commercial Space Transportation will administer the new Space Transportation Infrastructure Matching Grants. The first matching grants include: $43,000 for the New Mexico Spaceport Authority to provide an Automated Weather Observing System; $227,195 to the Alaska Aerospace Corporation for a Rocket Motor Storage Facility; $125,000 to the East Kern Airport District in Mojave, Calif., for an emergency response vehicle; and, $104,805 to the Jacksonville Airport Authority in Florida to develop a Spaceport Master Plan for Cecil Field. Under the law, the FAA can provide matching funds for specific projects being carried out by public entities involved in commercial space activities.

The United States’ space program has three sectors – civil, military and commercial. The FAA’s Office of Commercial Space Transportation is responsible for licensing, regulating and promoting the commercial-sector space industry. Since the office was created in 1984, the FAA has issued licenses for more than 200 launches, licensed the operation of eight FAA-approved launch sites known as spaceports, and has helped ensure that no loss of life or serious injury has been associated with these efforts.

To include the featured image in your Twitter Card, please tap or click their icon a second time.

Similar Posts

  • |

    Boeing Director William M. Daley Resigns Board Seat

    CHICAGO, Jan. 10, 2011 /PRNewswire/ — The Boeing (NYSE: BA) board of directors today accepted the resignation of director William M. Daley who, on Jan. 7, submitted his request to resign following his appointment as U.S. President Barack Obama’s chief of staff.

    “All of us at Boeing thank Bill for his contributions to our company and wish him well as he tackles this next phase of his exemplary public service career,” said Chairman, President and Chief Executive Jim McNerney.

    The resignation is effective as of Jan. 7. Daley, 62, joined the board in 2006. His public career includes serving as President Bill Clinton’s Commerce secretary from Jan. 1997, to July, 2000.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • |

    FAA Funding Goes to the Senate

    The FAA has been funded by 23 short-term funding extensions in the last eight years. Today the Senate is expected to vote on long term FAA funding. (Friday, legislation funding the FAA till 2015 passed the House of Representatives).

    A labor compromise stuck in the bill says that no less than 50 percent of airline workers must favor a vote on unionization before that vote can take place. Essentially it repeals a National Mediation Board ruling that absentee votes in union elections are not counted as votes against forming a union.

    The House bill cut FAA funding to FY 2008 levels. The compromise bill keeps funding at FY 2011 levels.

    No one is saying the bill is perfect, but the extensions are expensive.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • |

    Aeromar and Continental Airlines to Start Codeshare Flights

    CHICAGO and MEXICO CITY, Jan. 25, 2011
    Aeromar and Continental Airlines, a wholly-owned subsidiary of United Continental Holdings, Inc. (NYSE: UAL) and a Star Alliance member, today announced that they will begin codeshare cooperation on routes within Mexico.

    Effective Feb. 1, 2011 Continental will initially place its code on Aeromar-operated flights between Mexico City and 13 destinations in Mexico. The codeshare builds on frequent-flyer cooperation launched in August 2010 that permits Continental OnePass members to accrue and redeem miles on all Aeromar-operated flights. In addition, Continental international first- and business-class passengers, Presidents Club members and Star Alliance Gold customers may access Aeromar’s Salon Diamante lounge in Mexico City.

    “The expansion of our partnership with Continental Airlines via codesharing will continue to broaden our leading joint market presence to better serve our customers, especially at a time when Aeromar is phasing in its first regional jets and further developing its route network within Mexico,” said Ami Lindenberg, Aeromar president.

    “We are pleased to expand our cooperation with Aeromar, which complements our extensive service to Mexico and offers new options to our customers,” said Jim Compton, executive VP and chief revenue officer of United Continental Holdings, Inc.

    About Aeromar

    Founded in 1987, Aeromar is Mexico’s most experienced airline. From its main operations base at Mexico City’s International Airport Terminal 2, Aeromar currently covers a network of 21 destinations in Mexico, as well as San Antonio, Texas, in the U.S.A. It performs over 100 average daily flights with a fleet of ATR-42 turboprop and CRJ-200 jet complying with the IOSA certification for the airline industry’s highest operational and safety audited standards established by IATA.

    Aeromar is a highly customer-focused airline, featuring the most convenient schedules and amenities for the business and leisure traveler, such as the “Salon Diamante” executive lounges, which are available at the Aguascalientes, Colima, Jalapa, Mexico City and Tepic airports. All-inclusive vacation packages, VIP charter flights and “FastPaq” courier and freight are among some of Aeromar’s additional products and services. For further information please visit us on the web at www.aeromar.us.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.

  • FAA Controllers in Houston Begin Using Safer, More Efficient Satellite Based Tracking System


    For Immediate Release
    January 12, 2010
    Contact: Tammy L. Jones
    Phone: (202) 267-3883

    ADS-B Satellite-Based Tracking Allows Controllers to Monitor Air Traffic Over Gulf of Mexico

    WASHINGTON — Federal Aviation Administration (FAA) Administrator Randy Babbitt announced today that Houston air traffic controllers are beginning to use an improved satellite-based system – Automatic Dependent Surveillance-Broadcast (ADS-B) — to more efficiently and safely separate and manage aircraft flying over the Gulf of Mexico.

    “Safety is our highest priority at the U.S. Department of Transportation, and this new satellite-based technology will help the FAA improve the safety of flights over the Gulf even as air traffic increases,” said U.S. Transportation Secretary Ray LaHood.

    “This is a significant, early step toward NextGen,” Administrator Babbitt said in a press conference at the Houston Air Route Traffic Control Center. “We’re delivering on time, a system that’s not only more accurate than radar but comes with significant safety and efficiency benefits. This will save time and money for aircraft operators and passengers and reduce our carbon footprint.”

    ADS-B, which is one of the technologies at the heart of the transformation to NextGen, brings air traffic control to the Gulf of Mexico, an area that has not had the benefit of radar coverage. Before ADS-B, controllers had to rely on an aircraft’s estimated or reported — not actual — position. Individual helicopters flying under Instrument Flight Rule conditions at low altitudes to and from oil platforms were isolated within 20×20 mile boxes in order to remain safely separated from other helicopters. The complex, manual nature of these operations severely reduced capacity and efficiency for the 5,000 to 9,000 daily helicopter operations in the Gulf of Mexico.

    Aircraft equipped with ADS-B in the region will now know where they are in relation to bad weather and receive flight information including Notice to Airmen and Temporary Flight Restrictions.

    Prior to ADS-B, commercial aircraft flying at high altitudes were kept as much as 120 miles apart to ensure safety. Controllers are now able to safely reduce the separation between ADS-B equipped aircraft to five nautical miles, significantly improving capacity and efficiency. The new technology will also allow the FAA to provide new, more direct routes over the Gulf of Mexico, improving the efficiency of aircraft operations while using less fuel.

    The FAA was able to install ground stations on oil platforms as part of an agreement with the Helicopter Association International, oil and natural gas companies and helicopter operators. A network of ground stations was deployed on oil platforms and the surrounding shoreline, bringing satellite-based surveillance to an area with almost as much daily air traffic as the northeast corridor.

    The Gulf of Mexico is the second key site where ADS-B is being used by controllers to separate aircraft. The new technology is also being used by controllers in Louisville, KY, chosen in part because UPS voluntarily outfitted much of its fleet with ADS-B avionics. Four ground stations give controllers at the Louisville International Airport and the Louisville Terminal Radar Approach Control facility an ADS-B coverage area extending 60 nautical miles around the airport up to 10,000 feet.

    Controllers in Philadelphia will begin using ADS-B in February and the system will become operational in Juneau in April. ADS-B is expected to be available nationwide by 2013.

    The FAA first established an ADS-B prototype in Alaska, outfitting numerous general aviation aircraft with ADS-B avionics. The improved situational awareness for pilots and extended coverage for controllers resulted in a 47 percent drop in the fatal accident rate for equipped aircraft. In South Florida, the installation of eleven ground stations now gives pilots in equipped aircraft free traffic and weather information. Controllers will soon begin using ADS-B in that region to separate aircraft.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • |

    Helicopter Safety Questions and Answers

    Should cockpit voice recorders and flight data recorders be required for use in helicopters and light aircraft?

    Anyone following the rash of helicopter and light aircraft crash and forced landing reports would agree that greater safety rules should be put in place, as well as greater use of the technology which makes such things safer, as well as tracking causes. More rules and regulations may or may not make these crafts safer. After all, it is still up to the pilot’s judgement and the quality of the craft, as well as craft maintenance. But certainly, because the technology exists to keep track of flight data, it should certainly be required, even if it should be retrofitted.

    See the July press release below:

    For Immediate Release

    June 30, 2008 >
    Contact: Alison Duquette
    Phone: (202) 267-3883

    EMS Helicopter Safety

    Helicopter Emergency Medical Service (HEMS) operations are unique due to the emergency nature of the mission. In August 2004, the FAA initiated a new government and industry partnership to improve the safety culture at HEMS operators and recommend short-and long-term strategies for reducing accidents. While the FAA has not ruled out proposing new or changing existing rules, the agency has prompted significant short-term safety gains that do not require rulemaking. The FAA’s immediate focus is:

    • Encourage risk management training to flight crews so that they can make more analytical decisions about whether to launch on a mission.
    • Better training for night operations and responding to inadvertent flight into deteriorating weather conditions.
    • Promote technology such as night vision goggles, terrain awareness and warning systems and radar altimeters.
    • Provide airline-type FAA oversight for operators. Identify regional FAA HEMS operations and maintenance inspectors to help certificate new operators and review the operations of existing companies.

    Background

    There are approx. 750 emergency medical service helicopters operating today, most of which operate under Part 135 rules. HEMS operators may ferry or reposition helicopters (without passengers/patients) under Part 91.

    The number of accidents nearly doubled between the mid-1990s and the HEMS industry’s rapid growth period from 2000 to 2004. There were nine accidents in 1998, compared with 15 in 2004. There were a total of 83 accidents from 1998 through mid-2004. The main causes were controlled flight into terrain (CFIT), inadvertent operation into instrument meteorological conditions and pilot spatial disorientation/lack of situational awareness in night operations. Safety improvements were needed.

    FAA Oversight

    The FAA inspects HEMS operators, but is prompting changes beyond inspection and surveillance. Rather, the FAA is moving to a risk-based system that includes the initiatives outlined below which focus on the leading causes of the HEMS accidents.

    FAA Actions

    • In August 2004, the FAA established a task force to review and guide government and industry efforts to reduce HEMS accidents.
    • On January 14, 2005, the FAA hosted a meeting with HEMS industry representatives to discuss safety issues and gain feedback. Representatives from the Association of Air Medical Services, Helicopter Association International, the National EMS Pilots Association and several operators attended.
    • Decision-making skills: On January 28, 2005, the FAA published a notice providing guidance for safety inspectors to help operators review pilot and mechanic decision-making skills, procedural adherence, and crew resource management practices. It includes both FAA and industry intervention strategies (Notice 8000.293 Helicopter Emergency Medical Service Operations). These principles were reinforced in the “Safety Alert for Operators” (SAFO) 06001 issued on January 28, 2006.
    • Risk assessment programs: On August 1, 2005, the FAA issued guidance to inspectors promoting improved risk assessment and risk management tools and training to all flight crews, including medical staff (Notice 8000.301 Operational Risk Assessment Programs for Helicopter Emergency Medical Services).
    • Air Medical Resource Management (AMRM): On September 22, 2005, the FAA issued guidance to HEMS operators establishing minimum guidelines for Air Medical Resource Management (AMRM) training. The training focuses on pilots, maintenance technicians, flight nurses, flight paramedics, flight physicians, medical directors, specialty team members (such as neonatal teams), communications specialists (dispatchers), program managers, maintenance staff, operational managers, support staff, and any other air medical team members identified by specific needs (AC No. 00-64 Air Medical Resource Management).
    • Special emphasis inspection program: On September 27, 2005, the FAA issued a revised standards for inspection and surveillance of HEMS operators, with special emphasis on operations control, risk assessment, facilities and training, especially at outer locations away from the certificated holder’s principal base on operations.
    • FAA establishes new office: In December 2005, the FAA’s Flight Standards Service’s Air Transportation Division established the new Commuter, On Demand, and Training Center Branch (AFS-250) to work Part 135 and Part 142 policy issues.
    • Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT): On January 24, 2006 the FAA issued a handbook bulletin to inspectors describing acceptable models for LOC and CFIT avoidance Programs. The bulletin provides inspectors with information to provide to HEMS operators for developing LOC/CFIT accident avoidance programs and clarifies existing guidance (HBAT 06-02 Helicopter Emergency Medical Services (HEMS) Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT) Accident Avoidance Programs).
    • HBAT 06-01 & OpSpec A021: On January 24, 2006 the FAA issued revised guidance to inspectors regarding HEMS OpSpecs, amending the Visual Flight Rule (VFR) weather requirements for HEMS operations, including consideration of the adverse affects of reduced ambient lighting at night and mountainous terrain (HBAT 06-01 Helicopter Emergency Services; OpSpec A021/A002 Revisions).
    • Guidance to Part 142 training centers: On February 24, 2006, the FAA issued a Notice to Training Center Program Managers assigned to oversee Part 142 training Centers advising them of recent changes to HEMS operations and training standards (Notice 8000.317, Operator Training Provided by Part 142 Training Centers for Helicopter Emergency Medical Services.)
    • Public HEMS operators: On March 2, 2006, the FAA issued guidance to inspectors on the surveillance and oversight of public aircraft operators for HEMS operations (Notice 8000.318 Public Helicopter Emergency Medical Services (HEMS) Operations).
    • Terrain Awareness and Warning Systems (TAWS): On June 27, 2006, at the FAA’s request, RTCA, Inc. established a Special Committee to develop Helicopter Terrain Awareness and Warning System (H-TAWS) standards. These standards will be used to develop FAA requirements for H-TAWS systems, installation and operations.
    • Aeronautical Information Manual: In August 2006, the FAA revised the Aeronautical Information manual (AIM) to provide guidance to pilots on assessing ambient lighting for night visual flight rule (VFR) operations and for off-airport/heliport landing zone operations.
    • Aviation Rulemaking Committee (ARC): The FAA is currently reviewing the 140 recommendations made by the Part 135/125 ARC. We have begun rulemaking on many issues which pertain to HEMS operations and training. Examples of the areas considered for change are: weather requirements for IFR flight, medical personnel as crew, IFR landing minimums, instrument flight competency, etc.
    • International Helicopter Safety Team (IHST): The helicopter industry has formed the IHST to gather data and draft strategies to reduce helicopter accidents globally by 80 percent by 2015. The effort is modeled on the Commercial Aviation Safety Team (CAST) which has achieved a significant reduction in the commercial fatal accident rate in the United States. Members include the FAA, European Aviation Safety Agency (EASA), Transport Canada, the International Civil Aviation Organization (ICAO), and industry representatives.
    • Surveillance of large HEMS operators: The FAA’s Flight Standards Service established a task group to focus on the certification and surveillance requirements for large HEMS operators that support diverse medical programs throughout the United States. The group’s findings resulted in the increase in the cadre of inspectors assigned to HEMS operations.
    • Operational Control Centers: On May 5, 2008, the FAA’s Flight Standards Service issued an advisory circular (AC 120-96) highlighting the “best practices” for use by HEMS operators in establishing their control centers and training their specialists.

    Weather

    In March 2006, the FAA and the University Corporation for Atmospheric Research hosted a weather summit in Boulder, Colorado to identify the HEMS-specific issues related to weather products and services. Attendees explored possible regulatory improvements, weather product enhancements, and operational fixes specific to HEMS operations. Attendees included the National Weather Service, National Center for Atmospheric Research (NCAR), Helicopter Association International, American Helicopter Society International, Association of Air Medical Services, National EMS Pilots Association, National Association of Air Medical Communications Specialists, manufacturers, and many operators.

    As a result, the FAA funded the development and implementation of a graphical flight planning tool for ceiling and visibility assessment along direct flights in areas with limited available surface observations capability. Its use improves the quality of go/no-go decisions for HEMS operators. The tool was fielded in November 2006. The response from the users continues to be very favorable (Notice 8000.333, HEMS use of the aviation digital data service experimental HEMS tool).

    Night Vision Goggles

    The FAA has a solid record of facilitating safety improvements and new technologies for EMS helicopters, including certification of Night Vision Goggles (NVGs). Since 1994, the FAA has worked 28 projects or design approvals called Supplemental Type Certificates (STCs) for installation of NVGs on helicopters. This number includes EMS, law enforcement and other types of helicopter operations. Of the 28 projects, the FAA has approved approx. 15 NVGs STC’s for EMS helicopters. The FAA initiated and wrote (in coordination with RTCA) the minimum standards for NVGs/cockpit lighting.

    Technical Standard Order (TSO) C164 was published on September 30, 2004 referencing RTCA document DO 275 Minimum Operational Performance Standards (MOPS), published October 12, 2001. The FAA has hosted workshops to help applicants work with the FAA to obtain NVG certification. One set of NVGs costs approx. $7,000 and an operator must carry multiple sets per flight. Certification is just one step. The operator must also have an FAA-approved training program for using NVGs.

    The FAA has revised the NVG guidance in the Operations Inspectors Handbook, Order 8900.1. Produced using considerable industry input, the revision includes the establishment of a cadre of NVG national resource inspectors (Notice 8000.349, Night Vision Imaging Systems).

    Flight Data Recorders

    Flight Data Recorders (FDRs) are not required for HEMS operations. FDRs offer value in any accident investigation by providing information on aircraft system status, flight path and attitude. The weight and cost of FDR systems are factors. Research and development is required to determine the appropriate standards for FDR data and survivability in the helicopter environment, which typically involves substantially lower speeds and altitudes than airplanes. Funds are currently best invested in preventive training.

    However, the FAA is studying alternatives to expensive and heavy airliner-style FDRs, especially in light of the relatively low-impact forces in most helicopter accidents. By establishing a standard appropriate to the helicopter flight envelope, the FAA may be able to make meaningful future FDR rulemaking efforts.

    Terrain Awareness Warning Systems

    The FAA supports the voluntary implementation of Terrain Awareness Warning Systems (TAWS) and did consider the possibility of including rotorcraft in the TAWS rulemaking process. Through this process, however, the FAA concluded that there are a number of issues unique to VFR helicopter operations that must be resolved before the FAA considers mandating the use of TAWS in this area, such as modification of the standards used for these systems. For example, helicopters typically operate at lower altitudes so TAWS could potentially generate false alerts and “nuisance” warnings that could negatively impact the crew’s response to a valid alert. TAWS application to HEMS would require study of TAWS interoperability within the lower altitude HEMS environment, and possibly a modification of TAWS system standards.

    At the FAA’s request, RTCA, Inc. established a Special Committee (SC-212) to develop H-TAWS standards for use in future FAA rulemaking projects. The final report was delivered to RTCA in March 2008. Those standards are being reviewed by the FAA’s Aircraft Certification Service for the development of an HTAWS technical standards order.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • |

    Boeing Tests New Ka-band SATCOM Antenna System

    KENT, Wash., Jan. 27, 2011 — Boeing [NYSE: BA] announced today that it successfully conducted its first over-the-air ground test of a Ka-band satellite communications (SATCOM) phased-array antenna system that will enable wideband SATCOM on aircraft, providing increased bandwidth for networking in flight.

    This third-generation antenna system gives commercial and military aircraft operators worldwide the ability to offer communications using the growing fleet of commercial K- and Ka-band satellites. The low-profile antenna is also an option for government operators using military satellites such as the Wideband Global SATCOM (WGS) system. The active phased array system uses electronically controlled beams to transmit and receive signals from a designated satellite.
    The test demonstrated the new system’s ability to support a range of applications, including file transfer and a Voice over Internet Protocol videoconference.

    “This Ka-band phased-array antenna system supports a significant increase in bandwidth with a smaller antenna than previous Ku-band antennas, while still providing the same low profile, low drag, and lower cost of installation,” said Charles Toups, vice president and general manager, Boeing Network and Tactical Systems (N&TS). “Boeing is continuing to invest in secure data-communication technologies that will improve our customers’ ability to remain networked while mobile.”

    Boeing has more than 15 years of experience designing phased array antenna systems flying on commercial and military aircraft. Boeing developed the antenna as a joint effort between N&TS, part of Boeing Defense, Space & Security, and Boeing Research & Technology, a division of Boeing Engineering, Operations & Technology.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.